POWER ARCHITECTURE

A power system is disclosed herein. The power system includes a power source configured to supply an input power, the input power being an alternating current (AC) power, a power factor correction (PFC) configured to receive the input power from the power source and output an output power, the output power being a direct current (DC) power having a first DC voltage, and an electric component configured to receive the output power, the electric component including a DC to DC converter configured to convert the output power to a component power usable by the electric component, the component power being a DC power.

FIELD

The present disclosure generally relates power systems, and more particularity, to power systems used in aircraft.

BACKGROUND

Modern aircraft include different electric components including lighting, screens, controls, motors, and sensors, among others. Larger aircraft generally include an alternating current (AC) power supply and smaller aircraft generally include a low voltage direct current (DC) power supply. The electric components within modern aircraft generally use low voltage DC power. Current aircraft power systems may use one of several power system architectures to deliver the DC power to the electric components. However, current power system architectures each have drawbacks that may be improved.

SUMMARY

Disclosed herein is a power system. The power system includes a power source configured to supply an input power, the input power being an alternating current (AC) power, a power factor correction (PFC) configured to receive the input power from the power source and output an output power, the output power being a direct current (DC) power having a first DC voltage, and an electric component configured to receive the output power, the electric component including a DC to DC converter configured to convert the output power to a component power usable by the electric component, the component power being a DC power.

In various embodiments, the input power is a high voltage AC power and the first DC voltage is a high voltage DC power. In various embodiments, the input power is about 115 VAC to about 240 VAC. In various embodiments, the first DC voltage is about 200 VDC to about 300 VDC. In various embodiments, the component power is a second DC voltage that is less than the first DC voltage.

In various embodiments, the second DC voltage is about 24 VDC to about 72 VDC. In various embodiments, the power system further includes a plurality of low gauge, high voltage wires electrically coupling the electric component to the PFC. In various embodiments, the electric component includes a light, a screen a switch, a control, or an outlet.

Also disclosed herein is an aircraft including a cabin, a power distribution system including a power source configured to supply an input power and a power factor correction (PFC) configured to receive the input power from the power source and supply an output power, and a plurality of passenger service units disposed within the cabin and configured to receive power from the power distribution system, wherein each of the plurality of passenger service units includes an electric component, the electric component including a direct current (DC) to DC converter configured to convert the output power to a component power usable by the electric component.

In various embodiments, the input power is a high voltage AC power and the output power is a high voltage DC power. In various embodiments, the input power is about 115 VAC to about 240 VAC. In various embodiments, the output power is about 200 VDC to about 300 VDC. In various embodiments, the output power is a first DC voltage and the component power is a second DC voltage that is less than the first DC voltage.

In various embodiments, the second DC voltage is about 24 VDC to about 72 VDC. In various embodiments, the power distribution system further includes a plurality of low gauge, high voltage wires electrically coupling the plurality of passenger service units to the PFC. In various embodiments, the electric component includes a light, a screen a switch, a control, or an outlet.

Also disclosed herein is an aircraft including a cabin, a cockpit, a first electric component disposed in the cabin, the first electric component including a first direct current (DC) to DC converter, a second electric component disposed in the cockpit, the second electric component including a second DC to DC converter, and a power source electrically coupled to the first electric component and the second electric component via a plurality of wires.

In various embodiments, the power source outputs a first DC power, the first DC to DC converter converts the first DC power to a second DC power that is usable by the first electric component, and the second DC to DC converter converts the first DC power to a third DC power that is usable by the second electric component. In various embodiments, the power source further includes an alternating current (AC) input and a power factor correction (PFC) configured to convert the AC input to the first DC power. In various embodiments, the first electric component and the second electric component each include at least one of a light, a screen a switch, a control, or an outlet.

DETAILED DESCRIPTION

Disclosed herein is a power system architecture for powering a variety of electric components, or loads. In various embodiments, the power system architecture may be used in automobiles, aircraft, ships, trains, or other vehicles and/or systems. In various embodiments, an electric component may include lighting, screens, controls, motors, sensors, general electronics including charging devices and other devices and/or components that use electricity. In various embodiments, the power system architecture may be a drop in replacement for existing power system. In various embodiments, the power system architecture includes a power factor correction (PFC) unit that receives an input voltage and supplies an outputs a high voltage direct current (DC) voltage (e.g., 200 V). In various embodiments, the input voltage is an alternating current (AC) voltage (e.g., 115 V). In various embodiments, the input voltage is a DC voltage. In various embodiments, the DC input voltage may be a low voltage (e.g., 28 V). Generally, larger gauge wires are used to carry low voltage and high current power and smaller gauge wires are used to carry high voltage and low current power. The power system architecture, in various embodiments, uses smaller gauge wires throughout the system due to the high voltage DC power being distributed.

