Power management system

A power management system has a controller including one or more processors. The controller is configured to monitor electrical power on a power bus of a vehicle. The power bus is electrically connecting a power source to multiple subsystems of the vehicle for powering the subsystems via the electrical power on the power bus. The controller is further configured to determine that the electrical power on the power bus exceeds a designated power generation limit, and, in response, generate a reduction command message for communication to a lowest-priority subsystem of the subsystems. The reduction command message instructs the lowest-priority subsystem to reduce power consumption.

FIELD OF THE DISCLOSURE

Embodiments of the present disclosure generally relate to systems and methods that manage the electrical power generated by a power source onboard a vehicle and utilized by one or more subsystems of the vehicle.

BACKGROUND OF THE DISCLOSURE

Vehicles such as commercial aircraft have onboard generators that power various subsystems onboard the vehicles, such as propulsion systems, environmental control systems, equipment and instrument systems, lighting systems, appliances, electronics and display systems, and the like. When the power generation reaches a limit due to the various loads concurrently drawing power, typical electrical load management systems compensate by temporarily deactivating or disconnecting one or more entire subsystems from the power bus. For example, if an oven in a galley is operating at a time at which the power generation limit is exceeded, the load management system may alleviate the excess load by shutting off the oven as well as other appliances in the galley. The binary response of shedding entire subsystems when the power generation limit is reached causes a complete disruption of the functions of those particular subsystems.

SUMMARY OF THE DISCLOSURE

A need exists for a system and a method for eliminating the “all or nothing” binary approach for electrical load management in vehicles, such as commercial aircraft.

With those needs in mind, certain embodiments of the present disclosure provide a power management system that has a controller including one or more processors. The controller is configured to monitor electrical power on a power bus of a vehicle. The power bus is electrically connecting a power source to multiple subsystems of the vehicle for powering the subsystems via the electrical power on the power bus. The controller is further configured to determine that the electrical power on the power bus exceeds a designated power generation limit, and, in response, generate a reduction command message for communication to a lowest-priority subsystem of the subsystems. The reduction command message instructs the lowest-priority subsystem to reduce power consumption.

In one or more embodiments, a method for allocating power amount vehicle subsystems provided. The method includes monitoring, via a controller including one or more processors, electrical power on a power bus of a vehicle. The power bus electrically connects a power source to multiple subsystems of the vehicle for powering the subsystems via the electrical power on the power bus. Responsive to determining that the electrical power on the power bus exceeds a designated power generation limit, the method includes generating a reduction command message for communication to a lowest-priority subsystem of the subsystems. The reduction command message instructs the lowest-priority subsystem to reduce power consumption.

In one or more embodiments, a power management system is provided that includes a controller and a sanitizing system. The controller includes one or more processors and is configured to monitor electrical power on a power bus of a vehicle. The power bus electrically connects a power source to multiple subsystems of the vehicle for powering the subsystems via the electrical power on the power bus. The sanitizing system represents one of the subsystems. The sanitizing system includes a plurality of ultraviolet (UV) lamps mounted at various locations within an internal cabin of the vehicle and configured to emit UV light into the internal cabin using the electrical power on the power bus. The controller is further configured to determine that the electrical power on the power bus exceeds a designated power generation limit, and, in response, generate a reduction command message for communication to the sanitizing system. The reduction command message instructs the sanitizing system to reduce power consumption. The sanitizing system is configured to reduce an amount of power supplied to one or more of the UV lamps, based on the reduction command message, to diminish the UV light output from the one or more UV lamps without causing the one or more UV lamps to cease emitting UV light.

DETAILED DESCRIPTION OF THE DISCLOSURE

Certain embodiments of the present disclosure provide a power management system for vehicles, such as commercial aircraft. The power management system equitably allocates power between multiple member systems (referred to herein as subsystems) that draw electrical power from a shared power bus. An onboard power source (or power generation system) supplies the electrical power to the power bus. The power management system disclosed herein controls one or more of the subsystems to operate a reduced power levels as needed to maintain compliance with a designated power generation limit. The power generation limit represents a designated upper threshold of electrical power on the power bus. The power management system manages the subsystems to maintain the power generation limit by taking action when the total power draw or demand exceeds or approaches the power generation limit. For example, if the power draw exceeds the power generation limit, the power management system instructs one or more of the subsystems to reduce power (without necessarily disconnecting or deactivating the subsystems) until the power deficit is remedied. In an embodiment, only subsystems classified as non-essential to the operation of the vehicle and health and wellness of the vehicle occupants are considered for a power reduction. The power management system arranges the non-essential subsystems in order of priority, and the lowest-priority subsystem is the first to receive an instruction to reduce power, followed by the second lowest-priority subsystem if necessary, and the like. When there is sufficient power capacity available, all subsystems operate normally. When that limit is exceeded (perhaps from a galley oven turning on), then the subsystem with the lowest priority decreases its power first. Furthermore, as described herein, the individual subsystems may have their own priority arrangements, such that the lowest-priority subsystem first reduces power from one or more lowest-priority electrical devices than and then reduces power from higher-priority electrical devices in the subsystem as needed to satisfy the deficit.

