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    • 专利摘要:
    A vehicle electrical power transit monitoring system (110) includes: at least one channel power monitoring node (140A-140C) corresponding to a respective power distribution channel of an electrical power system ( 1126) of the vehicle, the channel power monitoring node (s) (140A-140C) being common to at least one other different vehicle monitoring system (100DS); and at least one data acquisition node (142A-142M) in each distribution channel, each data acquisition node (142A-142M) being common to said at least one other monitoring system (100DS) and connected to communicatively to a respective monitoring node (140A-140C). The at least one monitoring node (140A-140C) is configured to receive electrical power transit data from a corresponding data acquisition node (142A-142M) and determine an operating state of said power system ( 1126).
    公开号:FR3027125A1
    申请号:FR1559736
    申请日:2015-10-13
    公开日:2016-04-15
    发明作者:Robab Safa-Bakhsh；Bruce D Harmon
    申请人:Boeing Co；
    IPC主号:
    专利说明:

    [0001] 1 POWER TRANSIT MONITORING OF A VEHICLE In general, the monitoring of the power transfer inside a vehicle is carried out with a dedicated system that includes dedicated sensors, hardware and wiring. Data is acquired by the dedicated sensors to monitor, for example, the current inside the power system (or power grid, eg power grid) and to provide information to a user about the power flow in the power system. power system. As can be realized, the power distribution system includes wiring that substantially covers a length of a vehicle in which the power distribution system is located. Conventional current load and power flow monitoring systems typically require extensive wiring as well as dedicated monitoring systems and hardware that add weight and cost to the power transit monitoring system and therefore add weight and reliability. costs to the vehicle. Therefore, an apparatus and a method for addressing the concerns identified above will find an application here. An example of the present invention relates to a system for monitoring the transit of electric power of a vehicle comprising at least one channel power monitoring node corresponding to a respective power distribution channel of a vehicle electrical power system, said at least one channel power monitoring node being common to at least one other different vehicle monitoring system, and at least one data acquisition node within each power distribution channel, each node of data acquisition being common to said at least one other different vehicle monitoring system and communicatively connected to a respective channel power monitoring node, and said at least one channel power monitoring node being configured to receive electrical power transit data of a corresponding data acquisition node and for terminate a state of operation of the vehicle electrical power system based on the electrical power transit data.
    [0002] An example of the present invention relates to a system for monitoring the transit of electric power of a vehicle comprising a user interface, a parasitic device for monitoring power transit having a hierarchical architecture and comprising at least one power monitoring node. channel corresponding to a respective power distribution channel of a vehicle electrical power system, said at least one channel power monitoring node being common to at least one other different vehicle monitoring system, and a plurality of acquisition nodes within each power distribution channel, each node of the plurality of data acquisition nodes being common to said at least one other different vehicle monitoring system and communicatively connected to a node 10 corresponding channel power monitoring, and said at least one node channel power monitoring ds being configured to receive electrical power transit data from the respective nodes of said at least one data acquisition node and to determine a state of operation of the vehicle electrical power system based on the data electrical power transit. An example of the present invention relates to a method of sending electrical power transit data from at least one data acquisition node, which is common to a plurality of vehicle monitoring systems, distributed through a network. power distribution channel of an electric power system of a vehicle, to a respective channel power monitoring node which is common to a plurality of vehicle monitoring systems, and to determine, with at least one node channel power monitoring, a state of operation of the electrical power system based on the power transit data.
    [0003] Following the description of examples of the invention in general terms, reference will now be made to the accompanying drawings, which are not necessarily drawn to scale and in which similar reference characters designate the same or similar parts. in the several views and in which: FIG. 1 is a block diagram of a vehicle electrical power transit monitoring system according to one aspect of the present invention; Fig. 2 is a schematic illustration of a channel of the power transit monitoring system according to one aspect of the invention; Fig. 3 is a schematic illustration of a portion of the power transit monitoring system showing multiple channels according to one aspect of the invention; Figure 4 is a flowchart for the electrical power transit monitoring inside a vehicle according to one aspect of the invention; Figure 5 is a flowchart of the aircraft production and maintenance methodology; and Figure 6 is a schematic illustration of an aircraft having distributed vehicle systems. In the above-mentioned principle scheme (s), dashed lines, if present, connecting various elements and / or components may represent mechanical, electrical, fluidic, optical, electromagnetic and other couplings and / or combinations thereof. As used herein, the term "coupled" means associated both directly and indirectly. For example, an element A may be directly associated with an element B or it may be indirectly associated with the element B, for example, via another element C. Couples other than those illustrated in the schematic diagrams may also exist . Dashed lines, if present, connecting the various elements and / or components represent couplings having a function and purpose similar to those represented by dashed lines; however, couplings represented by dashed lines may be selectively provided, or may relate to alternative or optional aspects of the invention. Likewise, elements and / or components, if present, shown with dashed lines, indicate alternative or optional aspects of the invention. Environmental elements, if present, are represented by dashed lines.
    [0004] In the above-mentioned block diagram (s), the blocks may also represent operations and / or parts thereof. Lines connecting the various blocks do not imply a particular dependency or order of operations or parts thereof. In the description below, many specific details are set out to provide a thorough understanding of the concepts presented that can be put into practice without some or all of these particular points. In other instances, details of known devices and / or processes have been omitted to avoid unnecessarily confusing the invention. Although certain concepts are described in conjunction with specific examples, it should be understood that these examples are not presented with the intention of limiting the present invention. Reference here to "an example" or "an aspect" means that one or more functions, structures, or features described in conjunction with the example or aspect are included in at least one implementation. The phrase "an example" or "an aspect" at various points in the specification may refer to or may not refer to the same example or aspect. Unless otherwise indicated, the terms "first", "second", "third", etc. are used here simply as labels and are not given with the intention of imposing order, position or hierarchy requirements on the elements to which these terms refer. Moreover, a reference to, for example, a "second" element does not require or exclude the existence of, for example, a "first" element or an element with a lower order number and / or, for example, a "third" element or an element with a higher order number.
