• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A power distribution system (18) for converting and distributing a power supply to local loads in a vehicle (10) comprises at least one generator (20a, 20b) providing a high voltage AC power supply. (HVAC), a primary power supply panel (26a, 26b) for receiving the HVAC power supply from the generator (20a, 20b), and a plurality of distribution conversion units (70a, 70b, 72a, 72b, 74a, 74b, 76a, 76b, 78a, 78b) that convert the HVAC power supply from the primary power supply panel (26a, 26b) to a medium voltage ac power supply (MVAC) and power supply. low voltage direct current (LVDC) electrical system for consumption by local loads in a vehicle (10). The dispensing system (18) also includes a plurality of HVAC distribution feed lines (80a, 80b, 82a, 82b, 84a, 84b, 86a, 86b, 88a, 88b).
    公开号:FR3027877A1
    申请号:FR1560197
    申请日:2015-10-26
    公开日:2016-05-06
    发明作者:Mark Eugene Liffring；Kamiar J Karimi
    申请人:Boeing Co；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a power distribution system and, more particularly, to a power distribution system comprising a plurality of power distribution power supply lines. High Voltage Alternating Current (HVAC) to provide HVAC power supply throughout an entire vehicle to localized distribution conversion units. An aircraft may include a power distribution system for distributing power to various electrical subsystems at different voltage levels. For example, mechanical power supply systems inside the aircraft can use a relatively high voltage alternating current (AC). On the other hand, avionic systems typically operate using a relatively low voltage direct current (DC). A power supply can be created by generators that are driven by the aircraft's main engines. The power supply created by the generators can be converted using equipment, such as transformers, electronic power converters, or an association. both, and is sent to various subsystems inside the aircraft. The power distribution system also includes a backup power source, such as a battery, which is independent of the main engine of the aircraft. The conversion equipment may be located within a single centralized location inside the aircraft. In particular, the conversion equipment is typically located inside the electronic equipment hold (EE). of the aircraft. The power distribution system can transmit appropriate voltages from the conversion equipment, located within the cargo compartment to EE, to various loads throughout the aircraft using multiple feed lines. Specifically, the power supply system can cause each load to receive an individual power line from the cargo bay at EE, or multiple loads can be grouped near the load and a power supply is provided by a power supply. only large feeding line. Each power line requires wire protection. Wire protection can be accomplished using a circuit breaker, a solid state power regulator (SSPC), or a combination of electronic control circuit and contactor sometimes called electrical charge control unit (ELCU). Larger feed lines may require larger protective devices because higher fault currents are produced. However, this results in a significant weight that is added to the aircraft. Relatively thick wiring is typically used for feeder lines between the EA payload conversion equipment and the loads. However, thicker power leads require a greater amount of insulation, which also increases the weight of the aircraft. In addition, the risk of lightning strike from the aircraft may also increase due to the lower impedance that is created with thicker power leads. These risk of lightning can become particularly problematic for a composite-based aircraft. This is because composite-based aircraft are constructed of Carbon Fiber Reinforced Plastics (CFRP) which has limited power protection and return capability. In addition, wire protection requirements will also increase due to higher fault currents. Finally, the routing of multiple feeder wires from the cargo bay to EE, which is typically located at the front of the aircraft, over the entire length of the aircraft may result in the fact that a large amount of wire is used. Longer power leads also substantially increase the weight of the aircraft. Thus, a lighter improved power distribution system remains necessary in an aircraft. In one aspect, a power distribution system for converting and distributing a power supply to local loads within a vehicle is disclosed. The power distribution system includes at least one generator providing high voltage ac power (HVAC), a primary power supply panel for receiving the HVAC power supply from the generator, and a plurality of power supplies. distribution conversion units located in the entire vehicle. The plurality of distribution conversion units convert the HVAC power supply from the primary power supply panel to a medium voltage ac power supply (MVAC) and a low voltage direct current (LVDC) power supply for consumption by local loads inside the vehicle. The power distribution system also includes a plurality of HVAC distribution power lines. Each HVAC