In addition to equitably controlling power allocation amongst subsystems, the power management system also provides a proportional response to surpassing the power generation limit. For example, the power management system determines the deficit in the power budget, meaning the amount of power that needs to be reduced in order to comply with the power generation limit. Rather than merely deactivating an entire low-priority subsystem, the power management system communicates the deficit to one or more of the subsystems, including at least the lowest-priority subsystem. If the lowest-priority subsystem draws more power than the deficit, then the lowest-priority subsystem reduces its power consumption by the deficit amount. The lowest-priority subsystem only needs to reduce its power consumption by the deficit amount, and can continue to consume power from the power bus after making the power reduction. For example, if the lowest-priority subsystem draws 10 kW of power and receives an instruction that the deficit is 6 kW, then the lowest-priority subsystem reduces its power consumption to 4 kW to satisfy the budget deficit. The lowest-priority subsystem can continue to operate at 4 kW until further notice such that the subsystem can continue to function, just at a reduced power level. As such, the power management system proportionally responds to deficits in the power budget, without binarily shutting off subsystems to reduce the load, which avoids complete disruption of subsystem functionality. For example, subsystems and their devices may be configured to continue operating and functioning, although the operations may take longer to complete, provide diminished or degraded output, or the like due to the decreased power supply. The power management system described herein is adaptable to allow a non-essential system to utilize all available electrical power by adapting its consumption in synchronization with the onboard power source (e.g., power generation system).

In one or more embodiments, one of the member systems or subsystems of the vehicle managed by the power management system is a sanitizing system. The sanitizing system includes a plurality of ultraviolet (UV) light sources (referred to herein as UV lamps) arranged within an internal cabin of the vehicle. The UV lamps are positioned and controlled to emit UV light into the internal cabin during travel of the vehicle such that the UV light sanitizes air and surfaces within the internal cabin. The emitted UV light may be controlled to exhibit a designated wavelength or narrow wavelength range that is safe for human tissue. For example, the designated wavelength may be 222 nm. The UV lamps are positioned to sanitize air and surfaces before the air and surfaces can be cleaned via air filtering (e.g., with HEPA filters) in the air movement and conditioning system or manual application of chemical cleaners within the vehicle, such as may occur between trips. At least some of the UV lamps may be operated to persistently emit UV light for extended periods of time. For example, at least some of the UV lamps may be on (e.g., active) to continuously emit UV light throughout an entire duration of a trip, from the time that passengers board the vehicle to the time that passengers deboard. The persistent UV emission kills or neutralizes pathogens to prohibit the spread of pathogens in the air and on surfaces during travel of the vehicle, between cabin cleanings and air conditioning cycles.

The sanitizing system may be classified as the lowest-priority non-essential subsystem or one of the lower-priority non-essential subsystems. As a result, in one or more embodiments, the power management system may request that the sanitizing system decrease power draw to remedy a determined deficit in the power budget. The sanitizing system can proportionally decrease its power draw by reducing the power supplied to one or more of the UV lamps, such as one or more subsets of UV lamps in low-priority areas of the internal cabin, as described herein. The sanitizing system can operate the one or more subsets of UV lamps at lower power levels to satisfy the power reduction request while at least some of the UV lamps in the one or more subsets continue to emit UV light. For example, the UV lamps that receive less power may merely emit UV light with less intensity and/or range than prior to the power reduction request, such that are least some of the UV lamps may continue to function to sanitize and disinfect the internal cabin.

FIG.1illustrates a perspective front view of an aircraft10, according to an embodiment of the present disclosure. The aircraft10includes a propulsion system12that includes engines14, for example. Optionally, the propulsion system12may include more engines14than shown. The engines14are carried by wings16of the aircraft10. In other embodiments, the engines14may be carried by a fuselage18and/or an empennage20. The empennage20may also support horizontal stabilizers22and a vertical stabilizer24.

The fuselage18of the aircraft10defines an internal cabin, which includes a flight deck or cockpit, one or more work sections (for example, galleys, personnel carry-on baggage areas, and the like), one or more passenger sections (for example, first class, business class, and coach sections), one or more lavatories, and/or the like.

Alternatively, instead of an aircraft, embodiments of the present disclosure may be used with various other vehicles, such as automobiles, buses, rail vehicles, watercraft, and the like. For example, the power management system disclosed herein can be implemented on a passenger train, a bus, a passenger boat, and the like. Embodiments of the present disclosure may also be used with respect to enclosed areas within fixed structures, such as commercial and residential buildings. Some of the fixed structures may have independent power generation systems, such that the fixed structures do not use power from a grid, similar to vehicles. Other fixed structures can utilize power from a grid, but still implement the power management system as disclosed herein to maintain a designated power generation limit for limiting energy usage and costs. For example, the power management system and sanitizing system can be installed and operated within theatres, concert venues, places of worship, office buildings, stores, and the like, where persistent UV light at non-harmful wavelengths can provide continuous disinfection of air and surfaces.

FIG.2Aillustrates a top plan view of an internal cabin30of an aircraft, according to an embodiment of the present disclosure. The internal cabin30may be within the fuselage18of the aircraft10shown inFIG.1. For example, one or more fuselage walls may define the internal cabin30. The internal cabin30includes multiple sections, including a front section33, a first-class section34, a business class section36, a front galley station38, an expanded economy or coach section40, a standard economy of coach section42, and an aft section44. The internal cabin30also includes multiple lavatories45. It is to be understood that the internal cabin30may include more or less sections than shown. For example, the internal cabin30may not include a first-class section, and may include more or less galley stations than shown. Each of the sections may be separated by a cabin transition area46, which may include class divider assemblies48.