    [0005] Referring to Figure 1, aspects of a vehicle electrical power transit monitoring system 110 described herein provide active monitoring and accurate measurement, for example, of a load, a transit and a a power distribution in an electric power system 1126 of a vehicle (Figure 6) with a minimum penalty for costs and weight. For example, as will be described in more detail below, the components of the vehicle electrical power transit monitoring system 110 are in communication with each other through a network architecture which, in one aspect, is a hierarchical network architecture while, in other aspects, any appropriate network architecture may be employed. In one aspect, the vehicle electrical power transit monitoring system 110 is a spurious system, the spurious term meaning that the vehicle electrical power transit monitoring system 110 is interconnected with at least one vehicle monitoring system. Different / pre-existing 100DS (such as, for example, a propulsion system 1124, an electric power system 1126, a hydraulic system 1128, an environmental system 1130) so as to use (i.e., enjoy the benefits ) inputs, outputs, power supplies, existing / available communication links, sensors and data (for example, sensors used by other systems and data obtained from other systems) 3027125 5 different 100DS vehicle monitoring systems / pre-existing in the electric power system 1126 of the vehicle so that the various vehicle monitoring systems e are brought together in a common monitoring system having a common processor monitoring vehicle power transit and performing cost minimization as well as weight reduction (for example, communications links, sensors and sensors). data are common between the electrical power transit monitoring system 110 and other 100DS vehicle 100) different monitoring systems. As will also be described herein, the aspects of the invention allow power management and automatic power shedding resulting in reduced workload for a vehicle operator. As can be seen in FIG. 1, the vehicle electrical power transit monitoring system 110 is a hierarchically distributed network system that includes a power transit monitor 130 having one or more distributed monitoring nodes. channel power (e.g. branches) 140A-140C and one or more distributed (eg, remote) data acquisition nodes 142A-142C that are synchronized (e.g., via a common clock signal that is common to all components of the vehicle 100 where the synchronization is affected by the reading of the vehicle time, for example on the serial link or by means of a global positioning system (GPS) 1129 accessible by or included in the vehicle systems ). Each data acquisition node 142A-142C comprises (for example is formed by) a component, for example, of the electric power system 1126 of the vehicle (as described below), a data acquisition device. memory 151 and one or more processors 152. As used herein the term "distributed" refers to the location / networking of one or more components in the vehicle. In one aspect, there is a channel power monitoring node 140A-140C for each CH1-CH3 channel of the electric power system 1126 of the vehicle, each CH1-CH3 channel corresponding to at least one energy generator 200 / generator control unit GCU (Generator Control Unit) 200A (Figure 2) and the electrical components / data acquisition node (s) 142A-142C being connected to said at least one energy generator 200 / unit of GCU 200A generator control. According to the more detailed description below, each data acquisition node 142A-142C is configured to collect and / or process data relating to the electrical power system at a predetermined position and to communicate one or more raw data. or data processed at the channel power monitoring node (s) 140A-140C through any suitable wired and / or wireless network communication link 141A-141C such as, for example, one or several serial links (eg ARINC 429, CAN BUS, Ethernet, wireless, etc.) which include, for example purposes, a physical layer and a communication layer for the communication of data / information of the 10 the vehicle electrical power system synchronously to, for example, a respective 140A-140C channel power monitoring node. In one aspect, the data acquisition nodes 142A-142C are included in or associated with a device of the electrical system 1126 of the vehicle. For example, the data acquisition nodes 142A-142C are included in one or more of the following appropriate elements or associated therewith: a line replacement unit, a contactor, a charge controller, a load and all another suitable component of the vehicle electrical system 1126 so as to be common to a plurality of vehicle monitoring systems. As can be realized in one aspect, each electrical component of the vehicle electrical system 1126 is a "smart" component having sensors, memory and processor (s) for collecting and processing electrical power transit data obtained. of the component at a position of the component to form a respective data acquisition node 142A-142C. The data acquisition nodes 142A-142C may receive or generate appropriate sensor data associated with the respective electrical system component 1126 of the vehicle such as, but not limited to, a temperature, voltage, current and / or another environmental or operational parameter associated with the electrical component. Each of the channel power monitoring nodes 140A-140C is communicatively coupled to a vehicle system 100S through any suitable communication link 120A (substantially similar to the above description for a communication link 141A. 141C) which, in one aspect, is a vehicle communication bus which uses any suitable protocol to facilitate communication between each channel 140A-140C power monitoring node, the data acquisition nodes 142A-142M and the 100S vehicle system. In one aspect, the vehicle system includes a central data collection, processing and reporting unit which is configured to collect, process and report vehicle system status information. The 100S vehicle system, in one aspect, is a dedicated system while in other aspects, the 100S vehicle system is a shared system that supports other vehicle system features. For example, in one aspect, the vehicle system 100S includes a vehicle power transit monitoring system 110 and / or a vehicle condition management system and / or mission system (e.g. , a mission computer) and / or a maintenance system (eg, a maintenance data loader system) and / or a ground-based computer and / or assistive device and / or downloading data in which the data acquisition nodes 142A-142C, the power channel monitoring nodes 140A-140C and the communication links 120A, 141A are common to more than one of these vehicle systems. In one aspect, the vehicle electrical power transit monitoring system 110 includes, in one example, as a shared part of the 100S vehicle system, a UI user interface comprising at least one central processing computer (CPC). of Central Processing Computer) 111 (which, in one aspect, is a data acquisition, processing and reporting unit such as, for example, a mission / maintenance computer and / or a maintenance central computer and / or an on-board file server of the vehicle 100, the vehicle being any appropriate air, sea or ground based vehicle) and at least one display device 112 (which, in one aspect, is a cockpit display device) coupled communicatively to the central processing computer 111. The central processing computer 111 is any suitable controller having hardware and software configured to receive data / information Reactions of the vehicle electrical power system from one or more power channel monitoring nodes 140A-140C and, if necessary, to process the data / information for communication purposes with the display device 112. In one aspect, the display device 112 is connected to the central processing computer 111 through any appropriate network communication link 120A (which, in an aspect as noted herein, is a pre-existing