distribution power line connects the primary power supply panel to one of the plurality of distribution conversion units. In preferred embodiments of this aspect of the invention, one or more of the following may also be used: the system comprises a plurality of power distribution units remote electric drives located throughout the vehicle to distribute both the MVAC power supply and the LVDC power supply to local loads; the system comprises a plurality of MVAC load supply lines connecting a respective one of the plurality of distribution conversion units to a respective one of the plurality of RPDUs; the system comprises a plurality of LVDC load supply lines connecting a respective one of the plurality of distribution conversion units to a respective one of the plurality of RPDUs; the HVAC power supply is a voltage value greater than about 150 VAC; the MVAC power supply varies from more than about 80 VAC to less than about 150 VAC; - the LVDC power supply is less than about 70 VAC; the system comprises at least one auxiliary power unit (APU) and an APU generator driven by the APU; the system includes an energy storage device for supplying power to critical DC loads within the vehicle if there is a total loss of generator power supply. In another aspect, a power distribution system for converting and distributing power to local loads within an aircraft is disclosed. The power distribution system includes a plurality of main motors, a plurality of generators providing HVAC power supply, a plurality of primary power supply panels, a plurality of distribution conversion units located in the entire of the aircraft, and a plurality of HVAC distribution power lines. Each of the plurality of generators is driven by one of the plurality of main motors. Each primary power supply panel receives HVAC power from a respective one of the plurality of generators. The plurality of distribution conversion units convert the received HVAC power supply from one of the plurality of MVAC power supply primary power supply panels and LVDC power supply for local load consumption. inside the aircraft. Each HVAC distribution power line connects one of the primary power supply panels to one of the plurality of distribution conversion units. In preferred embodiments of this aspect of the invention, one or more of the following arrangements may optionally be employed: the system comprises a plurality of power distribution units remote locations throughout the aircraft to distribute both the MVAC power supply and the LVDC power supply to the local loads; the system comprises a plurality of MVAC load supply lines connecting a respective one of the plurality of distribution conversion units to a respective one of the plurality of RPDUs; the system comprises a plurality of LVDC load supply lines connecting a respective one of the plurality of distribution conversion units to a respective one of the plurality of RPDUs; the HVAC power supply is a voltage value greater than about 150 VAC; the MVAC power supply varies from more than about 80 VAC to less than about 150 VAC; the LVDC power supply is less than about 70 VAC; the system comprises at least one auxiliary power unit (APU) and an APU generator driven by the APU inside the aircraft (10). In another aspect, a method of converting electrical power and its distribution to local loads within an aircraft is described. The method includes creating a high voltage alternating current (HVAC) power supply by a plurality of generators, each of the plurality of generators being driven by one of the plurality of main motors. The method also includes sending the HVAC power supply of the plurality of generators to respective primary power panels. The method also includes sending the HVAC power supply of the respective primary power supply panels to a plurality of distribution conversion units located throughout the aircraft. Finally, the method includes converting the HVAC power supply from the primary power supply panel into an MVAC power supply and into a LVDC power supply for consumption by local loads inside the aircraft by the plurality of power supplies. distribution conversion units. In preferred embodiments of this aspect of the invention, one and / or other of the following may also be used: the method comprises the distribution of both the MVAC power supply and the LVDC power supply to the local loads by a plurality of remote power distribution units (RPDUs) located in the entire aircraft; the HVAC power supply is any voltage value greater than about 150 VAC, the MVAC power supply varies from less than about 150 VAC to more than about 80 VAC, and the LVDC power supply is less than about 70 VDC . Other objects and advantages of the described method and system will be apparent from the following description, the accompanying drawings and the appended claims. Fig. 1 is a schematic diagram of the disclosed power distribution system including a plurality of high voltage AC (HVAC) distribution power lines for supplying HVAC power to an entire aircraft; and Fig. 2 is an enlarged view of a left side of the described power distribution system.