As shown inFIG.2A, the internal cabin30includes two aisles50and52that extend a substantial length of the internal cabin30and lead to the aft section44. The aisles50and52extend to egress paths or door passageways60. Exit doors62are located at ends of the egress paths60. The egress paths60may be perpendicular to the aisles250and252. The internal cabin30may include more egress paths60at different locations than shown. Optionally, the internal cabin30may have less or more aisles than shown. For example, the internal cabin30may include a single aisle that extends through the center of the internal cabin30that leads to the aft section44. The sanitizing system described herein may be used to sanitize air and various structures within the internal cabin30.

FIG.2Billustrates a top plan view of an internal cabin80of an aircraft, according to another embodiment of the present disclosure. The internal cabin80may be within the fuselage18of the aircraft10shown inFIG.1. For example, one or more fuselage walls may define the internal cabin80. The internal cabin80includes multiple sections, including a main cabin82having passenger seats83and an aisle84, and an aft section85behind the main cabin82. The internal cabin80also includes a lavatory87. The internal cabin80may include more or less sections than shown.

The internal cabin80has a single aisle84that extend a substantial length of the internal cabin80and lead to the aft section85. The aisle84may extend through the center of the internal cabin80such that the aisle284is coaxial with a central longitudinal plane86of the internal cabin80. The aisle84extends to egress paths or door passageways90, which are areas adjacent to entrances of the aircraft. Exit doors92are located at ends of the egress paths90. The egress paths90may be perpendicular to the aisle84. The sanitizing system described herein may be used to sanitize air and various structures within the internal cabin80.

FIG.3illustrates a perspective view of a sanitizing system100within a portion of an internal cabin122of an aircraft according to an embodiment of the present disclosure. The internal cabin122can represent either of the internal cabins30,80shown inFIGS.2A and2B, respectively. The internal cabin122includes outboard walls102connected to a ceiling104. Windows106may be formed within the outboard walls102. A floor108supports rows of seats110. A row112may include three seats110on either side of an aisle113. However, the row112may include more or less seats110than shown. Additionally, the internal cabin122may include more than the single aisle113shown inFIG.2.

Passenger service units (PSUs)114are secured between the outboard wall302and the ceiling104on either side of the aisle113. The PSUs114are arranged in longitudinal columns that extend between a front end and rear end of the internal cabin122. For example, at least one PSU114may be positioned over the seats110within a row112on either side of the aisle113. The PSUs114may include personal air blowers115(e.g., or vents, puffers, etc.), reading lights, oxygen bag drop panels, attendant request buttons, and other such controls and components. At least some of the controls and components of the PSU114may be shared between groups of two or three seats110in the row112, such as the reading light. Other components may be specific to individual seats110, such as the personal air blowers115.

Overhead stowage bin assemblies118are secured to the ceiling104and/or the outboard wall102above the PSU114on either side of the aisle113. The overhead stowage bin assemblies118are secured over the seats110. The overhead stowage bin assemblies118are configured to be pivoted open in order to receive passenger carry-on baggage and personal items, for example. As used herein, the term “outboard” means a position that is further away from a central longitudinal plane of the internal cabin122as compared to another component, and the term “inboard” means a position that is closer to the central longitudinal plane of the internal cabin122as compared to another component.

The sanitizing system100includes a plurality of ultraviolet (UV) lamps120mounted within the internal cabin122. The UV lamps120are controlled to generate and emit UV light into the internal cabin122to sanitize and disinfect air and surfaces within the internal cabin122. The UV lamps120may be located at various areas throughout the internal cabin122. In the illustrated embodiment, a first subset124of UV lamps120are mounted to the PSUs114above the passenger seats110, and is referred to herein as a PSU subset124. For example, the UV lamps120in the PSUs114may be disposed proximate to other components of the PSUs114, such as the air blowers115and the reading lights. In an embodiment, the UV lamps120in the PSU subset124are integrated into the PSUs114such that each UV lamp120emits UV light into an associated row112of seats110on one side of the aisle113. Depending on the field of illumination or spread at which the UV light is emitted from each UV lamp120, each PSU114may include only one or multiple UV lamps120. The field of illumination refers to refers to a three-dimensional volume in space that is defined by the propagation of UV light waves (e.g., rays) emitted by the UV lamp120. The width of the field of illumination can depend on mechanical features of the UV lamp120, such as reflectors, collimators, lenses, and the like, and optionally may be set to provide a predetermined width. In a non-limiting embodiment, the field of illumination of the UV lamps120in the PSUs114may be sufficient for each UV lamp120to sanitize the air and surfaces around two passenger seats110. Thus, for groups of three or more seats110in a row112on one side of the aisle113, the PSU114may include at least two UV lamps120with one UV lamp120located outboard of another UV lamp120to enable the combined UV light to cover the entire group of seats110and the passengers seated thereon. In another non-limiting embodiment, the number of UV lamps120in the PSU subset124may match the total number of seats110such that each UV lamp120is specifically directed to and associated with a different seat110in the internal cabin122.

A second subset126of UV lamps120of the sanitizing system100is mounted to the ceiling104between the overhead stowage bin assemblies118. The UV lamps120in the second subset126are referred to as an aisle subset126because the UV lamps120emit UV light into the aisle113. The aisle subset126is aligned in a linear column that extends a length of the internal cabin122between the front and rear ends. The UV lamps120in the aisle subset126are spaced apart. The spacing distance may be based on the field of illumination or spread of the UV light to ensure that there is at least some overlap in the coverage areas of two adjacent UV lamps120at a designated height above the floor108to avoid creating dead zones that could harbor pathogens.

Although two subsets124,126or groupings of UV lamps120are shown inFIG.2, the UV lamps120may be located in other areas of the cabin122as well, such as in galleys, in lavatories, at partitions between sections, and the like.

