U.S. patent application number 16/590496 was filed with the patent office on 2021-03-11 for systems and methods for restricting power to a load to prevent engaging circuit protection device for an aircraft.
The applicant listed for this patent is BETA AIR, LLC. Invention is credited to Herman Wiegman.
Application Number | 20210070179 16/590496 |
Document ID | / |
Family ID | 1000004409148 |
Filed Date | 2021-03-11 |
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United States Patent
Application |
20210070179 |
Kind Code |
A1 |
Wiegman; Herman |
March 11, 2021 |
SYSTEMS AND METHODS FOR RESTRICTING POWER TO A LOAD TO PREVENT
ENGAGING CIRCUIT PROTECTION DEVICE FOR AN AIRCRAFT
Abstract
A system for restricting power to a load to prevent engaging
circuit protection device for an aircraft. The system includes an
energy source of an aircraft. The system further includes a
plurality of sensors configured to sense at least an electrical
parameter of a load of the plurality of loads. The system further
includes an aircraft controller configured to receive electrical
parameter of a load of the plurality of loads from the plurality of
sensors, compare the electrical parameter to at least a current
allocation threshold, detect that the electrical parameter has
reached the current allocation threshold, calculate a power
reduction to the load, and reduce power from the at least an energy
source to each load of the plurality of loads by the power
reduction. The system further includes at least an electrical
circuit of an aircraft, wherein the electrical circuit comprises a
circuit protection device.
Inventors: |
Wiegman; Herman; (Essex
Junction, VT) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
BETA AIR, LLC |
South Burlington |
VT |
US |
|
|
Family ID: |
1000004409148 |
Appl. No.: |
16/590496 |
Filed: |
October 2, 2019 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
62896184 |
Sep 5, 2019 |
|
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B64C 29/0008 20130101;
B60L 2200/10 20130101; H02J 4/00 20130101; B64D 27/24 20130101;
B64D 2221/00 20130101; B60L 50/00 20190201; H02H 7/20 20130101;
B60L 3/0046 20130101 |
International
Class: |
B60L 3/00 20060101
B60L003/00; H02J 4/00 20060101 H02J004/00; B64C 29/00 20060101
B64C029/00; B64D 27/24 20060101 B64D027/24 |
Claims
1. A system for restricting power to a load to prevent engaging a
circuit protection device for an electric aircraft, the system
comprising: at least an energy source of an electric aircraft,
wherein the at least an energy source is communicatively coupled to
a load of a plurality of loads, wherein the load comprises at least
a portion of a propulsion system of the electric aircraft; a
plurality of sensors mounted on the electric aircraft, wherein each
sensor of the plurality of sensors are designed and configured to:
sense at least an electrical parameter of the at least a portion of
the propulsion system of the electric aircraft; an aircraft
controller communicatively connected to the at least an energy
source, wherein the aircraft controller is designed and configured
to: receive at least an electrical parameter of the at least a
portion of the propulsion system of the electric aircraft from the
plurality of sensors; compare the at least an electrical parameter
to at least a current allocation threshold, wherein the current
allocation threshold is generated as a function of at least a
circuit protection threshold of load; detect that the at least an
electrical parameter has reached the current allocation threshold;
calculate a power reduction to the load; and reduce power from the
at least an energy source to each load of the plurality of loads by
the power reduction. at least an electrical circuit of the electric
aircraft, wherein the at least an electrical circuit comprises: a
circuit protection device communicatively connected to the aircraft
controller.
2. (canceled)
3. The system of claim 1, wherein the electric aircraft further
comprises a vertical takeoff and landing aircraft.
4. The system of claim 1, wherein the at least an energy source
further comprises at least a cell.
5. The system of claim 1, wherein the plurality of sensors further
comprises the plurality of sensors communicatively connected to the
aircraft controller.
6. The system of claim 1, wherein the plurality of sensors further
includes: at least a current sensor; and at least a voltage
sensor.
7. The system of claim 1, wherein comparing the at least an
electrical parameter to the at least a current allocation threshold
further comprises: periodic comparison; and continuous
comparison.
8. The system of claim 1, wherein reducing power from the at least
an energy source to each load further includes: disconnecting the
communication between the at least an energy source and the at
least an electrical circuit; and reconnecting the communication
between the at least an energy source and the at least an
electrical circuit.
9. The system of claim 1, wherein reducing power from the at least
an energy source to each load further includes: preventing
communication between the at least an energy source and the at
least an electrical circuit.
10. The system of claim 1, wherein the at least a circuit
protection device further includes an overload relay.
11. The system of claim 1, wherein the at least a circuit
protection device further includes: a fuse; and a circuit
breaker.
12. A method of restricting power to a load to prevent engaging a
circuit protection device for an electric aircraft, the method
comprising: sensing, by a plurality of sensors, at least an
electrical parameter of the at least a portion of the propulsion
system of the electric aircraft; receiving, by an aircraft
controller communicatively connected to at least an energy source,
at least an electrical parameter of the at least a portion of the
propulsion system of the electric aircraft from the plurality of
sensors; comparing the at least an electrical parameter to at least
a current allocation threshold, wherein the current allocation
threshold is generated as a function of at least a circuit
protection threshold of load; detecting the at least an electrical
parameter has reached the power allocation threshold; calculating a
power reduction to the load; and reducing power from the at least
an energy source to each load of the plurality of loads by the
power reduction.
13. (canceled)
14. The method of claim 12, wherein the electric aircraft further
comprises a vertical takeoff and landing aircraft.
15. The method of claim 12, wherein the at least an energy source
further comprises a plurality of energy sources.
16. The method of claim 12, wherein sensing the at least an
electrical parameter further comprises sensing, by at least a
current sensor, a current level.
17. The method of claim 12, wherein sensing the at least an
electrical parameter further comprises sensing, by at least a
voltage sensor, a voltage level.
18. The method of claim 12, wherein comparing the at least an
electrical parameter to the at least a current allocation threshold
further comprises: continuously comparing; and periodically
comparing.
19. The method of claim 12, wherein reducing power from the at
least an energy source to each load further includes: disconnecting
the communication between the at least an energy source and the at
least an electrical circuit; and reconnecting the communication
between the at least an energy source and the at least an
electrical circuit.
20. The method of claim 12, wherein reducing power from the at
least an energy source to each load further includes: preventing
communication between the at least an energy source and the at
least an electrical circuit.
21. The system of claim 1, wherein at least a portion of a
propulsion system of the electric aircraft is configured to
generate lift for the electric aircraft.
22. The method of claim 12, wherein the at least a portion of the
propulsion system of the electric aircraft is configured to
generate lift for the electric aircraft.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application claims the benefit of priority of U.S.
Provisional Patent Application Ser. No. 62/896,184, filed on Sep.
5, 2019, and titled "SYSTEMS AND METHODS FOR ALLOCATING POWER TO A
LOAD TO PREVENT ENGAGING CIRCUIT DEVICE PROTECTION," which is
incorporated by reference herein in its entirety.
FIELD OF THE INVENTION
[0002] The present invention generally relates to the field of
current allocation in an electric aircraft. In particular, the
present invention is directed to systems and methods for
restricting power to a load to prevent engaging circuit protection
device for an aircraft.
BACKGROUND
[0003] During flight, an electric aircraft will utilize energy and
power from an onboard energy source. Multiple loads may cause
significant stress on the energy source, which may cause a circuit
protection device to be engaged to protect the whole electrical
power system from overload currents, or other damaging events.
Engaging a circuit protection device can result in a loss of
electrical feed to a critical aircraft component by disconnecting
an energy source, leading to detrimental safety and aircraft
functionality concerns. Historically, the means of protecting a
circuit protection device have varying levels of efficiency,
reusability, weight, and require external control. The need for a
means of minimizing a circuit protection device from engaging and
causing electrical faults to the subsequent subsystems may be met
by restricting power to a load to prevent engaging a circuit
protection device for an aircraft. The latter solution can be
particularly attractive when an electric aircraft has a constant,
intermittent, or occasional need for rotor-based flight, such as
may be the case for an aircraft that takes off and/or lands
vertically or may need to hover at certain points in the aircraft's
flight.
SUMMARY OF THE DISCLOSURE
[0004] In one aspect, a system for restricting power to a load to
prevent engaging circuit protection device for an aircraft. The
further system comprising at least an energy source of an aircraft,
wherein the at least an energy source is communicatively coupled to
a load of the plurality of loads. The system further comprising a
plurality of sensors mounted on the aircraft, wherein each sensor
of the plurality of sensors are designed and configured to sense at
least an electrical parameter of a load of the plurality of loads.