    [0002] As shown in FIGS. 1 and 2, the electrical power distribution system 18 of an aircraft 10 according to one aspect of the invention may comprise a left generator 20a and a right generator 20b (only the left generator 20a is shown in Figure 2). In one embodiment, the generators 20a, 20b may be driven by respective left and right main engines 22a, 22b of the aircraft 10, the left main engine generator 20a being mechanically coupled to the left main engine 22a, and the right generator 20b that can be mechanically coupled to the right main motor 22b by a gearbox (not shown). Alternatively, in another embodiment, the generators 20a, 20b may be integrated with one of the main motors 22a, 22b. Those skilled in the art will readily appreciate that, in another embodiment, the aircraft 10 may comprise more than two main engines which each drive a respective generator as well. The generators 20a, 20b provide a high voltage alternating current (HVAC) power supply to respective left and right primary power supply panels 26a, 26b. For example, in one embodiment, the generators 20a, 20b provide a nominal power of 230 VAC to the left and right primary power supply panels 26a, 26b. However, it should be understood that other values of HVAC can be used as well. For purposes of description, the HVAC power supply is generally any voltage value greater than about 150 VAC. It should be understood that a nominal power of 230 VAC is generally accepted as a standard value which includes an acceptable range of +/- 10 V. Although an aircraft 10 is illustrated in Figure 1 and is described in In the embodiment below, one skilled in the art will readily appreciate that the described power distribution system 18 can be used in a variety of vehicles. For example, the power distribution system 18 may be used within any type of marine vessel. However, it must be understood that generators can be distributed in larger marine vessels, such as marine vessels or liners. The power distribution system 18 may also include one or more auxiliary power units (APUs) 30. Some examples of the APU include, but are not limited to, a gas turbine engine, a combustion engine internal, or a fuel cell. An APU generator 32 may be driven by the APU 30. Specifically, the APU generator 32 may be formed integrally with or coupled to the APU 30. The APU generator 32 provides a power supply. to the aircraft 10 instead of the power supply provided by the main engines 20a, 20b. Specifically, the APU generator 32 may be used to provide power to various systems of the aircraft during static ground operations at an airline boarding gate, as well as during power-up conditions. and / or power off.
    [0003] In one embodiment, the APU generator 32 provides HVAC power. For example, in one embodiment, the APU generator 32 provides a nominal power of 230 VAC, however, it should be understood that the APU generator 32 can produce other HVAC voltage values as well. A HVAC main power line 44 may be used to selectively connect the APU generator 32 to either of the left and right power buses 40a, 40b of the aircraft 10. The power line main HVAC 44 includes a switch 46 which is normally open. Specifically, it will be understood that only one generator may be connected to the power buses 40a, 40b at a time. Thus, during normal operation where the two generators 20a, 20b are operational, the switch 46 is open. A switch 48 may be located between the APU generator 32 and the left power bus 40a, and a switch 50 may be located between the APU generator 32 and the right power bus 40b. The contactors 48, 50 are explained in more detail below.
    [0004] The power distribution system 18 also includes an HVAC distribution power supply 51, which is also configured to transmit an HVAC power supply, such as a nominal 230 VAC power supply, to a bidirectional power converter 52. A contactor 54 may be located in the HVAC distribution power supply line 51 for connecting the left power bus or the right power bus 40a, 40b to the bidirectional power converter 52. The bidirectional power converter 52 converts the power supply HVAC (for example, 230 VAC power supply) in low voltage DC power supply (LVDC), and also converts a LVDC power supply into HVAC power supply. For example, in one embodiment, the LVDC power supply is a nominal 28 VDC power supply, which includes a range of about 18 to about 34 VDC during normal operation.