FIG.4illustrates a perspective internal view of a lavatory200within an internal cabin of a vehicle, such as any of the internal cabins described herein. For example, the lavatory200may be any of the lavatories45shown inFIG.2Aor the lavatory87shown inFIG.2B. The lavatory200includes a floor202, a toilet204, a mirror206, a sink208, walls210, a ceiling212, and a door (not shown) for establishing privacy. A UV lamp120of the sanitizing system100is located within the lavatory200. The UV lamp120represents a third subset128of the UV lamps120of the sanitizing system100, referred to herein as a lavatory subset128. In alternative embodiment, the lavatory subset128may include more than the single UV lamp120depicted inFIG.4. The UV lamp120is configured to emit UV light into the lavatory200to sanitize the air and surfaces.

FIG.5illustrates a perspective view of a galley240within an internal cabin of a vehicle, such as any of the internal cabins described herein. The galley240includes various cabinets242and appliances, such as a coffee maker244. The galley240also includes a galley cart246. The galley240may be occupied by crew members when preparing food and drinks for passengers, disposing of trash, and the like. Some crew members may sit in the galley during takeoff and landing stages of a trip. Passengers walk through or past the galley during boarding and deboarding. In the illustrated embodiment, two UV lamps120of the sanitizing system100are located within the galley240and positioned to emit UV light into the galley240. The UV lamps120represent a galley subset130of the UV lamps120in the sanitizing system100. Both UV lamps120are mounted along a ceiling248of the galley240. The UV lamps120may be spaced apart such that fields of illumination214of the two UV lamps120partially overlap to provide substantial disinfection coverage of the galley240.

Referring collectively toFIGS.3-5, the UV lamps120of the sanitizing system100are positioned throughout the cabin122to maximize the coverage area of the UV light. Maximizing the coverage area refers to emitting UV light to cover a substantial amount or percentage of the area or volume within the cabin122, such as over 80%, over 90%, over 95%, or the like, particularly in areas occupied and trafficked by passengers and crew. The UV light sanitizes and disinfects the air and surrounding surfaces. The surrounding surfaces that can be disinfected by the UV light can include the seats110(including arm and headrests thereof), skin and clothing of the passengers and crew, walls, doors, toilets, handwashing stations, drawers, appliances, and the like. The sanitizing system100is configured to persistently operate at least some of the UV lamps120in the on, emitting state even in the presence of passengers, such as during boarding, taxiing, flight, and deboarding. Unlike current practices which only provide intermittent disinfection, such as chemically cleaning the cabin122between flights and filtering a given volume of air every time that volume of air is pulled through a return register of an environmental control system, the sanitizing system100disinfects pathogens on surfaces and in the air on a continuous basis.

In an embodiment, the UV light emitted by the UV lamps120is controlled to enable the occupants (e.g., passengers and crew) to be exposed to the UV light for a prolonged period of time without harm. For example, the emitted UV light may have a designated wavelength or a narrow band of wavelengths experimentally determined to be harmless to human tissue through prolonged exposure. Thus, even if the UV lamps120persistently emit UV light through the duration of the flight, the passengers would be unharmed. The UV lamps120may be configured or constructed to only generate the designated wavelength or the narrow band. Alternatively, a filter may be utilized that absorbs or dissipates wavelengths outside of the designated wavelength or the narrow band such that emitted UV light in the field of illumination only consists of the designated wavelength or the narrow band.

In a non-limiting example, the designated wavelength is 222 nm. It has been found that sanitizing UV light having a wavelength of 222 nm kills pathogens (such as viruses and bacteria), instead of inactivating pathogens. In contrast, UVC light at a wavelength of 254 nm inactivates pathogens by interfering with their DNA, resulting in temporary inactivation, but may not kill the pathogens. Instead, the pathogen may be reactivated by exposure to ordinary white light at a reactivation rate of about 10% per hour. As such, UVC light at a wavelength of 254 nm may be ineffective in illuminated areas, such as within an internal cabin of a vehicle. Moreover, UVC light at 254 nm is not recommended for human exposure because it may be able to penetrate human cells. In contrast, sanitizing UV light having a wavelength of 222 nm is safe for human exposure and kills pathogens. Further, the sanitizing UV light having a wavelength of 222 nm may be emitted at full power within one millisecond or less of the UV lamps120being activated (in contrast the UVC light having a wavelength of 254 nm, which may take seconds or even minutes to reach full power).

FIG.6is a schematic diagram of a power management system300onboard a vehicle according to an embodiment. The vehicle may be an aircraft, such as the aircraft10shown inFIG.1. The power management system300is associated with a power delivery system301onboard the vehicle. The power delivery system301includes a power source302, a power bus304, and multiple subsystems306. The subsystems306have electrical devices and equipment that utilizes electrical power supplied by the power source302. The power source302can include one or more generators that generate electrical energy from mechanical energy. The power source302can be referred to as a power generation system. The power bus304is one or more electrically conductive wires and/or cables that conduct electric current between the power source302and the subsystems306. Each of the subsystems306are electrically connected to the bus304and can receive electrical power from the power source302via the bus304. The subsystems306may be connected in parallel to the bus304. There are four subsystems306shown inFIG.6, but there may be more or less than four subsystems306in other embodiments. The subsystems306represent non-essential systems. Non-limiting examples of possible subsystems306include the sanitizing system100shown inFIGS.3-5, galley appliances (e.g., ovens, chillers, coffee makers, and the like), PSU devices (e.g., back-of-headrest displays, personal lights, and the like), lavatory devices, general cabin interior lighting, and certain non-essential portions of an environmental control system, such as an air conditioning cycle and/or air blowing system.