The power system architecture further includes a plurality of electric components, or electric loads, that are connected to the high voltage DC output of the PFC unit. In various embodiments, each electric component includes a DC/DC converter to convert the high voltage DC output of the PFC to the DC voltage used by the electric component. This simplifies the DC/DC converter, in various embodiments, and may reduce the use of cooling fins and other components. That is, in various embodiments, the smaller DC/DC converters may be air cooled. Furthermore, the heat from each DC/DC converter is, in various embodiments, distributed throughout the power system architecture instead of being located in a single location.

Furthermore, and in various embodiments, the stand alone PFC reduces the chance of failure in the power architecture system. That is, the PFC provides a high voltage conversion of AC to DC power and a power factor correction to improve the efficiency of the power distribution. However, should the PFC fail, the power will continue to be converted from AC to DC but without the power factor correction, resulting in a system that is less efficient but still functional.

Generally, power distribution systems may be categorized into three different architectures. The first architecture includes a single combined PFC and AC/DC converter with a low voltage output that uses heavy, large gauge wires for DC power distribution. If the single combined PFC and AC/DC converter fails, the entire system ceases to function. The second architecture uses multiple combined PFC and AC/DC converters that each power a limited number of electric components. Should one of the combined PFC and AC/DC converters fail, the few connected electric components fail, allowing electric components connected to other PFCs to remain functional. This avoids a failure mode where all electric components fail. The third architecture uses an AC power source connected to each electric component using lighter, low gauge wires and each electric component includes an AC/DC converter. This increases complexity and cost for each AC/DC converter. The power system architecture described herein provides an improved power distribution system by reducing the impact of points of failure, using less expensive and lighter components (e.g., lower gauge wires), and, in various embodiments, a more reliable stand alone PFC. Furthermore, in various embodiments, the input voltage to the power system architecture described herein may be a DC voltage, either a low voltage (e.g., 28 V) or a high voltage (e.g., 200 V) input. Accordingly, the power system architecture described herein is backwards compatible with current aircraft and forward compatible for future electric aircraft.

Referring now toFIG.1, an aircraft100and various sections within the aircraft is illustrated, in accordance with various embodiments. Aircraft100is an example of a passenger or transport vehicle in which electric devices may be used in accordance with various embodiments. In various embodiments, aircraft100has a starboard wing102and a port wing104, each of which is attached to a fuselage106. In various embodiments, aircraft100also includes a starboard engine108connected to starboard wing102and a port engine110connected to port wing104. In various embodiments, aircraft100also includes a starboard horizontal stabilizer112, a port horizontal stabilizer114, and a vertical stabilizer116. In various embodiments, aircraft100also includes various cabin sections, including, for example, a first cabin section118, a second cabin section120, a third cabin section122, and a pilot cabin124. In various embodiments, aircraft100may include a front lavatory126and/or a rear lavatory128.

Referring now toFIG.2, a cabin200of an aircraft (e.g., aircraft100) is illustrated, in accordance with various embodiments. Cabin200may be an example of first cabin section118, second cabin section120, and/or third cabin section122. Cabin200includes a floor202, one or more rows of seats204mounted to floor202, a fuselage206surrounding cabin200to form outer walls and ceiling of cabin200, and overhead bins216that are mounted to fuselage206. Cabin200further includes passenger service units (PSUs)210that are mounted underneath overhead bins216and above one or more passenger seats204. In various embodiments, PSUs210may include one or more air outlets, one or more reading lights, and a call button, among others. Each of the one or more reading lights may receive power from aircraft100.

Referring now toFIGS.3A-3C, illustrated are a passenger service unit (PSU)400, a PSU430, and a PSU460that may be used in an aircraft cabin (e.g., cabin200), in accordance with various embodiments.FIG.3Aillustrates PSU300above two passenger seats304, PSU300including two passenger air outlets308and two reading lights310. Reading lights310receive electric power from aircraft100(e.g., cabin200). In various embodiments, the electric power for reading lights310may be run through PSU300. That is, PSU300includes electric power cables to connect to reading lights310, to adjacent PSUs300, and/or a power source. In various embodiments, the electric power cables may run above PSU300(e.g., between PSU300and overhead storage bins).