communication link common to more than one vehicle system 100) while, in other aspects, the display device 112 is connected directly to or integrated with the central processing computer 111. In one aspect, the display device 112 includes a display processor 112P and data obtained, as described herein, relating to the vehicle power transit monitoring 100, can be sent to the display processor 112P, and or at the central processing computer 111 from the power transit monitoring device 130 depending, for example, on an architecture of the vehicle systems. In one aspect, the user interface UI is a graphical user interface configured to present a graphical representation of the vehicle electrical power transit data, as described herein, so that system status information is routed to a vehicle operator 100, a maintenance technician (for example, a ground crew member) associated with the vehicle, a diagnostic specialist associated with the vehicle 100 or one or more non-shipborne systems. In one aspect, the network communication link 120A is substantially similar to the network communication link 41A-141C described above so that data / information from one or more channel power monitoring nodes. 140A-140C are communicated to the central processing computer 111 where the data / information is received and, if necessary, subsequently processed for presentation to an operator of the vehicle 100 and / or downloaded (for example by any Suitable, wired, removable recording medium or any suitable wireless communication link 120B) to any monitoring system and / or maintenance system not on-board or otherwise based on the ground. The channel power monitoring node (s) 140A-140C are connected to the central processing computer 111 and / or the display device 112 through the network communication link 120A. The channel power monitoring node (s) 140A-140C include any hardware (including, for example, a suitable processor and memory) and any suitable software configured to collect data relating to the vehicle's 1126 electric power system. from the data acquisition node (s) 142A-142C. The hardware and software of the channel power monitoring node (s) 140A-140C are also configured to collect power transit information from a generator 200 / generator control unit GCU 200A, respectively ( Figure 2). In one aspect, the channel power monitoring node (s) 140A-140C process information obtained / received from the data acquisition node (s) 142A-142C and communicate to the central processing computer 111 one or more attributes. the transit of electrical power in the respective channel CH1-CH3. In other aspects, the channel power monitoring node (s) 140A-140C communicate to the central processing computer 111 raw information / data (e.g. information that has not been processed by the data nodes). channel power monitoring 140A-140C) obtained / received from the data acquisition node (s) 142A-142C, the central processing computer 111 processing the raw information and determining one or more attributes of the electrical power transit in the channel CH1-CH3 corresponding to the channel power monitoring node 140A-140C from which the raw information was received. In one aspect, the central processing computer 111 communicates the electrical power transit attributes to the display device 112 in which a visual / graphical representation of the attributes is available for viewing by, for example, an operator or an operator. vehicle member 100. Suitable examples of the attributes made available for viewing include, but are not limited to, real-time information such as current and voltage magnitudes, phase angles, a factor peak, a distortion factor, a voltage modulation, a distortion spectrum, a DC component of alternative waveforms, a continuous waveform ripple and other appropriate power quality attributes as well as a state of the data acquisition node (s) 142A-142C (e.g., if a circuit breaker is open or closed, or tripped due to overcurrent). Referring also to FIG. 3, in one aspect where there are multiple channels in the electric power system 1126 of a vehicle, one of the channel power monitoring nodes 140A-140C is configured as a master node MN that collects raw / processed information / data from other 140A-140C channel power monitoring nodes. The master node MN is a gateway between the other channel power monitoring nodes 140A-140C and, for example, the central processing computer 111. In other 3027125 10 aspects, each channel power monitoring node 140A -140C communicates respective information to the central processing computer 111 in a manner similar to that described herein for the master node MN. In one aspect, the master node MN further processes the raw and / or processed information from the other channel power monitoring nodes 140A-140C, for example, to determine system level functions and parameters relating to the system. For example, the system level functions and parameters include, but are not limited to, detecting disturbances in a channel, deciphering crosstalk between channels to determine where a disturbance occurs. is produced, etc. The master node MN communicates the other processed information to the central processing computer 111. In other aspects, the master node MN communicates the raw and / or processed information to the central processing computer without further processing so that the Central processing computer 111 then processes the data for the purpose of determining the functions and level parameters of the system. Reference is now made again to Figure 2 which shows a channel CH1 of the electric power system 1126 of a vehicle. The channel CH1 comprises a power generator 200 and a corresponding generator control unit (GCU) 200A, the generator 200 / the generator control unit 20 GCU being connected through one or more power lines. 290 to one or more contactors 175, to one or more contactors / circuit breakers 170A-170H, to one or more AC / DC converters (AC / DC) 171, at one or more AC loads 172, at one or more DC loads 173, to one or more line replaceable units and / or to any other suitable electronic component including, but not limited to, relays and charge controllers. Each generator 200 / generator control unit GCU 200A includes one or more appropriate sensors 150, a data acquisition device / memory 151, and one or more processors 152 to form a respective data acquisition node 1421. (i.e., the data acquisition node 1421 comprises a power generator 200 / generator control unit 200A, sensors 150, a data / memory acquisition device 151 and one or processors 152). Similarly, each contactor / circuit breaker 170A-170H includes one or more appropriate sensors 150, a data acquisition device / memory 151, and one or more processors 152 to form a respective data acquisition node 142A. 142E, 142F-142H. The AC / DC converter 171 includes one or more appropriate sensors 150, a data / memory acquisition device 151, and one or more processors 152 to form a data acquisition node 142M, each of the AC loads 172 includes a or a plurality of appropriate sensors 150, a data / memory acquisition device 151, and one or more processors 152 to form a respective data acquisition node 142K. Each DC load 173 includes one or more appropriate sensors 150, a data acquisition device / memory 151 and one or more processors 152 to form a respective data acquisition node 142L. The electrical contactor 175 also includes one or more appropriate sensors 150, a data acquisition device / memory 151 and one or more processors 152 to form a data acquisition node 142J. As can be realized, the electrical components illustrated in FIG. 2 are given by way of example only and, in other aspects, the vehicle electrical power system 1126 includes any other appropriate number of electronic components including one or more appropriate sensors 150, a data / memory acquisition device 151 and one or more processors 152 to form any appropriate number of data acquisition nodes in each channel.