The power management system300according to an embodiment includes a controller308, a sensor310, an input device312, and an output device314. The controller308is operatively connected to the sensor310, the input device312, and the output device314via wired and/or wireless communication pathways316. The controller308generates messages in the form of electrical signals that are communicated to the subsystems306to manage the power delivery and consumption of the vehicle. The messages that are generated may be based on signals (e.g., data) received from the sensor310. The controller308represents hardware circuitry that includes and/or is connected with one or more processors318(e.g., one or more microprocessors, integrated circuits, microcontrollers, field programmable gate arrays, etc.). The controller308includes and/or is connected with a tangible and non-transitory computer-readable storage medium (e.g., memory)320. For example, the memory320may store programmed instructions (e.g., software) that is executed by the one or more processors318to perform the operations of the controller308described herein.

The input device312can represent or include a selector knob, a workstation computer, a tablet computer, a handheld computer (e.g., a smartphone), a keyboard, a touchpad, a joystick, and the like for enabling an operator to control the power management system300. For example, an operator can enter a user input via the input device312for ranking the subsystems306in terms of priority, as described below, and updating a predetermine ranking. The output device314can be an integrated display device onboard the aircraft and/or a display screen on a personal computer, tablet, or handheld computer (e.g., smartphone). The controller308may generate control signals for controlling the output device314to display notification to operators, such as to notify an operator that one or more of the subsystems306is being operated at reduced power due to a detected deficit in the power budget.

The controller308of the power management system300monitors the power on the bus304. The power on the bus304represents the electrical power that is supplied by the power source302to power the loads represented by the different subsystems306. The power on the bus304may be dependent, at least in part, on the demanded power from the subsystems306. For example, if all of the subsystems306are active, the demand or load may be greater than if half of the subsystems306are inactive and not drawing power from the bus304. The controller308may monitor the power on the bus304via the sensor310, which measures one or more properties of the electrical energy on the bus304. For example, the sensor310may measure voltage, current, and the like, and may generate sensor signals indicative of the measured properties. The controller308analyzes the sensor signals to monitor the current power on the bus304.

The controller308determines when the power on the bus304exceeds a designated limit, referred to as a power generation limit321. The power generation limit321may be predetermined and stored in the memory320. The power generation limit321may be selected based on a capability of the power source, a desired energy efficiency of the vehicle, and/or the like. As the controller308receives updated measurements of the power on the bus304, the controller308compares the power on the bus304to the designated power generation limit321. If the power on the bus304exceeds the power generation limit321, the controller308determines that there is a deficit in the power budget, meaning that more power is demanded than is available to supply for an extended period of time. The controller308may subtract the value of the power on the bus304from the power generation limit321to determine the deficit amount.

The controller308remedies the deficit in the power budget by generating a reduction command message that is communicated to one or more of the subsystems306. Although not shown, the power management system300may include a separate communication device that includes hardware and circuitry for communicating messages between the controller308and the various subsystems306. The communication system can include an antenna and transceiver for wireless messaging or may communicate via metal wires or optical fibers.

In an embodiment, the subsystems306are ranked in order of priority, and the ranking may be stored in the memory320. For example, inFIG.6, the subsystem1may be designated as the lowest priority, followed by the subsystem2, the subsystem3, and finally the subsystem4, which is the highest priority. The ranking order may be predetermined, such as input by an operator using the input device312. In a non-limiting example, the lowest-priority subsystem306(e.g., subsystem1) may be the sanitizing system100that includes UV lamps120in various locations of the internal cabin122, as shown inFIGS.3-5. Another low-priority subsystem306may be the various appliances in the galley240, such as the coffee maker244, oven, refrigerator, chiller, and the like. In an embodiment, the controller308commands the subsystems306to reduce the respective power demand on the bus304in order based on priority, starting with the lowest-priority subsystem and then working up the chain, as necessary, until the deficit is remedied (e.g., the power on the bus304is sufficiently below the generation limit321). For example, in response to determining that there is a deficit of 10 kw (e.g., the power generation limit321is exceeded by 10 kW), the controller308may generate a command message that is communicated to the lowest-priority subsystem306. The command message may instruct the recipient subsystem306to reduce the load on the bus304by the deficit amount, in this case 10 kW.

In response the lowest-priority subsystem306attempts to comply with the command by reducing the power supplied to one or more components or one or more subsets of components in the respective subsystem306. The controller308subsequently may receive a reply message from the lowest-priority subsystem306that indicates the adjusted load or draw of the subsystem306after the reduction process. Based on the reply message and updated sensor signals from the sensor310, the controller308determines if the deficit is remedied. The deficit is remedied once the power reduction in the subsystems306causes the power on the bus304to be below the power generation limit321. Optionally, the deficit may be considered remedied or satisfied once the power on the bus304falls below a clearance threshold that is less than the power generation limit321. Reducing the load until the clearance threshold is passed prevents a situation where the power management system300repetitively crosses the power generation limit321, which can be taxing on the controller308and other components of the system300.

Once the deficit is remedied, the controller308may once again allow all subsystems306to operate normally without artificially limiting power usage. If, on the other hand, instructing the lowest-priority subsystem306to reduce power does not remedy the deficit, the controller308may communicate a reduction command message to the second lowest-priority subsystem306. For example, if the deficit amount is 10 kW, and the lowest-priority subsystem306can only reduce the load by 7 kW, then the command message communicated to the second lowest-priority subsystem306may instruct a reduction of 3 kW. Optionally, the lowest-priority subsystem306may completely deactivate before the second lowest-priority subsystem306is requested to reduce power consumption.