The system further comprising an aircraft controller
communicatively connected to the at least an energy source. The
aircraft controller is designed and configured to receive at least
an electrical parameter of a load of the plurality of loads from
the plurality of sensors. The aircraft controller is further
designed and configured to compare the at least an electrical
parameter to at least a current allocation threshold, wherein the
current allocation threshold is generated as a function of at least
a circuit protection threshold of load. The aircraft controller is
further designed and configured to detect that the at least an
electrical parameter has reached the current allocation threshold.
The aircraft controller is further designed and configured to
calculate a power reduction to the load. The aircraft controller is
further designed and configured to reduce power from the at least
an energy source to each load of the plurality of loads by the
power reduction. The system further includes at least an electrical
circuit of an aircraft. The at least an electrical circuit
comprises a circuit protection device communicatively connected to
the aircraft controller.
[0005] In another aspect, a method of restricting power to a load
to prevent engaging a circuit protection device for an aircraft.
The method comprises sensing, by a plurality of sensors, at least
an electrical parameter of a load of the plurality of loads. The
method further comprises receiving, by an aircraft controller
communicatively connected to at least an energy source, at least an
electrical parameter of a load of the plurality of loads from the
plurality of sensors. The method further comprises comparing the at
least an electrical parameter to at least a current allocation
threshold, wherein the current allocation threshold is generated as
a function of at least a circuit protection threshold of load. The
method further comprises detecting the at least an electrical
parameter has reached the current allocation threshold. The method
further comprises calculating a power reduction to the load. The
method further comprises reducing power from the at least an energy
source to each load of the plurality of loads by the power
reduction.
[0006] These and other aspects and features of non-limiting
embodiments of the present invention will become apparent to those
skilled in the art upon review of the following description of
specific non-limiting embodiments of the invention in conjunction
with the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0007] For the purpose of illustrating the invention, the drawings
show aspects of one or more embodiments of the invention. However,
it should be understood that the present invention is not limited
to the precise arrangements and instrumentalities shown in the
drawings, wherein:
[0008] FIG. 1 is a high-level block diagram illustrating an
exemplary embodiment of a circuit diagram within an electric power
system;
[0009] FIG. 2 is a diagrammatic representation of an electric
aircraft;
[0010] FIG. 3 is a high-level block diagram depicting an exemplary
embodiment of energy source and sensors in an aircraft;
[0011] FIGS. 4A-B are schematic diagrams depicting exemplary
embodiments of a circuit protection device;
[0012] FIG. 5 is a flow chart showing the method of restricting
power;
[0013] FIGS. 6A-B show electrical parameter measurements over time
in relation to threshold limits; and
[0014] FIG. 7 is block diagram of a computing system that can be
used to implement any one or more of the methodologies disclosed
herein and any one or more portions thereof.
[0015] The drawings are not necessarily to scale and may be
illustrated by phantom lines, diagrammatic representations and
fragmentary views. In certain instances, details that are not
necessary for an understanding of the embodiments or that render
other details difficult to perceive may have been omitted.
DETAILED DESCRIPTION
[0016] In the following description, for the purposes of
explanation, numerous specific details are set forth in order to
provide a thorough understanding of the present invention. It will
be apparent, however, that the present invention may be practiced
without these specific details. As used herein, the word
"exemplary" or "illustrative" means "serving as an example,
instance, or illustration." Any implementation described herein as
"exemplary" or "illustrative" is not necessarily to be construed as
preferred or advantageous over other implementations. All of the
implementations described below are exemplary implementations
provided to enable persons skilled in the art to make or use the
embodiments of the disclosure and are not intended to limit the
scope of the disclosure, which is defined by the claims. For
purposes of description herein, the terms "upper", "lower", "left",
"rear", "right", "front", "vertical", "horizontal", and derivatives
thereof shall relate to the invention as oriented in FIG. 1.
Furthermore, there is no intention to be bound by any expressed or
implied theory presented in the preceding technical field,
background, brief summary or the following detailed description. It
is also to be understood that the specific devices and processes
illustrated in the attached drawings, and described in the
following specification, are simply exemplary embodiments of the
inventive concepts defined in the appended claims. Hence, specific
dimensions and other physical characteristics relating to the
embodiments disclosed herein are not to be considered as limiting,
unless the claims expressly state otherwise.
[0017] At a high level, aspects of the present disclosure are
directed to systems and methods for restricting the power output to
a load to prevent engaging a circuit protection device. Systems for
restricting the power output to a load to prevent engaging a
circuit protection device in an aircraft may be integrated into any
aircraft, electric aircraft, and/or any vertical takeoff and
landing aircraft. In an embodiment, a vehicle controller in an
electric aircraft will reduce power output to a load, such as a
propulsor, if an electrical parameter threatens to reach a
threshold which will engage a circuit protection device. Engaging a
circuit protection device will disconnect power to critical
functions during flight. This novel system may result in, a reduced
the risk of engaging the circuit protection device to ensure at
least partial power operation for the remaining phases of flight,
wherein the plurality of electrical circuits remain functional for
the entirety of the flight plan, flight path, and/or remaining
phases.
[0018] Referring now to the drawings, FIG. 1 illustrates an
exemplary embodiment of a system 100 for restricting power to a
load to prevent engaging circuit protection device for an aircraft.
System 100 for restricting power to a load to prevent engaging
circuit protection device for an aircraft includes at least an
energy source 104, wherein energy source 104 is driving a plurality
of (or at least one) controllable loads 108. At least an energy
source 104 may comprise a plurality of energy sources. An energy
source of a plurality of energy sources 104 may include, without
limitation, a generator, a photovoltaic device, a fuel cell such as
a hydrogen fuel cell, direct methanol fuel cell, and/or solid oxide
fuel cell, or an electric energy storage device; electric energy
storage device may include without limitation a capacitor, an
inductor, an energy storage cell and/or a battery. At least an
energy source 104 may include a battery cell or a plurality of
battery cells connected in series into a module; each module may be
connected in series or in parallel with other modules.
Configuration of at least an energy source 104 containing connected
modules may be designed to meet an energy or power requirement and
may be designed to fit within a designated footprint in an electric
aircraft in which system 100 may be incorporated. At least an
energy source 104 may be used to provide a steady supply of
electrical power to a load over the course of a flight by a vehicle
or other electric aircraft; the at least an energy source may be
capable of providing sufficient power for "cruising" and other
relatively low-energy phases of flight. An energy source 104 may be
capable of providing electrical power for some higher-power phases
of flight as well. At least an energy source of 104 may be capable
of providing sufficient electrical power for auxiliary loads,
including without limitation lighting, navigation, communications,
de-icing, steering or other systems requiring power or energy. At
least an energy source 104 may be capable of providing sufficient
power for controlled descent and landing protocols, including
without limitation hovering descent or conventional runway
landing.
[0019] Still referring to FIG. 1, at least an energy source 104 may
include a device for which power that may be produced per unit of
volume and/or mass has been optimized, at the expense of the
maximal total specific energy density or power capacity, during
design. Non-limiting examples of items that may be used as at least
an energy source 104 may include batteries used for starting
applications including Li ion batteries which may include NCA, NMC,
Lithium iron phosphate (LiFePO4) and Lithium Manganese Oxide (LMO)
batteries, which may be mixed with another cathode chemistry to
provide more specific power if the application requires Li metal
batteries, which have a lithium metal anode that provides high
power on demand, Li ion batteries that have a silicon, tin
nanocrystals, graphite, graphene or titanate anode, or the like.
Batteries may include without limitation batteries using
nickel-based chemistries such as nickel cadmium or nickel metal
hydride, batteries using lithium ion battery chemistries such as a
nickel cobalt aluminum (NCA), nickel manganese cobalt (NMC),
lithium iron phosphate (LiFePO4), lithium cobalt oxide (LCO),
and/or lithium manganese oxide (LMO), batteries using lithium
polymer technology, metal-air batteries. At least an energy source
104 may include lead-based batteries such as without limitation
lead acid batteries and lead carbon batteries. At least an energy
source 104 may include lithium sulfur batteries, magnesium ion
batteries, and/or sodium ion batteries. Batteries may include solid
state batteries or supercapacitors or another suitable energy
source. Batteries may be primary or secondary or a combination of
both. Persons skilled in the art, upon reviewing the entirety of
this disclosure, will be aware of various devices of components
that may be used as at least energy source 104. At least an energy
source 104 may be used, in an embodiment, to provide electrical
power to an electric aircraft or drone, such as an electric
aircraft vehicle, during moments requiring high rates of power
output, including without limitation takeoff, landing, thermal
de-icing and situations requiring greater power output for reasons
of stability, such as high turbulence situations, as described in
further detail below.