    [0006] By way of example, the data acquisition nodes 142A-142H (for example, contactors / circuit breakers) and the data acquisition node 142J (for example, the contactor that connects the generator 200 / control unit of generator GCU 200A to the remaining components of channel CH1 through one or more power lines 290) are, as noted above, "smart" components which each comprise sensors, a data acquisition device / memory and processors for collecting data / information about electrical power at a respective position in the electric power system 1126 of the vehicle. Each data acquisition node 142A-142H, 142J performs signal processing and calculations with respect to the electrical power and sends the raw and / or processed information, via the communication link 141, to the node. In one aspect, individual vehicle electrical loads (e.g., DC and AC loads) are configured to form 142K, 142L data acquisition nodes. For example, the electrical charges of the vehicle may be any appropriate electrical charges, such as, for example, any appropriate use equipment (including either an individual unit, an assembly, or a complete system to which electrical power is applied or disconnected, or both, forming a whole). For example, one or more vehicle electrical charges (eg, data acquisition nodes 142K, 142L) include one or more sensors 150, a data acquisition device / memory 151, and one or more processors 152 (FIG. 1) for collecting data / information regarding the use of the electric power of the respective electric load of the vehicle; in one aspect, the data / information is processed in the data acquisition node 142K, 142L and communicated to the channel power monitoring node 140 through the communication link 141. In other aspects, the node The data acquisition system 142K, 142L sends raw or untreated data to the channel power monitoring node 140 for processing. In one aspect, one or more power converters of the vehicle electrical power system 1126 (e.g., AC / DC converter 171) form one or more data acquisition nodes 142M (as noted above). and are configured to communicate data / information relating to the operation of the power converter (such as current and voltage values) to the channel power monitoring node 140 through the communication link 141. As shown in FIG. It can be realized, the AC / DC converter 171 transposes AC (Alternating Current) power to DC (DC) power to supply the DC loads of the vehicle 100. Similarly, the DC generator (s) 200 / generator control units GCU 200A of the vehicle are configured to form a respective data acquisition node 1421 (as described above) so that each power generator comprises a generator control unit which may comprise a processor configured to perform protection functions, AC voltage regulation, AC system control and a fault announcement relating to the generator 200. According to the description given above , the vehicle electrical power transit monitoring system 110 is a spurious system in that it takes advantage of the use (i.e., it is interconnected to at least one vehicle monitoring system 100DS different / pre-existing as described above) of communication links, sensors and data existing / available in the vehicle's electrical power system 1126 to take advantage of the entire vehicle system architecture in order to connect together the different vehicle systems in a surveillance system with a common processor in order to perform a transit monitoring of pu electric power. For example, with reference to Figs. 1 and 2, at least a portion of the data acquisition nodes 142A-142J, in one aspect, comprise components of the vehicle's electrical power system 1126 (as described above). ) which are common, for example, to the electrical power transit monitoring system 110 of the vehicle described herein and to at least one different / preexisting 100DS vehicle system, such as a vehicle condition monitoring system 110H ( for example, which is configured to communicate electrical status data associated with the vehicle electrical system 1126 to at least one vehicle status report system). In one aspect, according to the description given above, each of the data acquisition nodes 142A-142J includes sensors 150, a data / memory acquisition device 151 and processors 152 which are components (such as intelligent components) of the vehicle electrical power system 20 while in other aspects the sensors 150, the data acquisition device / memory 151 and the processors 152 are included in the data acquisition nodes 142A. 142J as components of the vehicle condition monitoring system 110H or any other suitable vehicle system. In one aspect, the communication links 120A, 141A-141C and / or the channel power monitoring nodes 140A-140C are also included in a different / pre-existing 100DS vehicle system or are common to a different 100DS vehicle system. / pre-existing, such as the vehicle condition monitoring system 110H and / or an electrical system and / or any other suitable vehicle system. In another aspect, one or more of the sensors 150, the data acquisition device 151, the processors 152 and the communication links 120A, 141A-141C are added to the components of the electric power system 1126 of the vehicle if necessary. so that the sensors 150, the data acquisition device 151, the processors 152 and the communication links 120A, 141A-141C are shared between any appropriate monitoring and / or control system (for example, vehicle performance monitoring, maintenance, etc.). In one aspect, the power transit monitoring system and the different / pre-existing vehicle system (e.g., the vehicle condition monitoring system 110H) share a distributed system architecture where, for example, the nodes 140A-140C channel power monitoring and the 142A-142J data acquisition nodes are shared between the different / pre-existing 100DS vehicle system and the vehicle's 110 electrical power transit monitoring system or are common to both systems to bring the two systems together in a common monitoring system with a common processor for power flow monitoring. As noted herein, each of the data acquisition nodes 142A-142M processes data from a corresponding component of a vehicle electrical power system to generate power transit information (FIG. 4, block 400, FIG. FIG. 4 illustrating a method for monitoring the transit of electrical power in a vehicle). For example, a data acquisition node 142A-142M monitors and processes data associated with a respective component of the vehicle's electrical system 1126 (for example, a contactor, a relay, a charge controller, a load or a source of energy) to determine a power transit value (for example, as described above) of the respective component of the electric system 1126 of the vehicle. Each data acquisition node 142A-142M synchronously communicates the power transit information (i.e., the power transit information receives a time stamp according to a common clock signal which is common to all vehicle components 100) to a respective channel power monitoring node 140A-140C via a respective communication link 141A-141C (Figure 4, block 405). As may be realized, the distributed architecture of the vehicle electrical power transit monitoring system 110 is independent of the type of hardware used for communication between the nodes. The channel power monitoring node 140A-140C receives the power transit information from associated data acquisition nodes 142A-142M which are associated with one or more distribution circuit components of the electrical power system 1126 of the 3027125 vehicle (Figure 4, block 410). The channel power monitoring node 140A-140C processes the power transit information with one or more appropriate