In an embodiment, if the deficit is 10 kW and the lowest-priority subsystem306is currently drawing 15 kW from the bus304, then the lowest-priority subsystem306reduces the load by 10 kW to comply with the instructions. The lowest-priority subsystem306may continue to operate at least some of the components thereof at diminished power levels such that the total load of the subsystem306is no greater than 5 kW. Thus, the subsystems306are controlled, based on a priority ranking, to reduce the load on the bus304proportionate to the deficit amount. The lower-priority subsystems306may continue functioning at lower power levels rather than merely deactivate, to avoid complete disruption of service.

FIG.7is a schematic diagram of one of the subsystems306of the vehicle according to an embodiment. The subsystem306includes a control unit330, switching devices and/or power conversion devices332, multiple components or subsets of components334, and optionally a sensor336. The control unit330is operatively connected to the switching devices and/or power conversion devices332and the sensor336, and is also operatively connected via the communication path316to the controller308shown inFIG.6. The control unit330represents hardware circuitry that includes and/or is connected with one or more processors338(e.g., one or more microprocessors, integrated circuits, microcontrollers, field programmable gate arrays, etc.). The control unit330includes and/or is connected with a tangible and non-transitory computer-readable storage medium (e.g., memory)340. For example, the memory340may store programmed instructions (e.g., software) that is executed by the one or more processors338to perform the operations of the control unit330described herein. The subsystem306shown inFIG.7can represent any of the subsystems306inFIG.6.

The switching devices and/or power conversion devices332are configured to selectively control the amount of power supplied to each of the components/subsets of components334. For example, the switching devices and/or power conversion devices332can include one or more solid-state relays, electromechanical relays, optical switches, power converters (e.g., DC-to-DC, DC-to-AC), and/or the like. The sensor336can measure one or more characteristics of the electrical power supplied to the components/subsets334to enable the control unit330to determine the load of the subsystem306on the power bus304at a given time.

In an embodiment, the components/subsets334in the subsystem306are ranked based on priority, similar to the subsystems306shown inFIG.6. The ranking may be predetermined and stored in the memory340. Optionally, the ranking can be updated by an operator using the input device312or another input device. Upon receiving a reduction command message from the controller308, the control unit330of the subsystem306generates a control signal to the switching and/or conversion devices332to control the devices332to reduce the power that is supplied to one or more of the lower-priority components or subsets of components334. For example, the control signal may reduce power supplied to the lowest-priority component/subset334first. If the deficit is larger than the load of the lowest-priority component/subset334, then the control unit330may deactivate the lowest-priority component/subset334and then control the switching and/or conversion devices332to reduce the power supplied to the second lowest-priority component/subset334. The control unit330can work up the chain of priority until the deficit is remedied or all of the components/subsets334in the subsystem306are deactivated, whichever comes first. The control unit330may generate a reply message for communication to the controller308indicating the amount of power reduction accomplished by the subsystem306.

For the subsystem306that represents sanitizing system100shown inFIGS.3-5, the components and/or subsets of components334can represent the different subsets of UV lamps120throughout the internal cabin122. For example, the PSU subset124of UV lamps120above the seats110inFIG.3can represent one subset of components334, the aisle subset126inFIG.3can represent another subset334, the lavatory subset128inFIG.4can represent another subset334, and the galley subset130inFIG.5can represent still another subset334. In an embodiment, the sanitizing system100is one of the lower-priority subsystems306. Optionally, the sanitizing system100is the lowest-priority subsystem306.

The priority ranking of the subsets334can depend on various factors, such as user inputs, time of day, stage of the trip, susceptibility of the passengers, occupancy by the passengers, and the like. For example, during takeoff and landing of an aircraft, the lavatory200may be off-limits, so the lavatory subset128of UV lamps120may be ranked the lowest priority subset334of the sanitizing system100during takeoff and landing. As a result, the UV lamp120in the lavatory200may be the first UV lamp120to experience reduced power in case of a deficit in the power budget during takeoff and landing. During cruise flight, though, rapidly sanitizing the lavatory200between uses may be deemed more of a priority than sanitizing the galley240or the aisle113, for example. For example, during cruise flight, the galley subset130of UV lamps120may be ranked lower priority than the aisle subset126, which in turn is lower than the PSU subset124and the lavatory subset128.

In another example, the UV lamps120in some common areas that are periodically occupied by different passengers may be ranked as lower priority than the UV lamps120in the PSU units114, because the PSU subset124persistently sanitizes the air and surfaces around passengers in their seats110, which is the location of the passengers for at least most of the flight. In a non-limiting example, in response to receiving a power reduction command from the controller308during flight, the sanitizing system100may first reduce power to the galley subset130, then to the aisle subset126, then to the lavatory subset128, and finally the PSU subset124. If the deficit is 10 kW and that power exceeds the draw of the UV lamps120in the galley240, the control unit330may deactivate the galley subset130of UV lamps120. If the remaining balance of the deficit is 6 kW, for example, after deactivating the galley subset130, the control unit330reduces the power supplied to the next lowest-priority subset, such as the aisle subset126. If the aisle subset126draws 8 kW, the control unit330reduces the power supplied to the aisle subset126to 2 kW in order to remedy the deficit while continuing to allow the UV lamps120along the aisle113to emit UV light.