[0020] Still referring to FIG. 1, in an embodiment, at least an
energy source 104 may be used to provide a steady supply of
electrical power to a critical functions over the course of a
flight by an electronic vertical takeoff and landing (eVTOL)
vehicle, defined as an electronic vehicle that can take off or land
in a vertical or near vertical trajectory, such as rotor-based
"hover" takeoff and landing, or the like, or other electric
aircraft; the at least an energy source 104 may be capable of
providing sufficient power for "cruising" and other relatively
low-energy phases of flight. At least an energy source 104 may be
capable of providing electrical power for some higher-power phases
of flight as well, particularly when high specific energy density
energy source is at a high state of charge, as may be the case for
instance during takeoff. At least an energy source 104 may be
capable of providing sufficient electrical power for auxiliary
loads including without limitation, lighting, navigation,
communications, de-icing, steering or other systems requiring power
or energy. Persons skilled in the art will be aware, after
reviewing the entirety of this disclosure, of many different
potential components of at least an energy source 104, of a
plurality of energy sources.
[0021] Continuing to refer to FIG. 1, at least an energy source 104
may supply power to a plurality of critical functions in the
aircraft. Critical functions in the aircraft may include, without
limitation, communications, flight control, lighting, emergency
lighting, heating, navigation, de-icing, steering cruising, landing
and descents. Critical functions refer to functions is requisite
for safe operation on the aircraft. Critical functions may need to
be in operation at all times during flight, even in emergency
situations. Noncritical functions have no effect on the safe flight
of the aircraft during various phases of flight. These functions
can be firstly shed when any reduction in power from the energy
source is necessary or there is an emergency situation where power
and energy must be allocated elsewhere. High peak loads may be
necessary to perform certain landing protocols which may include,
but are not limited to, hovering descent or runway descents. During
landing, propulsors may demand a higher power than cruising as
required to descend in a controlled manner. High peak loads may be
necessary to perform certain landing protocols which may include,
but are not limited to, hovering descent or runway descents. During
landing, propulsors may demand a higher power than cruising as
required to descend in a controlled manner.
[0022] Continuing to refer to FIG. 1, at least an energy source 104
is electrically connected to a plurality of loads 108. Plurality of
loads 108 may include any device or component that consumes
electrical power. Plurality of loads 108 may include one or more
propulsive devices, including without limitation one or more
propellers, turbines, impellers, or other devices for propulsion
during flight. Plurality of loads 108 may be, without limitation,
in the form of a plurality of propulsive devices. A propulsive
device, as described herein, is a component or device used to
propel a craft by exerting force on a fluid medium, which may
include a gaseous medium such as air or a liquid medium such as
water. A propulsive device, as described herein, may include,
without limitation, at least a thrust element. At least a thrust
element may include any device or component that converts the
mechanical energy of a motor, for instance in the form of
rotational motion of a shaft, into thrust in a fluid medium. At
least a thrust element may include, without limitation, a device
using moving or rotating foils, including without limitation one or
more rotors, an airscrew or propeller, a set of airscrews or
propellers such as contra-rotating propellers, a moving or flapping
wing, or the like. At least a thrust element may include without
limitation a marine propeller or screw, an impeller, a turbine, a
pump-jet, a paddle or paddle-based device, or the like.
[0023] With continued reference to FIG. 1, plurality of loads 108
may convert electrical energy into kinetic energy; for instance,
first plurality of loads 108 may include one or more electric
motors. An electric motor, as described herein, is a device that
converts electrical energy into mechanical energy, for instance by
causing a shaft to rotate. An electric motor may be driven by
direct current (DC) electric power. As an example and without
limitation, an electric motor may include a brushed DC electric
motor or the like. An electric motor may be, without limitation,
driven by electric power having varying or reversing voltage
levels, such as alternating current (AC) power as produced by an
alternating current generator and/or inverter, or otherwise varying
power, such as produced by a switching power source. An electric
motor may include, for example and without limitation, brushless DC
electric motors, permanent magnet synchronous an electric motor,
switched reluctance motors, or induction motors. In addition to
inverter and/or a switching power source, a circuit driving an
electric motor may include electronic speed controllers (not shown)
or other components for regulating motor speed, rotation direction,
and/or dynamic braking.
[0024] Still referring to FIG. 1, the plurality of loads 108 may,
for example and without limitation, convert electrical energy into
heat. As a further example and without limitation, plurality of
loads 108 may include resistive loads. As another non-limiting
example, plurality of loads 108 may convert electrical energy into
light. Plurality of loads 108 may include one or more elements of
digital or analog circuitry. For example and without limitation,
plurality of loads 108 may consume power in the form of voltage
sources to provide a digital circuit's high and low voltage
threshold levels, to enable amplification by providing "rail"
voltages, or the like. Plurality of loads 108 may include, as a
non-limiting example, control circuits, aircraft controllers and/or
flight controllers as described in further detail below. At least
an energy source 104 may connect to a first load of plurality of
loads 108 using an electrical connection enabling electrical or
electromagnetic power transmission, including any conductive path
from high specific energy density energy source device to first
load, any inductive, optical or other power coupling such as an
isolated power coupling, or any other device or connection usable
to convey electrical energy from an electrical power, voltage, or
current source. The electrical connection may include, without
limitation, a distribution bus. Persons skilled in the art, upon
reviewing the entirety of this disclosure, will be aware of various
devices that may be used as at least the plurality of loads
108.
[0025] With continuing reference to FIG. 1, system 100 includes at
least an aircraft controller 112. Aircraft controller 112 may
include and/or communicate with any computing device as described
in this disclosure, including without limitation a microcontroller,
microprocessor, digital signal processor (DSP) and/or system on a
chip (SoC) as described in this disclosure. Aircraft controller 112
may be installed in an aircraft, may control the aircraft remotely,
and/or may include an element installed in the aircraft and a
remote element in communication therewith. Aircraft controller 112
may include, be included in, and/or communicate with a mobile
device such as a mobile telephone or smartphone. Aircraft
controller 112 may include a single computing device operating
independently, or may include two or more computing device
operating in concert, in parallel, sequentially or the like; two or
more computing devices may be included together in a single
computing device or in two or more computing devices. Aircraft
controller 112 with one or more additional devices as described
below in further detail via a network interface device. Network
interface device may be utilized for connecting an aircraft
controller 112 to one or more of a variety of networks, and one or
more devices. Examples of a network interface device include, but
are not limited to, a network interface card (e.g., a mobile
network interface card, a LAN card), a modem, and any combination
thereof. Examples of a network include, but are not limited to, a
wide area network (e.g., the Internet, an enterprise network), a
local area network (e.g., a network associated with an office, a
building, a campus or other relatively small geographic space), a
telephone network, a data network associated with a telephone/voice
provider (e.g., a mobile communications provider data and/or voice
network), a direct connection between two computing devices, and
any combinations thereof. A network may employ a wired and/or a
wireless mode of communication. In general, any network topology
may be used. Information (e.g., data, software etc.) may be
communicated to and/or from a computer and/or a computing device.
Aircraft controller 112 may include but is not limited to, for
example, an aircraft controller 112 or cluster of computing devices
in a first location and a second computing device or cluster of
computing devices in a second location. Aircraft controller 112 may
include one or more computing devices dedicated to data storage,
security, distribution of traffic for load balancing, and the like.
Aircraft controller 112 may distribute one or more computing tasks
as described below across a plurality of computing devices of
computing device, which may operate in parallel, in series,
redundantly, or in any other manner used for distribution of tasks
or memory between computing devices. Aircraft controller 112 may be
implemented using a "shared nothing" architecture in which data is
cached at the worker, in an embodiment, this may enable scalability
of system 100 and/or computing device.