    [0005] However, it should be understood that other low voltage DC values below about 70 VDC can be used as well. An LVDC load supply line 60 may be used to connect the bidirectional power converter 52 to a power storage device 54. The energy storage device 54 may be any type of storage device for storing an energy storage device 54. DC power supply, such as, for example, a battery. The energy storage device 54 may be used as an emergency power supply. The energy storage device 54 may be used to provide power to critical DC loads in the event that there is a total loss of generator power to the interior of the aircraft (i.e. generators 20a, 20b and the APU generator 32) for a specified minimum period. Specifically, in the event of a total loss of generator power, load shedding logic turns off all non-critical AC loads and DC loads within the electrical distribution system 10, and the storage device of The energy 54 can be discharged via the bidirectional power converter 52 to provide AC power to the two left and right power buses 40a, 40b. In the embodiment as illustrated, in a default state, the switch 48 is normally open, the switch 50 is normally closed, and the switch 54 is normally closed. Thus, in the default state, the energy storage device 54 is loaded, or is maintained at full load level through the left bus 40a. The bidirectional power converter 52 may be located near the energy storage device 54 such that the length of a LVDC charge supply line 60 is relatively short. For example, in one embodiment, the length of a LVDC charge feed line 60 may vary from about one meter to about four meters. The two left and right generators 20a, 20b may be connected to the respective primary power supply panels 26a, 26b by respective HVAC main supply lines 62a, 62b. Specifically, the left generator 20a may be connected to the left primary power supply panel 26a through a switch 66a located within the HVAC main power line 62a. Similarly, the right generator 20b can be connected to the right primary power supply board 26b via a switch 66b located within the HVAC main power line 62b. The switch 66a is closed when the left generator 20a is in operation, and the switch 66b is closed when the right generator 20b is in operation.
    [0006] The two primary power supply panels 26a, 26b can be used to send an HVAC power supply to respective distribution conversion units 70a, 70b, 72a, 72b, 74a, 74b, 76a, 76b, 78a and 78b located in the the totality of the aircraft 10. A plurality of HVAC distribution power supply lines 80a, 80b, 82a, 82b, 84a, 84b, 86a, 86b, 88a, and 88b connect the primary power supply panels 26a, 26b to one another. respective one of the distribution conversion units 70a, 70b, 72a, 72b, 74a, 74b, 76a, 76b, 78a, and 78b. Specifically, the HVAC distribution feed lines 80a, 82a, 84a, 86a, and 88a connect the left primary power supply panel 26a to respective feed conversion units 70a, 72a, 74a, 76a, and 78a. A series of normally closed contactors 90a, 90b, 90c, 90d, and 90e may be located within the respective HVAC distribution supply lines 80a, 82a, 84a, 86a, and 88a. Similarly, the HVAC distribution feed lines 80b, 82b, 84b, 86b, and 88b connect the left primary power supply board 26b to respective distribution conversion units 70b, 72b, 74b, 76b, and 78b. . A series of normally closed contactors 92a, 92b, 92c, 92d, and 92e may be located within the respective HVAC distribution supply lines 80b, 82b, 84b, 86b, and 88b.
    [0007] The distribution conversion units 70a, 70b, 72a, 72b, 74a, 74b, 76a, 76b, 78a, and 78b can convert an HVAC power supply from the primary power supply panels 26a, 26b to an AC power supply. medium voltage (MVAC) and LVDC power supply for consumption by local loads inside the aircraft 10. In an illustrative embodiment, the MVAC power supply may be a nominal power supply of 115 VAC. However, it is to be understood that other MVAC voltage values ranging from less than about 150 VAC to greater than about 80 VAC can be produced as well. It should also be understood that a nominal 120 VAC power supply is a standard MVAC power supply, and generally ranges from about 110 VAC to about 130 VAC during operation. In one embodiment, the distribution conversion units 70a, 70b, 72a, 72b, 74a, 74b, 76a, 76b, 78a, and 78b each include an autotransformer for converting an HVAC power supply to an MVAC power supply. The distribution conversion units 70a, 70b, 72a, 72b, 74a, 74b, 76a, 76b, 78a, and 78b may also include an autotransformer rectification unit (ATRU) for converting an HVAC power supply to a LVDC power supply.