The switching and power conversion devices332are used to modulate the power supplied to the UV lamps120. Even at a low power level, the UV lamps120can still emit UV light that kills or neutralizes pathogens, but the dose (e.g., intensity and/or range) of the UV light is reduced, yielding less antimicrobial effectiveness per unit time.

Optionally, even the subsets124,126,128,130of UV lamps120described herein can be sub-portioned and ranked based on priority. For example, some UV lamps120in the PSU subset124can be ranked higher priority than other UV lamps120in the same subset124. In a non-limiting example, if it is determined that a passenger seat110is unoccupied, the associated UV lamp120in the PSU subset124may be classified as having a low priority, such as the lowest priority of the UV lamps120. The open seat110can be determined based on sensor signals received from a pressure sensor, proximity sensor, of the like. On the other hand, if it is determined that a seat110or group of seats110is occupied by passengers that are immunosuppressed or particularly susceptible to pathogens than other passengers, the UV lamps120associated with those seats110are reclassified as having high priority, such as the highest priority of the UV lamps. As a result, the first UV lamps120of the PSU subset124that may experience reduced power may be the lamps120above open seats110, and the last UV lamps120that may be reduced are the lamps120above passengers more susceptible to illness from pathogens, such as elderly passengers, passengers with underlying health issues, and the like. It may be possible for such passengers to positively self-identify to the vehicle crew that the passengers are susceptible and would like increased sanitization.

FIG.8is a flow chart of a method400for managing the allocation of power among vehicle subsystems according to an embodiment. The method400may be performed by the power management system300described above. The method400can incorporate the sanitizing system100described above for sanitizing and disinfecting air and surface within an internal cabin of the vehicle by persistent emission of UV light. Certain steps of the method400may be performed by the controller308shown inFIG.6based on programmed logic or instructions. The method400optionally includes additional steps than described, fewer steps than described, and/or different steps than described.

At402, power on a bus304between a power source302and multiple non-essential subsystems306of the vehicle is monitored, such as via one or more sensors310. At404, it is determined whether the power on the bus304exceeds a designated power generation limit321stored in a memory320. If the power on the bus304does not exceed the power generation limit321, flow returns to402for additional monitoring of the power on the bus304. If, on the other hand, the power on the bus304exceeds the power generation limit321, flow proceeds to406and a deficit in the power budget is determined. The deficit represents the difference between the power on the bus304and the power generation limit321, and signifies the amount or extent the power on the bus304is excessive.

At408, a reduction command message is generated for communication to a lowest-priority vehicle subsystem306that is currently active. The reduction command message instructs the recipient subsystem306to reduce power consumption by an amount equal to the deficit. The subsystem306modifies the power consumption in response as described with reference toFIG.7. At410, a reply message is received from the lowest-priority vehicle subsystem306. The reply message indicates that the reduction command message was successfully received and that a reduction in power consumption was made by the subsystem306. The reply message optionally may include a value representing the amount of the power reduction. The flow returns to402and the power on the bus304is again monitored and compared to the power generation limit321at404. If the deficit has been remedied, then the answer at404is No. If the deficit has not been fully remedied, such that the power on the bus304still exceeds the power generation limit321after the reduction by the lowest-priority vehicle subsystem306, then flow proceeds to406and408again. At408, the previous lowest-priority vehicle subsystem306is now inactive, so a reduction command message is not generated for communication to the next lowest-priority sub system306.

If any subsystem306that receives a reduction command message is able to remedy the deficit by reducing the power consumption by the amount of the deficit without deactivating all components of the subsystem306, that subsystem is permitted and controlled to operate the components of the subsystem306at a reduce power level to avoid complete disruption in functionality of that subsystem306while enabling the power on the bus304to be maintained within the power generation limit321.

FIG.9illustrates a system power distribution wiring diagram500of the power management system300according to an embodiment.FIG.10illustrates a data bus architecture diagram600of the power management system300according to an embodiment. InFIGS.9and10, the “Airplane System 5” represents the sanitizing system100.FIG.11is a flow chart of a method700for managing the allocation of power among vehicle subsystems according to another embodiment.

As described herein, embodiments of the present disclosure provide systems and methods for sanitizing and disinfecting surfaces, air, and people within an internal cabin of a vehicle using UV light without harming the people exposed to the UV light. Further, embodiments of the present disclosure provide built-in, easy-to-use, and safe systems and methods for using UV light to sanitize air and surfaces within an internal vehicle cabin, and modulating the power draw of the UV lights to maintain a power generation limit onboard the vehicle.

The inventive subject matter is directed to an adaptable power management system that allows for systems to operate at a reduced function as needed to maintain the airplane level power generation limit. The system data bus architecture comprises a power generator system controller configured to monitor the power generation load, and communicate to the member systems that draw on those loads as capacity limits are reached. In operating conditions where sufficient power capacity is available, all systems would operate normally. When the capacity is exceeded, each member system would have a pre-programed priority ranking, and would proportionally respond to the decreased airplane load to equitably degrade the power of the UV lights based on the priority level. Then the member system communicates to the power generator system that the load has been adjusted. The logic cycle is repeated until the power deficit is satisfied. In cases where the member system of the lowest priority has only a binary (on/off mode), the power to that system turns off completely.