resident algorithms in the node to determine one or more operating states of at least a portion (e.g., a particular component of the vehicle electrical power system 1126, a vehicle electrical power system channel, the entire electrical power system, etc.) of the vehicle electrical power system 1126 (Figure 4, block 415). The operating states of the electric power system 1126 of the vehicle include, but are not limited to, for example, an active / usable state, an idle / unusable state, failure conditions, which sources or which power conversion devices are powered, unpowered or down, a state of a system contactor (open / closed / faulty), which electrical loads have been energized, which electrical loads have not been energized and if they have been stopped by a command or if a protection function has been activated, which electric buses are connected to which power source, if protection functions are activated following bus transfers or buses no longer being powered, etc. The channel power monitoring node 140A-140C communicates the state or states of operation to one or more vehicle systems, such as the central processing computer 111 through, for example, the communication link. 120A or, in other aspects, to one or more vehicle monitoring / maintenance positions (or otherwise ground based) through the communication link 120B (Figure 4, block 420) for display purposes at a vehicle operator 100 (Figure 4, block 425). In one aspect, the data acquisition nodes 142A-141M and the 25-channel power monitoring nodes 140A-140B are synchronized to provide power transit data with a time stamp for diagnostic analysis and / or prognosis. In one aspect, the algorithm (s) in each channel power monitoring node 140A-140C calculates a quantity of power that flows to each load (e.g., AC loads and DC loads). based on the current that is measured at each load. The algorithm is configured to calculate a sum of the reactive and actual powers for each load and to provide a result which is the total power passing through each channel CH1, CH2, CH3. In other aspects, the algorithm (s) of each channel power monitoring node 140A-140C are configured to calculate a quantity of power that flows to each of the power buses of the system. vehicle electrical power 1126 and to each load (e.g., AC loads and DC loads) based, for example, voltages and currents measured in one or more of the data acquisition nodes 142A-142M and / or in each load (for example, AC loads and DC loads). Here, the one or more algorithms calculate a sum of the powers for each load and at various data acquisition nodes 142A-142M within the electric power system 1126 of the vehicle. For AC-fed loads, a vector sum of the reactive and actual powers is used to calculate the apparent power values. For DC-powered loads, actual power measurements are used. Calculated and measured load values are used, for example, by the respective channel power monitoring node 140A-140B or the MN channel power monitoring master node (Figure 3) to calculate the total power transiting through each channel CH1, CH2, CH3. The state information of the electric power system 1126 of the vehicle, as described above, is presented to an operator of the vehicle, for example, through the display device 112 in any suitable manner, such as in the form of a system diagram (which, in one aspect, is similar to the system diagram illustrated in Figure 2 with the addition of each illustrated AC and DC load) showing connections between active power sources and the buses / charges that the active energy sources supply. The calculated or measured power flow from each power source to each bus / load is displayed in the system diagram to indicate, for example, overload conditions, which then requires an action of the operator or automated action such as load shedding by the central processing computer 111 or any other suitable controller of the vehicle 100. Data processing in a distributed architecture of a network system (for example, in a each data acquisition node and in each channel power monitoring node at a position from which the data has been obtained) allows a diagnostic analysis of the electrical power system with a high level of detection, and isolation of faults and decreases the data traffic of the network since the power transit data is processed, at least in part, to a point of the network from which the data was generated. As it can be performed, accurate identification of the position of a fault in the vehicle's electrical system 1126 reduces the fault clearing time and increases the availability of the vehicle 100. The distributed architecture of the network system enables at the channel power monitoring nodes 140A-140C to use the voltage and current measurements as well as other appropriate data (as described herein) from the data acquisition nodes 142A-142M for diagnostics and / or prognoses. In the aspects of the invention, the power transit characteristics of the electric power system 1126 of the vehicle are monitored in real time at a source of the monitored characteristic. For example, the current and voltage (and other characteristics) of the line contactor of the generator (e.g., the data acquisition node 142J) are monitored in real time by sensors / processor located in the contactor of the generator. line of the generator. Similarly, power transit characteristics within the power distribution channel CH1, CH2, CH3 are monitored at various contactors / circuit breakers (e.g., data acquisition nodes 142A-142G). , at the level of the electrical loads (e.g., the data acquisition nodes 142K, 142L), at the at least one AC / DC converter (e.g., the data acquisition node 142M) and / or at the level of the at least one any other suitable component of the vehicle electrical system by sensors / processor located in the respective components of the vehicle electrical system. This description and the figures describing the operations of the method (s) presented herein should not be construed as necessarily determining a sequence in which the operations are to be performed. Rather, although an illustrative order is indicated, it should be understood that the sequence of operations may be varied if appropriate. As a result, some operations may be performed in a different order or simultaneously. In addition, in some aspects of the invention, not all operations described herein should be performed.
    [0007] Examples of the invention can be described in the context of the manufacture of an aircraft, a service method 1100 as shown in FIG. 5 and an aircraft 1102 as it is known. shown in FIG. 6. During the pre-production period, an illustrative method 1100 may comprise a specification 1104 of the aircraft 1102 and the supply of the materials 1106. During production, the manufacture of the components and subassemblies 1108 and the system integration 1110 of the aircraft 1102. After that, the aircraft 1102 can proceed to certification and delivery 1112 to be put into service 1114. When in service with a customer, aircraft 1102 is scheduled for routine maintenance and servicing 1116 (which may also include modification, reconfiguration, reconditioning, etc.). Each process of the illustrative method 1100 may be performed or executed by a system integrator, a third party and / or an operator (eg, a customer). For purposes of this description, a system integrator 15 may include, without limitation, a number of aircraft manufacturers and major system subcontractors; a third party may include, without limitation, a number of vendors, subcontractors and suppliers; and an operator can be an airline, a leasing company, a military entity, a service company, and so on.