FIG.3Billustrates PSU330including a body332that includes three passenger air outlets334, three passenger reading lights336, and three call buttons338. In various embodiments, PSU450may be installed above a three seat aisle in an aircraft. Reading lights336receive electric power from aircraft100(e.g., cabin200). In various embodiments, the electric power for reading lights336may be run through PSU330. That is, PSU330includes electric power cables to connect to reading lights336, to adjacent PSUs330, and/or a power source. In various embodiments, the electric power cables may run above PSU330(e.g., between PSU330and overhead storage bins).

FIG.3Cillustrates PSU360. In various embodiments, PSU360may include a row of three adjacent aircraft passenger cabin gaspers362. In various embodiments, the gaspers362are configured for blowing air towards the passengers, sitting on the passenger seats below the PSU360. In various embodiments, electrical switches364are provided next to reading lights366. In various embodiments, each electrical switch of the electrical switches364is configured for switching an adjacent and associated reading light of reading lights366, which is arranged next to the electrical switches364on the side opposite to the gaspers362. In various embodiments, a switch364may be a call button368for triggering a signal for calling flight attendant or other personnel. Reading lights366, switches364, and call button368receive electric power from aircraft100(e.g., cabin200). In various embodiments, the electric power for reading lights366, switches364, and call button368may be run through PSU360. That is, PSU360includes electric power cables to connect to reading lights366, switches364, and call button368, to adjacent PSUs360, and/or a power source. In various embodiments, the electric power cables may run above PSU360(e.g., between PSU360and overhead storage bins).

Referring now toFIG.4, a passenger seat including an infotainment system is illustrated, in accordance with various embodiments. In various embodiments, passenger seat400, such as passenger seats204described above inFIG.2, includes a seat back402with a seat assembly403onto which an infotainment system406may be located. In various embodiments, infotainment system406is disposed proximate a latch408. “Proximate” as disclosed herein refers to being spaced apart from, in accordance with various embodiments. Latch408may be configured to release a tray410, in accordance with various embodiments. In this regard, latch408may retain tray410in a closed state in response to latch408being in a first position, as illustrated. In various embodiments, by rotating latch408, tray410may be released and transition into an open state. Although illustrated as being configured to rotate, latch408is not limited in this regard. For example, latch408could include a push release, an automated release, or the like. Infotainment system406may receive electric power from aircraft100(e.g., cabin200). In various embodiments, electric power cables may run through passenger seat400and into the floor of the cabin (e.g., floor202of cabin200) to be connected to a power source. In various embodiments, the electric power cables may be electrically connected to an adjacent passenger seat400.

Referring now toFIG.5, a power system architecture500is illustrated, in accordance with various embodiments. Power system architecture500, also referred to as a power distribution system, may be used in automobiles, trucks, airplanes, and ships, among others. Power system architecture500includes a power factor correction (PFC)502that receives an alternating current (AC) voltage input (Vin)504and outputs a direct current (DC) voltage output (Vout)506. PFC502converts AC Vin504to a power factor corrected DC Vout506. That is, PFC502both converts AC Vin504to DC Vout506and applies a power factor correction to improve the efficiency of power system architecture500. Vehicles typically include an AC power generator engines and alternators, such as those used in automobiles, airplanes, and ships, among others, while electronics and other components within the vehicle typically use DC power. Therefore, PFC502may be designed to receive AC Vin504as a power input and output a first voltage that is a power corrected DC Vout506. That is, PFC502compensates for lagging current in AC Vin504so that the output voltage, DC Vout506, is as close to unity as possible. In other words, PFC502improves the efficiency of power system architecture500. In various embodiments, AC Vin504may be about 100 VAC to about 250 VAC, and more specifically, about 115 VAC to about 240 VAC. In various embodiments, the first voltage may be about 24 VDC to about 350 VDC, or higher. In various embodiments, the first voltage may be considered a high voltage of about 200 VDC to about 300 VDC.

Power system architecture500further includes a first load510, a second load512, a third load514, and a fourth load516, collectively referred to as loads510-516, that are connected to PFC502by electric wires530. Loads510-516may be electrically driven components such as lights, screens, switches, controls, or outlets, among others. Each load510-516may be designed to operate at a second voltage. In various embodiments, the second voltage may be lower than the first voltage. In various embodiments, the second voltage may be about 24 VDC to about 72 VDC, and more specifically, about 28 VDC to about 56 VDC, though other ranges are possible depending on the design of the load (e.g., first load510). Accordingly, each load510-516includes a DC/DC converter.