    [0008] The distribution conversion units 70a, 70b, 72a, 72b, 74a, 74b, 76a, 76b, 78a, and 78b can send both an MVAC power supply and a LVDC power supply to respective remote power distribution units. (RPDU) 90a, 90b, 92a, 92b, 94b, 96a, and 96b located in the entire aircraft 10. As explained in more detail below, the UPRs 90a, 90b, 92a, 92b, 94b , 96a, and 96b can distribute both an MVAC power supply and a LVDC power supply to various loads located within the aircraft 10. In one embodiment, the RPDUs are based on semi-power controllers. -conductor (SSPC) instead of conventional circuit breakers and thermal relays. The RPDUs 90a, 90b, 92a, 92b, 94b, 96a, and 96b distribute a power supply to various local loads inside the aircraft 10. Some examples of the localized loads include, for example, in-flight entertainment, indoor lighting, toilet fans, and door heaters.
    [0009] In the embodiment as illustrated, the aircraft 10 may comprise a plurality of RPDUs 90a, 90b which are located within a reinforcement top region (i.e., the area between a cabin passenger and an upper outer fuselage) of the aircraft 10, above the exit doors (not shown). In particular, eight RPDUs 90a, 90b are illustrated, four RPDUs 90a being connected to the right bus 40a and four RPDUs 90b connected to the left bus 40b. The aircraft 10 may also comprise a plurality of RPDUs 92a, 92b located inside an electronic equipment (EE) front cargo hold of the aircraft 10. In particular, six RPDUs 92a, 92b are illustrated, above exit doors (not shown). In particular, eight RPDUs 90a, 90b are illustrated, three RPDUs 92a being connected to the right bus 40a and three RPDUs 92b connected to the left bus 40b. The aircraft 10 may also include a plurality of RPDUs 94a, 94b located within the aft EA bay of the aircraft 10. In particular, two RPDUs 94a, 94b are illustrated. Finally, the aircraft 10 may also comprise a plurality of RPDUs 96a, 96b located inside the rear cargo hold of the aircraft 10. In particular, two RPDUs 96a, 96b are illustrated. It should be understood that FIG. 1 is merely illustrative in nature and that any number of RPDUs at any number of locations throughout the aircraft may be used as well.
    [0010] As shown in the figures, the distribution conversion units 70a, 70b, 72a, 72b, 74a, and 74b are each connected to one or more of the RPDUs 90a, 90b. The distribution conversion units 76a, 76b are each connected to three respective RPDUs 92a, 92b. The distribution conversion units 78a, 78b are each connected to a respective RPDU 94a, 94b, 96a, and 96b. In particular, a plurality of MVAC load supply lines 100a, 100b, 102a, 102b, 104a, 104b, 106a, 106b, 108a and 108a connect a respective one of the distribution conversion units 70a, 70b, 72a, 72b 74a, 74b, 76a, 76b, 78a and 78b to one or more of the RPDUs 90a, 90b, 92a, 92b, 94a, 94b, 96a and 96b. Similarly, a series of LVDC load supply lines 110a, 110b, 112a, 112b, 114a, 114b, 116a, 116b, 118a, and 118b connect a respective one of the distribution conversion units 70b, 72b, 74b , 76b, 78a, and 78b to one or more respective units of the RPDUs 90b, 92b, 96b, and 96b. The LVDC load supply lines 110a, 110b, 112a, 112b, 114a, 114b, 116a, and 116b transmit a LVDC power supply. The distribution conversion units 70a, 70b, 72a, 72b, 74a, 74b, 76a, 76b, 78a, and 78b may be located inside the aircraft 10, and are located near or in a geographically close relationship with the aircraft. Respective RPDUs 90a, 90b, 92a, 92b, 94b, 96a, and 96b. This is because the MVAC load supply lines 100a, 100b, 102a, 102b, 104a, 104b, 106a, and 106b as well as the LVDC load supply lines 110a, 110b, 112a, 112b, 114a , 114b, 116a, and 116b are typically composed of thicker wires which are relatively heavy, thereby increasing the weight of the aircraft 10. For example, in one embodiment, the distribution conversion units 70a, 70b, 72a, 72b, 74a, 74b, 76a, 76b, 78a, and 78b may be located at a distance of about three meters from the respective RPDUs 90a, 90b, 92a, 92b, 94b, 96a, and 96b. Those skilled in the art will readily appreciate that the length of the MVAC feed lines, as