    [0008] As shown in Fig. 6, the aircraft 1102 produced by the illustrative method 1100 may comprise a cell 1118 with a plurality of high level systems and an interior 1122. Examples of high level systems, which are distributed through the aircraft, comprise a propulsion system 1124 and / or an electric power system 1126 and / or a hydraulic system 1128 and / or an environmental system 1130. This may include any number of other systems. Although an aerospace example is shown, the principles of the various embodiments can be applied to other industries, such as the automotive industry. Apparatus and methods shown or described herein may be employed during one or more stages of the manufacture and maintenance process 1100. For example, components or subassemblies corresponding to the manufacture of components and sub-assemblies may be used. assemblies 1108 may be manufactured or manufactured in a manner similar to components or subassemblies produced while aircraft 3027125 19 1102 is in service. Likewise, one or more aspects of the apparatus, process, or combination thereof may be used during production states 1108 and 1110, for example, by a substantial acceleration of the assembly of an aircraft or a reduction in the cost of an aircraft 1102. Similarly, one or more aspects of the embodiments of the apparatus or process, or a combination thereof, may be used, for example and without limitation, while the Aircraft 1102 is in use, for example, in operation, maintenance, and service. 1116. Various examples and aspects of the apparatus and methods presented herein include a large number of components, feature functions, and features. It should be understood that the various examples and aspects of the apparatus and methods presented herein may include any of the components, features and functionality of any other examples and aspects of the apparatus and methods disclosed herein. in any combination, and all such possibilities are made with the intention of being within the spirit and scope of the present invention. Numerous modifications and other examples of the invention set forth herein will be apparent to those skilled in the art for which the disclosure relates to benefit from the teachings presented in the foregoing descriptions and associated figures. In one or more aspects of the present invention, a vehicle electrical power transit monitoring system includes at least one channel power monitoring node corresponding to a respective power distribution channel of an electric power system. of the vehicle, said at least one channel power monitoring node being common to at least one other different vehicle monitoring system, and at least one data acquisition node within each power distribution channel each data acquisition node being common to the at least one other different vehicle monitoring system and communicatively connected to a respective channel power monitoring node; and said at least one channel power monitoring node is configured to receive electrical power transit data from a corresponding data acquisition node and to determine a state of operation of the electrical power system of the vehicle based on electrical power transit data. In one or more aspects of the present invention, the vehicle electrical power transit monitoring system includes a wired and / or wireless serial communication link connecting said at least one data acquisition node to a node. respective channel power monitoring. In one or more aspects of the present invention, said at least one channel power monitoring node includes a master channel monitoring node configured to receive and process data from other nodes of said at least one power monitoring node. of channel.
    [0009] In one or more aspects of the present invention, said at least one data acquisition node comprises an electrical component of the vehicle electrical power system. In one or more aspects of the present invention, the vehicle electrical power transit monitoring system further includes a central processing computer connected to said at least one channel power monitoring node, the processing computer. central station configured to receive and process data from said at least one channel power monitoring node for presentation to at least one operator of the vehicle. In one or more aspects of the present invention, each of the data acquisition nodes includes a processor configured to process electrical power transit data obtained from a respective component of the vehicle electrical power system at a position of the component. respective so that processed electrical power transit data is sent to the respective channel power monitoring node.
    [0010] In one or more aspects of the present invention, the electrical power transit data is synchronous data. In one or more aspects of the present invention, the channel power monitoring node synchronizes its time with the aircraft's time. In one or more aspects of the present invention, the vehicle comprises an aerospace, seaborne, or ground based vehicle, or an electrical power distribution network. In one or more aspects of the present invention, a vehicle electrical power transit monitoring system includes a user interface, a power traffic monitoring spurious device having a hierarchical architecture and having at least one monitoring node of the vehicle. channel power corresponding to a respective power distribution channel of a vehicle electrical power system, said at least one channel power monitoring node being common to at least one other different vehicle monitoring system, and a plurality of acquisition nodes within a power distribution channel, each node of the plurality of data acquisition nodes being common to said at least one other different vehicle monitoring system and being communicatively connected to a plurality of data acquisition nodes; a corresponding channel power monitoring node, and said at least one a channel power monitoring node being configured to receive electrical power transit data from respective nodes of said at least one data acquisition node and to determine an operating state of the vehicle electrical power system on the base of the electrical power transit data. In one or more aspects of the present invention, the vehicle electrical power transit monitoring system further comprises at least one serial communication bus connecting the plurality of data acquisition nodes to a respective monitoring node of the vehicle. channel power and connecting the user interface to said at least one channel power monitoring node. In one or more aspects of the present invention, said at least one channel power monitoring node includes a master channel monitoring node configured to receive and process data from other nodes of said at least one power monitoring node. The master channel monitoring node is configured as a gateway for communication between other channel power monitoring nodes and the user interface. In one or more aspects of the present invention, the master channel monitoring node provides power transit information to an operator via a display processor and / or a central processing computer.
    [0011] In one or more aspects of the present invention, each data acquisition node comprises an electrical component of the electric power system of the vehicle. In one or more aspects of the present invention, the user interface 3027125 includes a display device connected to said at least one channel power monitoring node via a display processor and / or a central processing computer, the central processing computer and / or the display processor being configured to receive and process data from said at least one channel power monitoring node for presentation to at least one operator of the vehicle. In one or more aspects of the present invention, each of the data acquisition nodes includes a processor configured to process electrical power transit data obtained from sensors installed on a respective component of a vehicle's electrical power system. at a respective component position so that processed power forward data is sent to the respective channel power monitoring node. In one or more aspects of the present invention, the electrical power transit data is synchronous data.
    [0012] In one or more aspects of the present invention, a method includes sending electrical power transit data from at least one data acquisition node, which is common to a plurality of vehicle monitoring systems, distributed by the through a power distribution channel of a vehicle electrical power system, to a respective channel power monitoring node that is common to a plurality of vehicle monitoring systems, and to determine, with at least one channel power monitoring node, a state of operation of the electric power system based on the electrical power transit data. In one or more aspects of the present invention, the electrical power transit data is synchronous data. In one or more aspects of the present invention, the method further includes connecting said at least one data acquisition node to the respective channel power monitoring node with at least one serial communication bus that is common to the plurality of vehicle monitoring systems.