First load510includes a first DC/DC converter520that converts the first voltage of DC Vout506to the second voltage used by first load510. Second load512includes a second DC/DC converter522that converts the first voltage of DC Vout506to the second voltage used by second load512. Third load514includes a third DC/DC converter524that converts the first voltage of DC Vout506to the second voltage used by third load514. Fourth load516includes a fourth DC/DC converter526that converts the first voltage of DC Vout506to the second voltage used by fourth load516. Power system architecture may, in various embodiments, include more loads, including DC/DC converters, than are illustrated inFIG.5.

Electric wire530connects PFC502to each load510-516. In various embodiments, electric wires530may be 18 gauge wire or 14 gauge wire, among others. Typically, the smaller 18 gauge wire may be used for transmitting AC power (e.g., 115 V) and larger 14 gauge wire may be used for transmitting low voltage DC power (e.g., 28 V). The 18 gauge wire is suitable for high voltage and low current AC transmission while the 14 gauge wire is suitable for the low voltage and high current DC transmission. By transmitting high voltage, low current DC power, as described herein, power system architecture500may, in various embodiments, utilize existing wiring in the vehicle.

By using a single PFC (e.g., PFC502) and each load510-516including a DC/DC convert520-526, power system architecture500is able to be, in various embodiments, cheaper, lower weight, have better performance, and lower electromagnetic interference (EMI) than other conventional system. Various conventional power distribution systems may include one, or more, central power supplies including a PFC and DC/DC convertor to output a low voltage (e.g., 28 V) for use in the vehicle. In such systems, the DC/DC converter is the larger component being about 70% of the power supply. Furthermore, the larger DC/DC converter generates substantial heat and therefore uses active cooling mechanisms to remove the heat. In various other conventional power distribution systems, a high voltage AC power is provided to each load and each load includes a PFC and DC/DC converter. This results in physically larger loads (i.e., components) and higher cost. In contrast, power system architecture500includes PFC502, which is central, without a DC/DC converter resulting in a size decrease of about 70%. Furthermore, each load510-516includes DC/DC converters520-526that are smaller. The smaller and distributed DC/DC converters520-526distribute heat generation throughout the vehicle, resulting in less active cooling being used.

Additionally, the loads510-516described herein are smaller than conventional electric components that are used in systems that distribute AC power. As mentioned above, this is due to using a smaller DC/DC converter without a PFC in load510-516. Furthermore, this allows load510-516to be used in existing vehicles that generate AC power, in conjunction with power system architecture, as well as in existing vehicles that generate DC power. This reduces the part count for manufacturers as well as replacement part counts for end users as the same component (e.g., load510-516) may be used across different vehicles.

Power system architecture500further reduces points of failure and removes failure modes in which all electric components (e.g., loads510-516) cease to function. Specifically, PFC502may include a bridge rectifier that converts AC Vin504to DC Vout506in addition to the power factor correction circuitry. When functioning properly, PFC502is able to output a first voltage (e.g., 200 VDC) and a first current. In a failure mode, PFC502may output a second voltage (e.g., 160 VDC) that is less than the first voltage and a second current that is greater than the first current. However, each load510-516is able to continue operating as DC/DC converter520-526are able to convert the lower second voltage to the voltage used by the respective load.

Referring now toFIG.6, a power system architecture600is illustrated, in accordance with various embodiments. Power system architecture600includes similar components to those described above inFIG.5including a first load610, a second load612, a third load614, a fourth load616, a first DC/DC converter620, a second DC/DC converter622, a third DC/DC converter624, and a fourth DC/DC converter626. Power system architecture600further includes a DC voltage input (Vin)604. DC Vin602is a third voltage. In various embodiments, the third voltage may be a high voltage of about 100 VDC to about 350 VDC, and more specifically about 150 VDC to about 250 VDC. In various embodiments, the third voltage may be a low voltage of about 15 VDC to about 72 VDC, and more specifically, about 24 VDC to about 48 VDC.

Loads610-616may be the same as loads510-516so that load510-516may be used in power system architecture500as well as power system architecture600. Furthermore, loads610-616may be used in systems where the third voltage (i.e., DC Vin604) is a high voltage as well as systems where the third voltage (i.e., DC Vin604) is a low voltage. Accordingly, in various embodiments, a single electric light (e.g., load510) may be used in vehicles utilizing power system architecture500or in systems utilizing power system architecture600.

Finally, it should be understood that any of the above-described concepts can be used alone or in combination with any or all of the other above-described concepts. Although various embodiments have been disclosed and described, one of ordinary skill in this art would recognize that certain modifications would come within the scope of this disclosure. Accordingly, the description is not intended to be exhaustive or to limit the principles described or illustrated herein to any precise form. Many modifications and variations are possible in light of the above teaching.