[0026] Still referring to FIG. 1, at least an aircraft controller
112 is in communication with the at least an energy source 104 of a
plurality of energy sources and the at least a load 108 of the
plurality of loads. At least an aircraft controller 112 may be
communicatively connected to the at least an energy source 104 of a
plurality of energy sources and the at least a load 108 of the
plurality of loads. As used herein, "communicatively connecting" is
a process whereby one device, component, or circuit is able to
receive data from and/or transmit data to another device,
component, or circuit; communicative connection may be performed by
wired or wireless electronic communication, either directly or by
way of one or more intervening devices or components. In an
embodiment, communicative connecting includes electrically coupling
at least an output of one device, component, or circuit to at least
an input of another device, component, or circuit. Communicative
connecting may be performed via a bus or other facility for
intercommunication between elements of a computing device as
described in further detail below in reference to FIG. 7.
Communicative connecting may include indirect connections via
"wireless" connection, radio communication, low power wide area
network, optical communication, magnetic, capacitive, or optical
coupling, or the like. Aircraft controller 112 may include any
computing device or combination of computing devices as described
in detail below in reference to FIG. 7. Aircraft controller 112 may
include any processor or combination of processors as described
below in reference to FIG. 7. Aircraft controller 112 may include a
microcontroller. Aircraft controller 112 may be incorporated in the
electric aircraft or may be in remote contact.
[0027] Still referring to FIG. 1, aircraft controller 112 may be
communicatively connected, as defined above, to each load 108 of
plurality of loads; as used herein, aircraft controller 112 is
communicatively connected to each load where aircraft controller
112 is able to transmit signals to each load and each load is
configured to modify an aspect of load behavior in response to the
signals. As a non-limiting example, aircraft controller 112 may
transmit signals to load 108, of plurality of loads, via an
electrical circuit connecting aircraft controller 112 to the load
108, of a plurality of loads. As an example and without limitation,
the circuit may include a direct conductive path from aircraft
controller 112 to load or may include an isolated coupling such as
an optical or inductive coupling. Alternatively or additionally,
aircraft controller 112 may communicate with load 108, of a
plurality of loads, using wireless communication, such as without
limitation communication performed using electromagnetic radiation
including optical and/or radio communication, or communication via
magnetic or capacitive coupling. Persons skilled in the art will be
aware, after reviewing the entirety of this disclosure, of many
different forms and protocols of communication that may be used to
communicatively couple aircraft controller 112 to a load 108 of
plurality of loads.
[0028] In an embodiment and still referring to FIG. 1, aircraft
controller 112 may include a reconfigurable hardware platform. A
"reconfigurable hardware platform," as used herein, is a component
and/or unit of hardware that may be reprogrammed, such that, for
instance, a data path between elements such as logic gates or other
digital circuit elements may be modified to change an algorithm,
state, logical sequence, or the like of the component and/or unit.
This may be accomplished with such flexible high-speed computing
fabrics as field-programmable gate arrays (FPGAs), which may
include a grid of interconnected logic gates, connections between
which may be severed and/or restored to program in modified logic.
Reconfigurable hardware platform may be reconfigured to enact any
algorithm and/or algorithm selection process received from another
computing device and/or created using machine-learning and/or
neural net processes as described below.
[0029] Still referring to FIG. 1, aircraft controller 112 may be
communicatively connected to at least a sensor 116. Sensors, as
described herein, are any device, module, and/or subsystems,
utilizing any hardware, software, and/or any combination thereof to
detect events and/or changes in the instant environment and
communicate the information to the at least an aircraft controller.
Sensors 116 may be used to monitor the status of the system of both
critical and non-critical functions. At least a sensor 116 may be
incorporated into vehicle or aircraft or be remote. As an example
and without limitation, at least a sensor 116 may be configured to
detect the at least an electrical parameter. Electrical parameters
may include, without limitation, voltage, current, impedance,
resistance, temperature. As an example and without limitation,
current may be measured by using a sense resistor in series with
the circuit and measuring the voltage drop across the resister, or
any other suitable instrumentation and/or methods for detection
and/or measurement of current. As a further example and without
limitation, voltage may be measured using any suitable
instrumentation or method for measurement of voltage, including
methods for estimation as described in further detail below. Each
of resistance, current, and voltage may alternatively or
additionally be calculated using one or more relations between
impedance and/or resistance, voltage, and current, for
instantaneous, steady-state, variable, periodic, or other functions
of voltage, current, resistance, and/or impedance, including
without limitation Ohm's law and various other functions relating
impedance, resistance, voltage, and current with regard to
capacitance, inductance, and other circuit properties.
Alternatively, or additionally, aircraft controller 112 may be
wired to at least an energy source 104 via, for instance, a wired
electrical connection. Measuring at least an electrical parameter
may include calculating an electrical parameter based on other
sensed electrical parameters, for instance by using Ohm's law to
calculate resistance and/or impedance from detected voltage and
current levels. Aircraft controller 112 may sense a temperature,
environmental parameter, a location parameter, a barometric
pressure, or other necessary measurement. Aircraft controller 112
may measure resistance across a circuit via direct method or by
calculation. This may be accomplished, for instance, using an
analog-to-digital converter, one or more comparators, or any other
components usable to measure electrical parameters using an
electrical connection that may occur to any person skilled in the
art upon reviewing the entirety of this disclosure. Persons skilled
in the art, upon reviewing the entirety of this disclosure, will be
aware of various ways to monitor the status of the system of both
critical and non-critical functions.
[0030] With continued reference to FIG. 1, aircraft controller 112
may be configured to receive at least an electrical parameter of a
load 108 of the plurality of loads from each sensor 116 of the
plurality of sensors. At least an electrical parameter of a load
108 is any electrical parameter, as described above. Aircraft
controller 112 may be further configured to compare at least an
electrical parameter to a current allocation threshold. Comparing
may include, without limitation, periodic comparison, continuous
comparison, and any combination thereof. Current allocation
threshold may be the value at which the aircraft controller 112
will recalculate and redistribute power to the plurality of loads
108, for instance as set forth in the disclosure below. Current
allocation threshold may be generated as a function of at least a
circuit protection threshold; for instance and without limitation,
the current allocation limit may be a set reduction, increase,
percentage or other calculation method of the circuit detection
limit. Current allocation threshold may include a current
threshold, a voltage threshold, a resistance threshold, a
temperature threshold, or the like. Current allocation threshold
may be derived from in flight data, from manufacturer data, form
integrator data, or the like. As a non-limiting example, where a
circuit protection device threshold is at 20 A, a corresponding
load current allocation threshold limit may be set at 15 A. In
another non-limiting example, when measuring voltage, a circuit
under voltage protection device threshold may be set at 3V and a
corresponding load under potential allocation threshold may be set
at 4V. Continuously comparing may include, without limitation,
periodic comparisons, such as comparisons performed every second,
minute, another pre-determined time or any repeated measurement
done at particular time intervals. As a further non-limiting
example, aircraft controller 112 may also compare at a
predetermined time, or in response to a condition which makes
another measurement necessary. In an exemplary embodiment, and for
the purposes of illustration, current levels may be measured every
5 milli-seconds until the measurements are within 0.5 A of a
current allocation threshold limit at which time the current may be
measured every 1 milli-second until the measurement reaches the
current allocation threshold. Aircraft controller 112 may compare
more than one electrical parameter to a threshold during the
segment of flight. In an embodiment and without limitation,
aircraft controller 112 may continuously measure current in an
energy source 104 or in a plurality of loads 108. Aircraft
controller 112 may continuously calculate a greater of a previous
two measurements and compare to a graph or other mapping showing
the measurements vs time and vs a threshold limit. In an embodiment
and without limitation, aircraft controller 112 will compare the
electrical parameter measurements to a current allocation threshold
which is a fraction of the threshold limit which engages the
circuit protection device.
[0031] Still referring to FIG. 1, aircraft controller 112 may be
further configured to detect the at least an electrical parameter
has reached the current allocation threshold may be performed by
the controller, computer, remote device or by a person. Detection
may, as an example and without limitation, be done by using a
direct comparison to determine if the at least an electrical
parameter has reached the current allocation threshold. For
instance, detection may occur where controller 112 measures a
current of 5 A and the current allocation threshold is 5 A.