well as the LVDC lines, should be as short as possible to minimize the weight added to the aircraft. HVAC distribution devices 80a, 80b, 82a, 82b, 84a, 84b, 86a, 86b, 88a, and 88b are thinner wires, of smaller diameter, than MVAC feed lines 100a, 100b, 102a, 102b , 104a, 104b, 106a, 106b, 108a, and 108b as well as LVDC load supply lines 110a, 110b, 112a, 112b, 114a, 114b, 116a, 116b, 118a, and 118b. Thinner HVAC wires result in a significant reduction in weight and volume, compared to some types of currently available power distribution systems that convert an HVAC power supply to a centralized location and send MVAC power and power. LVDC power supply in the entire aircraft using a heavier wire. This is because a distributed HVAC power supply allows a much lower current through power leads. Those skilled in the art will readily appreciate that a lower current results in a smaller wire diameter, which in turn results in less weight added to the aircraft. In one illustrative embodiment, the lines HVAC distribution power supply 80a, 80b, 82a, 82b, 84a, 84b, 86a, 86b, 88a, and 88b may be a single set of three-phase wires (230 VAC to 28A / phase). The described HVAC distribution feed lines 80a, 80b, 82a, 82b, 84a, 84b, 86a, 86b, 88a, and 88b can replace MVAC and LVDC power connections that are currently used on certain types of aircraft, which convert an HVAC power supply into an MVAC power supply and a centralized location LVDC power supply (ie, the cargo hold at EE). In particular, current MVAC power lines may include 3 wires (115 VAC at 15 A / phase), and LVDC power connections may include a two-wire set (28 VDC to 50A / power). Those skilled in the art will readily appreciate that the described HVAC distribution feed lines not only result in fewer wires, small diameters, distributed throughout the aircraft 10, but also result in overall weight savings. due to a reduced amount of media and hardware required for mounting and routing throughout the aircraft 10. In addition, no shielding is required for the HVAC distribution power lines described.
    [0011] The described power distribution system 18 can provide a more compact and lighter approach for converting and distributing power to an entire aircraft. In particular, the disclosed power distribution system 18 enables decentralized conversion. HVAC power supply MVAC power supply and LVDC power supply, and also uses a reduced number of power supply lines in the entire aircraft 10. In addition, the power distribution system 18 has also as a result of the reduced risk of lightning strike for the aircraft 10, which may be particularly advantageous if the aircraft 10 is a composite aircraft made of carbon fiber reinforced plastic (CFRP). Reduced risk of lightning can be attributed to two factors. First, electrical isolation can be provided by the localized distribution conversion units located in the entire aircraft 10. Second, there is no large loop for magnetic field coupling or commonly-conducted currents (shared). ) during a lightning event. It should also be understood that the described electrical distribution system 18 may also result in improved MVAC and LVDC power quality. This is due to the regulation provided by active feedback and control for local outputs, reduced voltage drops due to shorter cable lengths, and less impact due to load changes, such as changes by DC offset or AC ripple. Those skilled in the art will also appreciate that the described power distribution system 18 can also result in a significant reduction in labor due to the design (ie, non-recurring engineering) as well as the installation. and inspection of HVAC distribution power lines. The described electrical distribution system 18 may also result in simplified testing of energizing each section using a single power supply and a single test control. Although the forms of apparatus and methods described herein are preferred aspects of the present invention, it is to be understood that the invention is not limited to these precise forms of apparatus and methods, and changes may to be brought without departing from the scope of the invention.