    [0013] In one or more aspects of the present invention, the method further comprises receiving and processing data from the respective channel power monitoring node with a display processor and / or a central processing computer connected to the node. respective channel power monitoring, for purposes of presentation to at least one operator of a vehicle. In one or more aspects of the present invention, the method further comprises processing, with each data acquisition node, electrical power transit data obtained from a respective component of the electrical power system at a position of the respective component so that processed electrical power transit data is sent to the respective channel power monitoring node. In one or more aspects of the present invention, the method further includes synchronizing a time of the channel power monitoring node with a vehicle time via a central processing computer or via a global vehicle positioning system. In one or more aspects of the present invention, the method comprises processing, the method further comprises receiving, with the channel power monitoring node, the vehicle time from the central processing computer via a serial link and periodically adjust a channel power monitoring node time to be synchronized with the vehicle time. Therefore, it should be understood that the invention should not be limited to the specific embodiments presented and that modifications and other embodiments may be made with the intention of being within the scope of the appended claims. . Moreover, although the foregoing descriptions and associated figures describe exemplary embodiments in the context of certain illustrative combinations of elements and / or functions, it should be appreciated that different combinations of elements. and / or functions may be provided by alternative implementations without departing from the scope of the appended claims. Further, the invention includes embodiments according to the following clauses: Clause 1. A vehicle electrical power transit monitoring system comprising: at least one channel power monitoring node corresponding to a channel of a vehicle; respective power distribution of an electric power system (or power grid) of a vehicle, said at least one channel power monitoring node being common to at least one other different vehicle monitoring system, and minus one data acquisition node within each power distribution channel, each data acquisition node being common to said at least one other different vehicle monitoring system and communicatively connected to a respective node channel power monitoring; and said at least one channel power monitoring node is configured to receive electrical power transit data from a corresponding data acquisition node and to determine an operating state of the vehicle electrical power system. based on the electrical power transit data. Clause 2. The vehicle electrical power transit monitoring system according to clause 1, further comprising a wired and / or wireless serial communication link connecting said at least one data acquisition node to a node respective channel power monitoring. Clause 3. The vehicle electrical power transit monitoring system according to clause 1 or 2, said at least one channel power monitoring node including a master channel monitoring node configured to receive and process data. from other nodes of said at least one channel power monitoring node. Clause 4. The system for monitoring the electrical power transmission of a vehicle according to clause 1, 2 or 3, said at least one data acquisition node comprising an electrical component of the electric power system of the vehicle.
    [0014] Clause 5. The vehicle electrical power transit monitoring system according to one of the clauses 1 to 4, further comprising a central processing computer connected to said at least one channel power monitoring node, the central processing computer being configured to receive and process data from said at least one channel power monitoring node for presentation to at least one operator of the vehicle. Clause 6. The system for monitoring the electrical power transmission of a vehicle according to one of the clauses 1 to 5, each of the data acquisition nodes comprising a processor configured to process electrical power transit data obtained a respective component of the vehicle electrical power system at a position of the respective component such that processed electrical power transit data is sent to the respective channel power monitoring node.
    [0015] Clause 7. A vehicle electrical power transit monitoring system comprising: a user interface; a spurious power flow monitoring device having a hierarchical architecture and having at least one channel power monitoring node corresponding to a respective power distribution channel of a vehicle electrical power system, said at least one node channel power monitoring system being common to at least one other different vehicle monitoring system, and a plurality of acquisition nodes within each power distribution channel, each node of the plurality of nodes of data acquisition being common to said at least one other different vehicle monitoring system and communicatively connected to a corresponding channel power monitoring node; and said at least one channel power monitoring node being configured to receive electrical power transit data from respective nodes of said at least one data acquisition node and to determine an operating state of the power system electric vehicle on the basis of electrical power transit data. Clause 8. The electrical power transit monitoring system of a vehicle according to clause 7, further comprising at least one serial communication bus connecting the plurality of data acquisition nodes to a respective power monitoring node. channel and connecting the user interface to said at least one channel power monitoring node. Clause 9. The electrical power transit monitoring system of a vehicle according to clause 7 or 8, said at least one channel power monitoring node including a master channel monitoring node configured to receive and process data. from other nodes of said at least one channel power monitoring node, the master channel monitoring node being configured as a gateway for communication between other channel power monitoring nodes and the interface user. Clause 10. The system for monitoring the electrical power transmission of a vehicle according to one of the clauses 7 to 9, the master channel monitoring node 5 providing power transit information to an operator via a display processor and / or a central processing computer. Clause 11. The system for monitoring the electrical power transmission of a vehicle according to one of the clauses 7 to 10, each data acquisition node comprising an electrical component of the electric power system of the vehicle.
    [0016] Clause 12. The system for monitoring the electrical power transmission of a vehicle according to one of the clauses 7 to 11, the user interface comprising a display device connected to said at least one channel power monitoring node, via a display processor and / or a central processing computer, the central processing computer and / or the display processor being configured to receive and process data from said at least one channel power monitoring node for purposes of presentation to said at least one operator of the vehicle. Clause 13. The system for monitoring the electrical power transmission of a vehicle according to one of the clauses 7 to 12, each of the data acquisition nodes comprising a processor configured to process electrical power transit data obtained from sensors installed on a respective component of the electrical power system of a vehicle at a position of the respective component such that processed electrical power transit data is sent to the respective channel power monitoring node.
    [0017] Clause 14. A method comprising: sending electrical power transit data from at least one data acquisition node, which is common to a plurality of vehicle monitoring systems, distributed via a power distribution channel of a vehicle electrical power system, at a respective channel power monitoring node which is common to a plurality of vehicle monitoring systems; and determining, with at least one channel power monitoring node, a state of operation of the electrical power system based on the electrical power transit data. Clause 15. The method according to Clause 14, the electrical power transit data being synchronous data. Clause 16. The method according to clause 14 or 15, further comprising connecting said at least one data acquisition node to the respective channel power monitoring node with at least one serial communication bus which is common to the plurality of vehicle monitoring systems. Clause 17. The method according to one of the clauses 14 to 16, further comprising receiving and processing data from the respective channel power monitoring node with a display processor and / or a central processing computer. connected to the respective channel power monitoring node for presentation to said at least one operator of a vehicle. Clause 18. The method according to one of the clauses 14 to 17, further comprising the processing, with each data acquisition node, of electrical power transit data obtained from a respective component of the electric power system to a position of the respective component so that processed electrical power transit data is sent to the respective channel power monitoring node. Clause 19. The method according to one of the clauses 14 to 18, further comprising synchronizing a time of the channel power monitoring node with a time of the vehicle via a central processing computer or via a global communication system. positioning of the vehicle. Clause 20. The method according to one of the clauses 14 to 19, further comprising receiving, with the channel power monitoring node, the time of the vehicle 25 from the central processing computer via a serial link and periodically adjusting the channel power monitoring node time to be synchronized with the vehicle time.