Detection may, as a further non-limiting example, involve the use
of calculations or formulas to determine if the current allocation
threshold is or has been reached. As another example and without
limitation, detecting may be performed by graphing and/or mapping
the at least an electrical parameter versus time to determine if
the current allocation threshold is reached. Graphing and/or
mapping may be coupled with an averaging algorithm if a momentarily
high or low datum transiently exceeds current allocation threshold;
low-pass filtering of at least an electrical parameter may
alternatively or additionally be used to eliminate transient values
from comparison. Graphing and/or mapping may be also be combined
with a noise reducing algorithm to further process datum. As a
further example and without limitation, detection may be performed
by calculating a rate of change of at least an electrical
parameter, for instance by taking multiple measurements and using
differences between measurements to calculate or identify a rate or
change. Rate of change of any electrical parameter may be used to
calculate and/or predict future electrical parameters at a given or
future point in time. Detection may, as a further example and
without limitation, involve comparison to a reference chart or
another calculation. In an embodiment, detection includes
continuously comparing the first electrical parameter to a first
current allocation threshold of the at least a current allocation
threshold and continuously comparing a second electrical parameter
to a second current allocation threshold.
[0032] Continuing to refer to FIG. 1, aircraft controller 112 may
be further configured to calculate a power reduction to each load
108 of the plurality of loads. The power reduction calculated to at
least a load includes using the current allocation threshold limit,
the at least an electrical parameter which, in aggregate, will
continue to keep the at least an electrical parameter that is
sensed below the current allocation threshold. The power reduction
calculation may include more than on electrical parameter, a
comparison to a graph or other calculated data set, such as a
table. In an embodiment, the current allocation calculation
assuming a set percentage offset of the current allocation
threshold and calculated the aggregate power demand of at least a
plurality of loads 108. In another embodiment, aircraft controller
112 calculated a set reduction to each load, of at least a
plurality of loads 108 and then calculated the aggregate and
compares that value to the current allocation threshold.
[0033] Still referring to FIG. 1, the minimum power needed may be
used to determine a power reduction for the phase of flight. The
calculation may use manufacturing data or data collected by a
plurality of sensors during flight. Using the minimum power demand
for a particular phase of flight, aircraft controller 112 may
determine the total power demand for the plurality of loads by
using the power demand of an individual propulsor and multiplying
that by the number of loads. In an embodiment and without
limitation, aircraft controller 112 may determine if there is
enough power in the plurality of energy sources to power the phase
of flight and the rest of the flight plan. If there is enough
power, aircraft controller 112 may continue to communicate the
original flight plan. If there in not adequate power, aircraft
controller 112 may reduce the power demand by restricting remaining
power output of the plurality of energy sources to one or more
motors connected to a propulsor of a plurality of propulsors by
communications to the motor supplying power to the plurality of
propulsors. As a further example and without limitation, aircraft
controller 112 may perform a thrust and/or balance operation to
determine if the balance of the aircraft, as a result of the
reduced power levels, is operating in a safe range. As another
example and without limitation, aircraft controller 112 may detect
environmental parameters, using an environmental sensor, which may
include, without limitation, wind speed, barometric pressure,
humidity and air temperature. Aircraft controller 112 may use at
least an environmental parameter to calculate power reduction. In
an embodiment, the power reduction of electric aircraft 200 may be
a function of the wind speed. The greater the wind speed in
opposing the trajectory of electric aircraft 200, the greater the
propulsor power needed
[0034] With continuing reference to FIG. 1, aircraft controller 112
may further include reducing power from the at least an energy
source to each load 108 of the plurality of loads by the power
reduction. Reducing power from the at least an energy source 104 to
each load of the plurality of loads may include disconnecting the
communication between the at least an energy source 104 and the at
least an electrical circuit 124. Reducing power from the at least
an energy source 104 to each load of the plurality of loads may
further include reconnecting the communication between the at least
an energy source 104 and the at least an electrical circuit 124.
Reducing power from the at least an energy source 104 to each load
of the plurality of loads may further include preventing
communication between the at least an energy source 104 and the at
least an electrical circuit 124. In an embodiment and without
limitation, aircraft controller 112 may direct a power reduction to
a load 108, of a plurality of loads of an electric aircraft. As a
further example and without limitation, aircraft controller 112 may
direct the aircraft to change to a flight trajectory which requires
reduced power demands. Aircraft controller 112 may generate and/or
store a number of predetermined flight trajectories. As another
example and without limitation, aircraft controller 112 may
calculate and/or store a range of suitable flight trajectories
ranked by power demand for a particular flight phase or for the
entire flight phase, or both. As a further non-limiting example,
aircraft controller 112 may select a top ranked flight trajectory
for phase of flight or the entire flight. As another example and
without limitation, aircraft controller 112 may select a different
flight trajectory for each flight phase. Aircraft controller 112
may, as a non-limiting example, select more than one flight
trajectory and communicate to a remote device or person for
consideration. One or more flight trajectories may include a
combination of geospatial coordinates, a series of waypoints,
altitude assignments, and/or time assignments. One or more flight
trajectories may include, without limitation, a straight flight
course occurring at the same altitude, a spiral flight course which
includes turns, a combination of both or a reduction in altitude.
In an embodiment and without limitation, aircraft controller 112
may reduce one or more propulsors to operate at a reduced power
level that make the aircraft unbalanced and operate in a corkscrew
pattern to cruise and or land safely.
[0035] With continued reference to FIG. 1, system 100 includes at
least an electrical circuit 124. Electrical circuit 124 may be
communicatively connected to aircraft controller 112, each load 108
of the plurality of loads, and/or each energy source 104 of the
plurality of energy sources. Electrical circuit, as described
herein, are any device, module, and/or subsystems, utilizing any
hardware, software, and/or any combination thereof to form a path
in which electrons from a voltage or current source flow.
Electrical circuit 124 may include, without limitation, a series
circuit, a parallel circuit, or any combination thereof. Electrical
circuit 124 may function to facilitate the electrical flow from
each energy source 104 of the plurality of energy sources to each
load 108 of the plurality of loads.
[0036] Referring still to FIG. 1, circuit protection device 120 is
incorporated into electrical circuit 124 in system 100. Circuit
protection device 120 may be communicatively connected to aircraft
controller 112. Circuit protection device 120 may be a device that
protects electrical circuit 124 from different electrical faults
such as over current and overload. Circuit protection device 120
may function to break or interrupt electrical flow in a circuit in
response to at least an electrical parameter which is reaching a
predetermined threshold where a limit may pose a serious threat to
the integrity of the circuit or of any component or device
connected to or incorporated in the circuit. Circuit protection
device 120 may interrupt the circuit by tripping open a part of a
circuit, which interrupts the current flow. Circuit protection
device 120 may be used to minimize distress to the electrical
system and hazard to system, an electric aircraft as disclosed
below, passengers, and surrounding aircraft in the event of wiring
faults or serious malfunctions of the system or connected
equipment. As the current measured reaches a current threshold
limit, aircraft controller 112 may engage the circuit protection
device 120 to stop current flow to reduce the risk of damage to the
propulsor, wires, energy source 104 and surrounding equipment in an
electric aircraft.
[0037] Continuing to refer to FIG. 1, circuit protective device 120
may include, without limitation, an overload relay which is
designed to interrupt the flow of current in an electric circuit
upon the detection of undesirable current levels over a period of
time; such current levels may lead to serious damage to a motor or
other equipment when there is excessive heating of the motor
windings. Upon detection of an overload condition, overload relay
may output a trip command to a circuit opening mechanism such as a
contractor, which may disconnect a load of plurality of loads 108
from at least an energy source 104. Circuit protection device 120
may include, as an example and without limitation, an overload
relay of a thermal type, which may include a heater element which
may heat a metallic or bimetallic strip, when the load current
flows through, to deform that strip enough to force a contact
open.
[0038] Still referring to FIG. 1, circuit protective device 120 may
include, without limitation, a fuse. A fuse may be a base element
of a circuit protection device including a small conductive
material with low resistance that is placed within a circuit; when
a current flowing through circuit and/or fuse exceeds a permitted
value, which may be due to an overload, short circuit or load
mismatch, the excessive current may melt or otherwise damage the
conductive material in the fuse and open the circuit. Various
materials may be used as a fusible element which include, without
limitation, tin, lead silver, bismuth, and other alloys of these
materials. Circuit protection device 120, of a plurality of circuit
protection devices, may include, without limitation, a current
limiter, defined as a device limiting current to a defined value.
Circuit protection device 120 may include, without limitation, a
limiting resistor. Limiting resistors may be used to protect
electrical circuits, including DC, pulse and AC circuits, for
instance in situations where starting/initial current is very high,
for example starter engine.