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. A power distribution system (18) for converting and distributing a power supply to local loads within a vehicle (10), comprising: at least one generator (20a, 20b) providing a power supply to a power supply alternative high voltage (HVAC); a primary power supply panel (26a, 26b) for receiving the HVAC power supply from the generator; a plurality of distribution conversion units (70a, 70b, 72a, 72b, 74a, 74b, 76a, 76b, 78a, 78b) distributed in the vehicle (10), wherein the plurality of distribution conversion units ( 70a, 70b, 72a, 72b, 74a, 74b, 76a, 76b, 78a, 78b) convert the HVAC power supply from the primary power supply panel (26a, 26b) to a medium voltage ac power supply ( MVAC) and low voltage direct current (LVDC) power supply for consumption by local loads inside the vehicle (10); and a plurality of HVAC distribution feed lines (80a, 80b, 82a, 82b, 84a, 84b, 86a, 86b, 88a, 88b), wherein each HVAC distribution feed line (80a, 80b, 82a, 82b, 84a, 84b, 86a, 86b, 88a, 88b) connects the primary power supply panel (26a, 26b) to one of the plurality of distribution conversion units (70a, 70b, 72a, 72b, 74a). 74b, 76a, 76b, 78a, 78b).
    [0002]
    The power distribution system (18) according to claim 1, comprising a plurality of power supply distribution units (90a, 90b, 92a, 92b, 94b, 96a, 96b) distributed in the vehicle (10). ) to distribute both the MVAC power supply and the LVDC power supply to the local loads.
    [0003]
    The power distribution system (18) of claim 2, including a plurality of MVAC load supply lines (100a, 100b, 102a, 102b, 104a, 104b, 106a, 106b, 108a, 108a). connecting a respective one of the plurality of distribution conversion units (70a, 70b, 72a, 72b, 74a, b, 76a, 76b, 78a, 78b) to a respective one of the plurality of power distribution units electrical (90a, 90b, 92a, 92b, 94b, 96a, 96b).
    [0004]
    The power distribution system (18) according to claim 3 or 4, comprising a plurality of LVDC load supply lines (110a, 110b, 112a, 112b, 114a, 114b, 116a, 116b, 118a, 118b) connecting a respective one of the plurality of distribution conversion units (70a, 70b, 72a, 72b, 74a, 74b, 76a, 76b, 78a, 78b) to a respective one of the plurality of distribution units power supply (90a, 90b, 92a, 92b, 94b, 96a, 96b). 10
    [0005]
    The power distribution system (18) according to any one of claims 1 to 4, comprising at least one auxiliary power unit (APU) (30) and an APU generator (32) driven by the COULD. 15
    [0006]
    The power distribution system (18) according to any one of claims 1 to 5, comprising an energy storage device (54) for supplying power to critical DC loads inside the vehicle. (10) if there is a total loss of generator power supply. 20
    [0007]
    A power distribution system (18) for converting and distributing a power supply to localized loads within an aircraft (10), comprising: a plurality of main engines (22a, 22b); a plurality of generators (20a, 20b) providing a high voltage alternating current (HVAC) power supply, wherein each of the plurality of generators (20a, 20b) is driven by one of the plurality of main motors (22a); , 22b); a plurality of primary power supply panels (26a, 26b), wherein each primary power supply panel (26a, 26b) receives the HVAC power supply from a respective one of the plurality of generators (20a). , 20b); a plurality of distribution conversion units (70a, 70b, 72a, 72b, 74a, 74b, 76a, 76b, 78a, 78b) distributed in the aircraft (10), wherein the plurality of distribution conversion units ( 70a, 70b, 72a, 72b, 74a, 74b, 76a, 76b, 78a, 78b) convert the received HVAC power supply from one of the plurality of primary power supply panels (26a, 26b) into a power supply medium voltage ac (MVAC) and low voltage direct current (LVDC) electrical power for consumption by local loads within the aircraft (10); and a plurality of HVAC distribution feed lines (80a, 80b, 82a, 82b, 84a, 84b, 86a, 86b, 88a, 88b), wherein each HVAC distribution supply line connects the one of the plurality of primary power supply panels (26a, 26b) at one of the plurality of distribution conversion units (70a, 70b, 72a, 72b, 74a, 74b, 76a, 76b, 78a, 78b).