    权利要求:
    Claims (13)
    [0001]
    REVENDICATIONS1. Vehicle electrical power transit monitoring system (110), characterized in that it comprises: at least one channel power monitoring node (140A-140C) corresponding to a respective power distribution channel of a vehicle electrical power system (1126), said at least one channel power monitoring node (140A-140C) being common to at least one other vehicle monitoring system (100DS), and at least one acquisition of data (142A-142M) within each power distribution channel, each data acquisition node (142A-142M) being common to said at least one other vehicle monitoring system (100DS) and communicatively connected to a respective channel power monitoring node (140A-140C); and in that said at least one channel power monitoring node (140A-140C) is configured to receive electrical power transit data from a corresponding data acquisition node and to determine a state of operation of the electrical power system of the vehicle based on the electrical power transit data.
    [0002]
    The vehicle electrical power transit monitoring system (110) according to claim 1, characterized in that it further comprises a wired and / or wireless serial communication link (141A-141C) connecting said at least one minus one data acquisition node (142A-142M) at a respective channel power monitoring node (140A-140C).
    [0003]
    3. Vehicle electrical power transit monitoring system (110) according to one of claims 1 to 2, characterized in that said at least one channel power monitoring node (140A-140C) comprises a node master channel monitor configured to receive and process data from other nodes of said at least one channel power monitoring node. 3027125 29
    [0004]
    A vehicle electrical power transit monitoring system (110) according to any one of claims 1 to 3, characterized in that said at least one data acquisition node (142A-142M) comprises a component electric power system (1126) of the vehicle. 5
    [0005]
    The vehicle electrical power transit monitoring system (110) according to any one of claims 1 to 4, characterized in that it further comprises a central processing computer (111) connected to said at least one a channel power monitoring node (140A-140C), the central processing computer (111) being configured to receive and process data from said at least one channel power monitoring node (140A-140C) to presentation purposes to at least one operator of the vehicle.
    [0006]
    The vehicle electrical power transit monitoring system (110) according to any one of claims 1 to 5, characterized in that each of the data acquisition nodes (142A-142M) comprises a processor ( 152) configured to process electrical power transit data obtained from a respective component of the electrical power system (1126) of the vehicle at a position of the respective component so that processed electrical power transit data is sent to the node. respective channel power monitoring.
    [0007]
    7. A vehicle electrical power transit monitoring system (110), characterized by comprising: a user interface (UI); a spurious power forward monitoring device (130) having a hierarchical architecture and comprising: - at least one channel power monitoring node (140A-140C) corresponding to a respective power distribution channel of a system of 30 electric power (1126) of the vehicle, said at least one channel power monitoring node (140A-140C) being common to at least one other vehicle monitoring system (100DS), and 3027125 30 - a plurality of communication nodes acquisition of data (142A-142M) within each power distribution channel, each node of the plurality of data acquisition nodes (142A-142M) being common to the at least one other different system of monitoring the data. vehicle (100DS) and communicatively connected to a corresponding channel power monitoring node (140A-140C); and in that said at least one channel power monitoring node (140A-140C) is configured to receive electrical power transit data from respective nodes of said at least one data acquisition node (142A). 142M) and for determining an operating state of the electric power system (1126) of the vehicle based on the electrical power transit data.
    [0008]
    The vehicle electrical power transit monitoring system (110) according to claim 7, characterized in that it further comprises at least one serial communication bus connecting the plurality of data acquisition nodes ( 142A-142M) to a respective channel power monitoring node (140A-140C) and connecting the user interface (UI) to said at least one channel power monitoring node (140A-140C). 20
    [0009]
    The vehicle electrical power transit monitoring system (110) according to any one of claims 7 to 8, characterized in that said at least one channel power monitoring node (140A-140C) comprises a master channel (MN) monitoring node configured to receive and process data from other nodes of said at least one channel power monitoring node (140A-140C), the master channel (MN) monitoring node being configured as a gateway for communication between other channel power monitoring nodes (140A-140C) and the user interface (UI). 30
    [0010]
    A vehicle electrical power transit monitoring system (110) according to any one of claims 7 to 9, characterized in that the master channel monitoring node (MN) provides power transit information to An operator via a display processor (112P) and / or a central processing computer (111).
    [0011]
    A vehicle electrical power transit monitoring system (110) according to any one of claims 7 to 10, characterized in that each data acquisition node (142A-142M) comprises an electrical component of the electric power system (1126) of the vehicle.
    [0012]
    A vehicle electrical power transit monitoring system (110) according to any one of claims 7 to 11, characterized in that the user interface (UI) comprises a display device (112) connected auditing at least one channel power monitoring node (140A-140C) via a display processor (112P) and / or a central processing computer (111), the central processing computer (111) and / or the display processor (112P) being configured to receive and process data from said at least one channel power monitoring node (140A-140C) for presentation to at least one operator of the vehicle (100).
    [0013]
    Vehicle electrical power transit monitoring system (110) according to one of claims 7 to 12, characterized in that each of the data acquisition nodes (142A-142M) comprises a processor ( 152) configured to process electrical power transit data obtained from sensors (150) installed on a respective component of the electrical power system (1126) of the vehicle at a position of the respective component so that processed power transit data. electrical power are sent to the respective channel power monitoring node (140A-140C).
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    FR3027125B1|2019-04-12|
    US20160103162A1|2016-04-14|
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    法律状态:
    2016-10-25| PLFP| Fee payment|Year of fee payment: 2 |
    2017-10-25| PLFP| Fee payment|Year of fee payment: 3 |
    2018-10-25| PLFP| Fee payment|Year of fee payment: 4 |
    2018-12-07| PLSC| Publication of the preliminary search report|Effective date: 20181207 |
    2019-10-25| PLFP| Fee payment|Year of fee payment: 5 |
    2020-10-26| PLFP| Fee payment|Year of fee payment: 6 |
    2021-10-25| PLFP| Fee payment|Year of fee payment: 7 |
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    US14/513,472|US20160103162A1|2014-10-14|2014-10-14|Vehicle power flow monitoring|
    US14513472|2014-10-14|
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