[0039] With continued reference to FIG. 1, circuit protection
device 120 may further include, as a non-limiting example, a
circuit breaker. Circuit breakers may differ from fuses and current
limiters in that they may include electromechanical devices that
interrupt and isolate circuit in case of failure; the working
principle may include actuation of the electromechanical device by
heating of bi-metallic element through which current passes to the
switch unit, or by any other suitable trigger. Circuit protection
device 120 may further include, without limitation, a solid-state
power controller (SSPC) which may be a semiconductor device that
controls power in the form of power, voltage, and/or current which
are supplied to a load; such devices may perform supervisory and
diagnostic functions in order to identify overload conditions and
prevent short circuits. Circuit protection device 120 may include,
as a further non-limiting example, a secondary back up protection
device, which may include a fuse as described above. For instance,
and without limitation, dual-element (two-element) fuse or time
delay fuses may provide secondary overload protection. Accordingly,
for an example and without limitation, such a fuse may represent a
secondary failure and be intended to prevent further operation.
[0040] Now referring to FIG. 2, system 100 may be incorporated into
an electrically powered aircraft 200. Electrically powered aircraft
200 may be an electric vertical takeoff and landing (eVTOL)
aircraft. Electrically powered aircraft 200 may include at least a
load 108 of a plurality of loads. Electrically powered aircraft 200
may include an aircraft controller 112 communicatively and/or
operatively connected to each load 108. Electrically powered
aircraft 200 may be capable of rotor-based cruising flight,
rotor-based takeoff, rotor-based landing, fixed-wing cruising
flight, airplane-style takeoff, airplane-style landing, and/or any
combination thereof. Rotor-based flight, as described herein, is
where the aircraft generated lift and propulsion by way of one or
more powered rotors coupled with an engine, such as a "quad
copter," multi-rotor helicopter, or other vehicle that maintains
its lift primarily using downward thrusting propulsors. Fixed-wing
flight, as described herein, is where the aircraft is capable of
flight using wings and/or foils that generate life caused by the
aircraft's forward airspeed and the shape of the wings and/or
foils, such as airplane-style flight.
[0041] Continuing to refer to FIG. 2, an illustration of
aerodynamic forces is illustrated in an electric aircraft. During
flight, a number of aerodynamic forces may act upon the electric
aircraft. Forces acting on an aircraft 200 during flight may
include thrust, the forward force produced by the rotating element
of the aircraft 200 and acts parallel to the longitudinal axis.
Drag may be defined as a rearward retarding force which is caused
by disruption of airflow by any protruding surface of the aircraft
200 such as, without limitation, the wing, rotor, and fuselage.
Drag may oppose thrust and acts rearward parallel to the relative
wind. Another force acting on aircraft 200 may include weight,
which may include a combined load of the aircraft 200 itself, crew,
baggage and fuel. Weight may pull aircraft 200 downward due to the
force of gravity. An additional force acting on aircraft 200 may
include lift, which may act to oppose the downward force of weight
and may be produced by the dynamic effect of air acting on the
airfoil and/or downward thrust from at least a propulsor 108. Lift
generated by the airfoil may depends on speed of airflow, density
of air, total area of an airfoil and/or segment thereof, and/or an
angle of attack between air and the airfoil.
[0042] Referring now to FIG. 3, a plurality of sensors, each or all
of which may act as at least a sensor 116, may be incorporated in
system 100. Sensors of plurality of sensors may be designed to
measure a plurality of electrical parameters or environmental data
in-flight, for instance as described above. Plurality of sensors
may, as a non-limiting example, include a voltage sensor 300
designed and configured to measure the voltage of at least an
energy source 104, as described above in reference to FIG. 1. As an
example and without limitation, the plurality of sensors may
include a current sensor 304 designed and configured to measure the
current of at least an energy source 104, as described above in
reference to FIG. 1. As a further example and without limitation,
the plurality of sensors may include a temperature sensor 308
designed and configured to measure the temperature of at least an
energy source 104. As another non-limiting example, the plurality
of sensors may include a resistance sensor 312 designed and
configured to measure the resistance of at least an energy source
104.
[0043] Continuing to refer to FIG. 3, the plurality of sensors may
include at least an environmental sensor 316. In an embodiment,
environmental sensor may sense one or more environmental conditions
or parameters outside the electric aircraft, inside the electric
aircraft, or within or at any component thereof, including without
limitation at least an energy source 104, at least a propulsor, or
the like; environmental sensor may include, without limitation, a
temperature sensor, a barometric pressure sensor, an air velocity
sensor, one or more motion sensors which may include gyroscopes,
accelerometers, and/or a inertial measurement unit (IMU), a
magnetic sensor, humidity sensor, an oxygen sensor and/or a wind
speed sensor. At least a sensor 116 may include at least a
geospatial sensor. As used herein, a geospatial sensor may include
without limitation optical devices, radar devices, Lidar devices,
and/or Global Positioning System (GPS) devices, and may be used to
detect aircraft location, aircraft speed, aircraft altitude and/or
whether the aircraft is on the correct location of the flight plan.
Environmental sensor 432 may be designed and configured to measure
geospatial data to determine the location and altitude of the
electronically powered aircraft by any location method including,
without limitation, GPS, optical, satellite, lidar, radar.
Environmental sensor 432 may be designed and configured to measure
at a least a parameter of the motor. Environmental sensor 432 may
be designed and configured to measure at a least a parameter of the
propulsor. Environmental sensor 432 may be configured to measure
conditions external to the electrical aircraft 404 such as, without
limitation, humidity, altitude, barometric pressure, temperature,
noise and/or vibration. Sensor datum collected in flight may be
transmitted to the aircraft controller 112 or to a remote device
320, which may be any device, as described below in reference to
FIG. 7. As an example and without limitation, remote device 320 may
be used to compare the at least an electrical parameter to the at
least a current allocation threshold and/or detect that the at
least an electrical parameter has reached the current allocation
threshold, as described in further detail below.
[0044] Now referring to FIG. 4A, circuit protection device 120 is
shown in a circuit. Circuit protection device 120 may function in
response to a number of electrical events. A short circuit may form
where there is a hard short between a high voltage side of a
circuit and the ground, return, and/or virtual ground, or the like.
Potential hazards resulting from a short circuit may include
overheating of wires and subsequent faults as well as damage to
equipment (equipment bonding). All protective devices as described
above may be designed to respond to a shorting event. An overload
condition may occur where the loads in the circuit are pulling more
current than the system is designed to handle. As an example and
without limitation, a load may draw 20 A of current on a 15 A
current resulting in an overload condition. Parallel arcing may
also occur where electricity discharges across an insulting medium
such as two wires carrying current. As a further example and
without limitation, faulty operation of equipment wired in an
aircraft or other devices may also cause conditions that may cause
a circuit protection device to trip to protect a device. In the
circuit, energy source 104 is connected to a load, such as a load
of plurality of loads 108. In an embodiment and without limitation,
load 108 may include a propulsor in an electric aircraft. During
normal operation, current flows within electrical circuit 124 as
illustrated in FIG. 4A.
[0045] Referring now to FIG. 4B, illustrated is the circuit when
circuit protection device 120 is engaged and open. When circuit
protection device 120 is engaged, electrical circuit 124 may be
open, preventing and stopping current flow from at least an energy
source 104 to plurality of loads 108. As an additional example and
without limitation, circuit protection device 120 may shunt current
away from electrical circuit 124. Engagement of the circuit
protection device 120 may, as an example and without limitation,
occur upon tripping a threshold, or limit, based on an electrical
parameter, which may be any electrical parameter as described
above. In an embodiment and without limitation, sensor 116 may
measure current draw between an energy source 104 and a plurality
of loads 108. At a predetermined circuit protection threshold,
aircraft controller 112 may engage circuit protection device 120 to
current flow, thus reducing risk of damage to electrical circuit
124 and/or devices or components connected to the electrical
circuit 124. Circuit protection threshold, as described herein, may
be the maximum allowed current flow and/or voltage flow the
electric circuit 124 is able to withstand. As another example and
without limitation, circuit protection threshold may be the maximum
current flow and/or voltage flow each load 108 of the plurality of
loads is able to utilize without negative system impacts. In
another embodiment and without limitation, aircraft controller 112
may sense current flow from a propulsor in an electrical aircraft
driven by at least an energy source 104.