    [0008]
    The power distribution system (18) according to claim 7, comprising a plurality of power distribution units (90a, 90b, 92a, 92b, 94b, 96a, 96b) distributed in the aircraft ( 10) to distribute both the MVAC power supply and the LVDC power supply to the local loads.
    [0009]
    The power distribution system (18) according to claim 8, comprising a plurality of MVAC load supply lines (100a, 100b, 102a, 102b, 104a, 104b, 106a, 106b, 108a, 108a) connecting a respective one of the plurality of distribution conversion units (70a, 70b, 72a, 72b, 74a, 74b, 76a, 76b, 78a, 78b) at a respective one of the plurality of power distribution units (90a, 90b, 92a, 92b, 94b, 96a, 96b).
    [0010]
    An electrical power distribution system (18) according to claim 8 or 9, comprising a plurality of LVDC load supply lines (110a, 110b, 112a, 112b, 114a, 114b, 116a, 116b, 118a, 118b ) connecting a respective one of the plurality of distribution conversion units (70a, 70b, 72a, 72b, 74a, 74b, 76a, 76b, 78a, 78b) to a respective one of the plurality of distribution units of power supply (90a, 90b, 92a, 92b, 94b, 96a, 96b). An electrical power distribution system (18) according to any one of claims 7 to 10, comprising at least one auxiliary power unit (APU ) (30) and an APU generator (32) driven by the APU inside the aircraft (10). A method of converting and distributing power to localized loads within an aircraft (10), comprising: creating a high voltage alternating current (HVAC) power supply by a plurality of generators (20a, 20b), wherein each of the plurality of generators (20a, 20b) is driven by one of a plurality of main motors (22a, 22h); sending the HVAC power supply from the plurality of generators (20a, 20b) to respective primary power supply panels (26a, 26b); sending the HVAC power supply of the respective primary power supply panels (26a, 26b) to a plurality of distribution conversion units (70a, 70b, 72a, 72b, 74a, 74b, 76a, 76b, 78a , 78b) distributed in the aircraft (10); and converting the HVAC power supply from the primary power supply panel (26a, 26b) to a medium voltage ac power supply (MVAC) and a low voltage direct current (LVDC) power supply for the consuming by local loads within the aircraft (10) by the plurality of distribution conversion units (70a, 70b, 72a, 72b, 74a, 74b, 76a, 76b, 78a, 78b). The method of claim 12, comprising distributing both the MVAC power supply and the LVDC power supply to the local loads by a plurality of power supply distribution units (RPDUs) (90a, 90b, 92a, 92b, 94b, 96a, 96b) distributed in the aircraft (10). The method of claim 12, wherein the HVAC power supply is any voltage value greater than about 150 VAC, the MVAC power supply varies from less than about 150 VAC to greater than about 80 VAC, and LVDC power supply is less than about 70 VDC.
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    同族专利:
    公开号 | 公开日
    US20160122033A1|2016-05-05|
    US9809321B2|2017-11-07|
    DE102015118106A1|2016-05-04|
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    法律状态:
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    2020-10-26| PLFP| Fee payment|Year of fee payment: 6 |
    2021-10-25| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    US14/528,698|US9809321B2|2014-10-30|2014-10-30|Electrical power distribution system with localized distribution conversion units|
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