Further, the disclosure comprises embodiments according to the following clauses:

Clause 1. A power management system comprising:a controller including one or more processors, the controller configured to monitor electrical power on a power bus of a vehicle, the power bus electrically connecting a power source to multiple subsystems of the vehicle for powering the subsystems via the electrical power on the power bus,the controller further configured to determine that the electrical power on the power bus exceeds a designated power generation limit, and, in response, generate a reduction command message for communication to a lowest-priority subsystem of the subsystems, the reduction command message instructing the lowest-priority subsystem to reduce power consumption.

Clause 2. The power management system of Clause 1, wherein the controller is configured to determine a deficit between the electrical power on the power bus and the designated power generation limit, and is configured to include the deficit in the reduction command message.

Clause 3. The power management system of Clause 1 or 2, wherein, responsive to determining that the electrical power on the power bus still exceeds the designated power generation limit after generating the reduction command message, the controller is configured to generate a second reduction command message for communication to a next lowest-priority subsystem of the subsystems.

Clause 4. The power management system of any of Clauses 1-3, wherein the controller is configured to access a ranking of the subsystems in a memory device to determine the lowest-priority subsystem.

Clause 5. The power management system of any of Clauses 1-4, wherein the subsystems are non-essential to safe operation of the vehicle.

Clause 6. The power management system of any of Clauses 1-5, wherein the subsystems include one or more of a sanitizing system, a galley system, a lavatory system, a passenger service unit system, and an interior lighting system.

Clause 7. The power management system of any of Clauses 1-6, wherein the lowest-priority subsystem is a sanitizing system that includes a plurality of ultraviolet (UV) lamps mounted at various locations within an internal cabin of the vehicle, wherein the UV lamps are configured to receive electrical power from the power bus and emit UV light into the internal cabin.

Clause 8. The power management system of Clause 7, wherein the sanitizing system further includes a control unit including one or more processors, and, responsive to receiving the reduction command message, the control unit is configured to reduce an amount of power supplied to one or more of the UV lamps without causing the one or more UV lamps to cease emitting UV light.

Clause 9. The power management system of Clause 8, wherein the control unit of the sanitizing system is configured to reduce the amount of power supplied to a first subset of the UV lamps prior to or instead of reducing the power supplied to a different, second subset of the UV lamps based on the first subset having a lower priority ranking than the second subset.

Clause 10. The power management system of Clause 7, wherein the UV lamps are configured to emit the UV light at a designated wavelength or narrow wavelength range that is safe for human tissue.

Clause 11. The power management system of Clause 10, wherein the designated wavelength is 222 nm.

Clause 12. The power management system of any of Clauses 1-11, further comprising a sensor operatively connected to the controller and configured to measure one or more characteristics of the electrical power on the power bus, the controller configured to monitor the electrical power on the power bus based on sensor signals from the sensor.

Clause 13. The power management system of any of Clauses 1-12, wherein the vehicle is an aircraft.

Clause 14. A method comprising:monitoring, via a controller including one or more processors, electrical power on a power bus of a vehicle, the power bus electrically connecting a power source to multiple subsystems of the vehicle for powering the subsystems via the electrical power on the power bus; andresponsive to determining that the electrical power on the power bus exceeds a designated power generation limit, generating a reduction command message for communication to a lowest-priority subsystem of the subsystems, the reduction command message instructing the lowest-priority subsystem to reduce power consumption.

Clause 15. The method of Clause 14, further comprising determining a deficit between the electrical power on the power bus and the designated power generation limit, wherein the reduction command message is generated to include the deficit.

Clause 16. The method of Clause 14 or 15, further comprising again monitoring the electrical power on the power bus after generating the reduction command message for communication to the lowest-priority subsystem, and, responsive to determining that the electrical power on the power bus still exceeds the designated power generation limit, generating a second reduction command message for communication to a next lowest-priority subsystem of the subsystems.

Clause 17. The method of any of Clauses 14-16, further comprising accessing a ranking of the subsystems in a memory device to determine the lowest-priority subsystem.

Clause 18. The method of any of Clauses 14-17, wherein the lowest-priority subsystem is a sanitizing system that includes a plurality of ultraviolet (UV) lamps mounted at various locations within an internal cabin of the vehicle and configured to emit UV light into the internal cabin using the electrical power on the power bus, wherein the method further comprises reducing an amount of power supplied to one or more of the UV lamps, based on the reduction command message, without causing the one or more UV lamps to cease emitting UV light.

Clause 19. The method of Clause 18, further comprising controlling the UV lamps to emit the UV light at a designated wavelength or narrow wavelength range that is safe for human tissue at prolonged exposure.

Clause 20. A power management system comprising:a controller including one or more processors, the controller configured to monitor electrical power on a power bus of a vehicle, the power bus electrically connecting a power source to multiple subsystems of the vehicle for powering the subsystems via the electrical power on the power bus; anda sanitizing system that represents one of the subsystems, the sanitizing system including a plurality of ultraviolet (UV) lamps mounted at various locations within an internal cabin of the vehicle and configured to emit UV light into the internal cabin using the electrical power on the power bus,the controller further configured to determine that the electrical power on the power bus exceeds a designated power generation limit, and, in response, generate a reduction command message for communication to the sanitizing system, the reduction command message instructing the sanitizing system to reduce power consumption,the sanitizing system configured to reduce an amount of power supplied to one or more of the UV lamps, based on the reduction command message, to diminish the UV light output from the one or more UV lamps without causing the one or more UV lamps to cease emitting UV light.

As used herein, value modifiers such as “about,” “substantially,” and “approximately” inserted before a numerical value indicate that the value can represent other values within a designated threshold range above and/or below the specified value, such as values within 5%, 10%, or 15% of the specified value.