[0046] Now referring to FIG. 5, an exemplary embodiment of method
500 of restricting power to a plurality of loads to prevent
engaging a circuit protection device for an aircraft is
illustrated. At step 505, each sensor 116 of a plurality of sensors
senses an electrical parameter from an electrical circuit 124 which
includes at least an energy source 104 driving a plurality of loads
108. Electrical circuit 124 may include a circuit protection device
120. A least an electrical parameter may include any electrical
parameter as described above, including without limitation a
voltage, current, resistance, temperature or environmental
parameter. At least an electrical parameter may be measured, for
instance, using any means or method as described above, including
using at least a sensor 116 and/or via an electrical or other
connection between aircraft controller 112 and at least an energy
source 104.
[0047] Continuing to refer to FIG. 5, in an embodiment, sensing at
least an electrical parameter may include measuring a voltage.
Voltage of a battery cell, a plurality of battery cells, modules or
plurality of modules may be measured. Voltage under plurality of
loads 108 may be alternatively or additionally measured or
detected. sensing at least an electrical parameter may include
measuring a current; a current of a battery cell, a plurality of
battery cells, modules or plurality of modules may be measured.
Sensing at least an electrical parameter may include inferring or
calculating an electrical parameter based on sensed electrical
parameters, for instance by using Ohm's law or other relations as
described and/or discussed above to calculate resistance and/or
impedance from detected voltage and current levels. At least an
electrical parameter may include signal properties such as
frequency, wavelength, or amplitude of one or more components of a
voltage or current signal. Persons skilled in the art, upon
reviewing the entirety of this disclosure, will be aware of various
electrical parameters, and techniques for measuring such
parameters, consistent with this disclosure.
[0048] Still referring to FIG. 5 at least an electrical parameter
may be a current. At least a sensor 116, of a plurality of sensors
may measure current directly or calculate the current given other
electrical parameters which include voltage and resistance. Current
of any component in energy source 104, such as a cell, battery
cells, plurality of battery cells may be measured. Current flow
through wires, a plurality of wires, or other electrical components
by which current is carried may be measured. Current flowing
between two components of system 100 may be measured; the two
components may be connected via current carrying wire. In an
embodiment, such as where system 100 is in an electric aircraft,
wire gauge may be reduced in order to save on weight, which may be
critical to the design of the aircraft. When the wire gauge is
reduced, the potential for overload of current in the wire with
current may rise. Any current flow that is in excess of the current
carrying capability of the wire may cause heat, and rapid heat may
be caused when a direct short is created. These conditions may
engage circuit protection device at a circuit protection device
threshold.
[0049] Still referring to FIG. 5, at step 510, aircraft controller
112 receives at least an electrical parameter of a load 108 of the
plurality of loads from each sensor 116 of the plurality of
sensors. At least an electrical parameter of a load 108 is any
electrical parameter as described above in reference to FIGS. 1-5.
At step 515, aircraft controller 112 compares at least an
electrical parameter to a current allocation threshold. Comparing
at least an electrical parameter to a current allocation threshold
may include periodic comparison, continuous comparison, and any
combination thereof. Current allocation threshold may be the value
at which the aircraft controller 112 will recalculate and
redistribute power to the plurality of loads 108, for instance as
set forth in the disclosure below. Current allocation threshold may
be generated as a function of at least a circuit protection
threshold; for instance and without limitation, the current
allocation limit may be a set reduction, increase, percentage or
other calculation method of the circuit detection limit. Current
allocation threshold may include a current threshold, a voltage
threshold, a resistance threshold, a temperature threshold, or the
like. Current allocation threshold may be derived from in flight
data, from manufacturer data, form integrator data, or the like, as
described above in reference to FIG. 1.
[0050] Still referring to FIG. 5, at step 520, aircraft controller
112 detects that the at least an electrical parameter has reached
the current allocation threshold. Detecting the at least an
electrical parameter has reached the current allocation threshold
may be performed by the controller, computer, remote device or by a
person. Detection may, as an example and without limitation, be
done by using a direct comparison to determine if the at least an
electrical parameter has reached the current allocation threshold.
For instance, detection may occur where controller 112 measures a
current of 5 A and the current allocation threshold is 5 A.
Detection may, as a further non-limiting example, involve the use
of calculations or formulas to determine if the current allocation
threshold is or has been reached. As another example and without
limitation, detecting may be performed by graphing and/or mapping
the at least an electrical parameter versus time to determine if
the current allocation threshold is reached. Further examples of
aircraft controller 112 detecting the at least an electrical
parameter has reached the current allocation threshold are
described above in reference to FIG. 1.
[0051] Continuing to refer to FIG. 5, at step 525, aircraft
controller 112 calculates a power reduction to at least a load of a
plurality of loads 108. The power reduction calculated to at least
a load includes using the current allocation threshold limit, the
at least an electrical parameter which, in aggregate, will continue
to keep the at least an electrical parameter that is sensed below
the current allocation threshold. The power reduction calculation
may include more than on electrical parameter, a comparison to a
graph or other calculated data set, such as a table. In an
embodiment, the current allocation calculation assuming a set
percentage offset of the current allocation threshold and
calculated the aggregate power demand of at least a plurality of
loads 108. In another embodiment, aircraft controller 112
calculated a set reduction to each load, of at least a plurality of
loads 108 and then calculated the aggregate and compares that value
to the current allocation threshold.
[0052] Still referring to FIG. 5, controller 112 may determine a
minimum power demand of plurality of loads 108, which can be a
propulsor, of plurality of propulsors, needed for a particular
phase of flight using the speed, distance, altitude and the like.
The minimum power needed may be used to determine a power reduction
for the phase of flight. The calculation may use manufacturing data
or data collected by a plurality of sensors during flight. Using
the minimum power demand for a particular phase of flight, aircraft
controller 112 may determine the total power demand for the
plurality of loads by using the power demand of an individual
propulsor and multiplying that by the number of loads. Further
examples of aircraft controller 112 determining a minimum power
demand for each load of the plurality of loads 108 are described
above in reference to FIG. 1.
[0053] Still referring to FIG. 5, at step 530, aircraft controller
112 reduces power from the at least an energy source 104 to each
load of the plurality of loads 108. Reducing power from the at
least an energy source 104 to each load of the plurality of loads
may include disconnecting the communication between the at least an
energy source 104 and the at least an electrical circuit 124, as
described above in reference to FIGS. 1-3. Reducing power from the
at least an energy source 104 to each load of the plurality of
loads may further include reconnecting the communication between
the at least an energy source 104 and the at least an electrical
circuit 124, as described above in reference to FIGS. 1-3. Reducing
power from the at least an energy source 104 to each load of the
plurality of loads may further include preventing communication
between the at least an energy source 104 and the at least an
electrical circuit 124, as described above in reference to FIGS.
1-3. In an embodiment and without limitation, aircraft controller
112 may direct a power reduction to a load 108, of a plurality of
loads of an electric aircraft.
[0054] Now referring to FIG. 6A-B, FIG. 6A displays a graph showing
a graph of exemplary voltage measurements over time of a component.
For example and without limitation, a component, as described
herein, may include energy source 104, a load of plurality of loads
108, any combination thereof, or the like. Illustrated in FIG. 6A
is a current allocation threshold. The current allocation threshold
is an upper limit where controller 112 will calculate a power
reduction to plurality of loads 108, such that the voltage does not
exceed a threshold where the circuit protection device 120 is
engaged. As displayed in FIG. 6A, the dotted line demonstrates
where power reduction has occurred thus reducing the risk of
engaging the circuit protection device 120. FIG. 6B displays a
graph showing similar conditions to FIG. 6A. FIG. 6B displays plots
of current over time, as opposed to FIG. 6A displaying voltage over
time. FIG. 6B demonstrates the point at which controller 112 will
reduce the power reduction of a load and the resulting measurements
decreasing risk of engaging the circuit protection device 120.
[0055] In an embodiment, the above-described elements may alleviate
problems resulting from systems wherein a circuit protection device
is engaged, and critical functions are denied power. This can
compromise the safety of the flight due to the termination of
current to a critical function in the aircraft. An in-flight
current allocation for the remaining in-flight power output
capacity to reduce the risk of engaging a circuit protection device
will ensure safe operation for any phase of the flight including
taxi, take off, cruise and landing modes. There are other methods
which can reduce the risk of engaging a circuit protection device,
which includes increasing the wires and current carrying equipment,
but this adds weight to the aircraft that is not desirable.
Above-described embodiments enable the optimization of power
sources in a lightweight and robust configuration compatible with
safe and high-performance flight.
[0056] It is to be noted that any one or more of the aspects and
embodiments described herein may be conveniently implemented using
one or more machines (e.g., one or more computing devices that are
utilized as a user computing device for an electronic document, one
or more server devices, such as a document server, etc.) programmed
according to the teachings of the present specification, as will be
apparent to those of ordinary skill in the computer art.
Appropriate software coding can readily be prepared by skilled
programmers based on the teachings of the present disclosure, as
will be apparent to those of ordinary skill in the software art.
Aspects and implementations discussed above employing software
and/or software modules may also include appropriate hardware for
assisting in the implementation of the machine executable
instructions of the software and/or software module.
[0057] Such software may be a computer program product that employs
a machine-readable storage medium. A machine-readable storage
medium may be any medium that is capable of storing and/or encoding
a sequence of instructions for execution by a machine (e.g., a
computing device) and that causes the machine to perform any one of
the methodologies and/or embodiments described herein. Examples of
a machine-readable storage medium include, but are not limited to,
a magnetic disk, an optical disc (e.g., CD, CD-R, DVD, DVD-R,
etc.), a magneto-optical disk, a read-only memory "ROM" device, a
random access memory "RAM" device, a magnetic card, an optical
card, a solid-state memory device, an EPROM, an EEPROM, and any
combinations thereof. A machine-readable medium, as used herein, is
intended to include a single medium as well as a collection of
physically separate media, such as, for example, a collection of
compact discs or one or more hard disk drives in combination with a
computer memory. As used herein, a machine-readable storage medium
does not include transitory forms of signal transmission.
[0058] Such software may also include information (e.g., data)
carried as a data signal on a data carrier, such as a carrier wave.
For example, machine-executable information may be included as a
data-carrying signal embodied in a data carrier in which the signal
encodes a sequence of instruction, or portion thereof, for
execution by a machine (e.g., a computing device) and any related
information (e.g., data structures and data) that causes the
machine to perform any one of the methodologies and/or embodiments
described herein.
[0059] Examples of a computing device include, but are not limited
to, an electronic book reading device, a computer workstation, a
terminal computer, a server computer, a handheld device (e.g., a
tablet computer, a smartphone, etc.), a web appliance, a network
router, a network switch, a network bridge, any machine capable of
executing a sequence of instructions that specify an action to be
taken by that machine, and any combinations thereof. In one
example, a computing device may include and/or be included in a
kiosk.
[0060] FIG. 7 shows a diagrammatic representation of one embodiment
of a computing device in the exemplary form of a computer system
700 within which a set of instructions for causing a control
system, such as the system 100 system of FIG. 7, to perform any one
or more of the aspects and/or methodologies of the present
disclosure may be executed. It is also contemplated that multiple
computing devices may be utilized to implement a specially
configured set of instructions for causing one or more of the
devices to perform any one or more of the aspects and/or
methodologies of the present disclosure. Computer system 700
includes a processor 704 and a memory 708 that communicate with
each other, and with other components, via a bus 712. Bus 712 may
include any of several types of bus structures including, but not
limited to, a memory bus, a memory controller, a peripheral bus, a
local bus, and any combinations thereof, using any of a variety of
bus architectures.
[0061] Memory 708 may include various components (e.g.,
machine-readable media) including, but not limited to, a
random-access memory component, a read only component, and any
combinations thereof. In one example, a basic input/output system
716 (BIOS), including basic routines that help to transfer
information between elements within computer system 700, such as
during start-up, may be stored in memory 708. Memory 708 may also
include (e.g., stored on one or more machine-readable media)
instructions (e.g., software) 720 embodying any one or more of the
aspects and/or methodologies of the present disclosure. In another
example, memory 708 may further include any number of program
modules including, but not limited to, an operating system, one or
more application programs, other program modules, program data, and
any combinations thereof.
[0062] Computer system 700 may also include a storage device 724.
Examples of a storage device (e.g., storage device 724) include,
but are not limited to, a hard disk drive, a magnetic disk drive,
an optical disc drive in combination with an optical medium, a
solid-state memory device, and any combinations thereof. Storage
device 724 may be connected to bus 712 by an appropriate interface
(not shown). Example interfaces include, but are not limited to,
SCSI, advanced technology attachment (ATA), serial ATA, universal
serial bus (USB), IEEE 1394 (FIREWIRE), and any combinations
thereof. In one example, storage device 724 (or one or more
components thereof) may be removably interfaced with computer
system 700 (e.g., via an external port connector (not shown)).
Particularly, storage device 724 and an associated machine-readable
medium 728 may provide nonvolatile and/or volatile storage of
machine-readable instructions, data structures, program modules,
and/or other data for computer system 700. In one example, software
720 may reside, completely or partially, within machine-readable
medium 728. In another example, software 720 may reside, completely
or partially, within processor 704.
[0063] Computer system 700 may also include an input device 732. In
one example, a user of computer system 700 may enter commands
and/or other information into computer system 700 via input device
732. Examples of an input device 732 include, but are not limited
to, an alpha-numeric input device (e.g., a keyboard), a pointing
device, a joystick, a gamepad, an audio input device (e.g., a
microphone, a voice response system, etc.), a cursor control device
(e.g., a mouse), a touchpad, an optical scanner, a video capture
device (e.g., a still camera, a video camera), a touchscreen, and
any combinations thereof. Input device 732 may be interfaced to bus
712 via any of a variety of interfaces (not shown) including, but
not limited to, a serial interface, a parallel interface, a game
port, a USB interface, a FIREWIRE interface, a direct interface to
bus 712, and any combinations thereof. Input device 732 may include
a touch screen interface that may be a part of or separate from
display 736, discussed further below. Input device 732 may be
utilized as a user selection device for selecting one or more
graphical representations in a graphical interface as described
above.
[0064] A user may also input commands and/or other information to
computer system 700 via storage device 724 (e.g., a removable disk
drive, a flash drive, etc.) and/or network interface device 740. A
network interface device, such as network interface device 740, may
be utilized for connecting computer system 700 to one or more of a
variety of networks, such as network 744, and one or more remote
devices 748 connected thereto. Examples of a network interface
device include, but are not limited to, a network interface card
(e.g., a mobile network interface card, a LAN card), a modem, and
any combination thereof. Examples of a network include, but are not
limited to, a wide area network (e.g., the Internet, an enterprise
network), a local area network (e.g., a network associated with an
office, a building, a campus or other relatively small geographic
space), a telephone network, a data network associated with a
telephone/voice provider (e.g., a mobile communications provider
data and/or voice network), a direct connection between two
computing devices, and any combinations thereof. A network, such as
network 744, may employ a wired and/or a wireless mode of
communication. In general, any network topology may be used.
Information (e.g., data, software 720, etc.) may be communicated to
and/or from computer system 700 via network interface device
740.
[0065] Computer system 700 may further include a video display
adapter 752 for communicating a displayable image to a display
device, such as display device 736. Examples of a display device
include, but are not limited to, a liquid crystal display (LCD), a
cathode ray tube (CRT), a plasma display, a light emitting diode
(LED) display, and any combinations thereof. Display adapter 752
and display device 736 may be utilized in combination with
processor 704 to provide graphical representations of aspects of
the present disclosure. In addition to a display device, computer
system 700 may include one or more other peripheral output devices
including, but not limited to, an audio speaker, a printer, and any
combinations thereof. Such peripheral output devices may be
connected to bus 712 via a peripheral interface 756. Examples of a
peripheral interface include, but are not limited to, a serial
port, a USB connection, a FIREWIRE connection, a parallel
connection, and any combinations thereof.
[0066] The foregoing has been a detailed description of
illustrative embodiments of the invention. Various modifications
and additions can be made without departing from the spirit and
scope of this invention. Features of each of the various
embodiments described above may be combined with features of other
described embodiments as appropriate in order to provide a
multiplicity of feature combinations in associated new embodiments.
Furthermore, while the foregoing describes a number of separate
embodiments, what has been described herein is merely illustrative
of the application of the principles of the present invention.
Additionally, although particular methods herein may be illustrated
and/or described as being performed in a specific order, the
ordering is highly variable within ordinary skill to achieve
methods, systems, and software according to the present disclosure.
Accordingly, this description is meant to be taken only by way of
example, and not to otherwise limit the scope of this
invention.
[0067] Exemplary embodiments have been disclosed above and
illustrated in the accompanying drawings. It will be understood by
those skilled in the art that various changes, omissions and
additions may be made to that which is specifically disclosed
herein without departing from the spirit and scope of the present
invention.
* * * * *