Abstract:
One embodiment of the present disclosure is a unique aircraft. Another embodiment is a unique system for supplying electrical power to an aircraft electrical load during flight operations. Other embodiments include apparatuses, systems, devices, hardware, methods, and combinations for fluid driven actuation systems.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
       [0001]    This application claims priority to U.S. Provisional Patent Application No. 61/774,966 filed Mar. 8, 2013, the contents of which are hereby incorporated in their entirety. 
     
    
     FIELD OF THE DISCLOSURE 
       [0002]    The present disclosure relates to aircraft, and more particularly, to aircraft and systems for supplying electrical power to an aircraft electrical load. 
       BACKGROUND 
       [0003]    Aircraft and systems for supplying electrical power to aircraft electrical loads remain an area of interest. Some existing systems have various shortcomings, drawbacks, and disadvantages relative to certain applications. Accordingly, there remains a need for further contributions in this area of technology. 
       SUMMARY 
       [0004]    One embodiment of the present disclosure is a unique aircraft. Another embodiment is a unique system for supplying electrical power to an aircraft electrical load during flight operations. Other embodiments include apparatuses, systems, devices, hardware, methods, and combinations for fluid driven actuation systems. Further embodiments, forms, features, aspects, benefits, and advantages of the present application will become apparent from the description and figures provided herewith. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0005]    The description herein makes reference to the accompanying drawings wherein like reference numerals refer to like parts throughout the several views, and wherein: 
           [0006]      FIG. 1  illustrates some aspects of a non-limiting example of an aircraft in accordance with an embodiment of the present disclosure. 
           [0007]      FIG. 2  schematically illustrates some aspects of a non-limiting example of a system for supplying electrical power to an aircraft electrical load during flight operations of an aircraft in accordance with an embodiment of the present disclosure. 
           [0008]      FIG. 3  schematically illustrates a sectional view of some aspects of a non-limiting example of a conduit and a conductor in accordance with an embodiment of the present disclosure. 
       
    
    
     DETAILED DESCRIPTION 
       [0009]    For purposes of promoting an understanding of the principles of the disclosure, reference will now be made to the embodiments illustrated in the drawings, and specific language will be used to describe the same. It will nonetheless be understood that no limitation of the scope of the disclosure is intended by the illustration and description of certain embodiments of the disclosure. In addition, any alterations and/or modifications of the illustrated and/or described embodiment(s) are contemplated as being within the scope of the present disclosure. Further, any other applications of the principles of the disclosure, as illustrated and/or described herein, as would normally occur to one skilled in the art to which the disclosure pertains, are contemplated as being within the scope of the present disclosure. 
         [0010]    Referring to  FIG. 1 , there are illustrated some aspects of a non-limiting example of a vehicle  10  in accordance with an embodiment of the present disclosure. In one form, vehicle  10  is an aircraft, referred to herein as aircraft  10 . In one form, aircraft  10  includes a fuselage  12 , wings  14 , an empennage  16 , propulsion engines  18  and an aircraft electrical load  20 . Wings  14  and empennage  16  are coupled to fuselage  12 . In one form, aircraft  10  is a twin engine aircraft. In one form, engines  18  are turbofan engines. In other embodiments, engines  18  may be turboprop engines, turboshaft engines, turbojet engines, hybrid engines, or any other type of engine. In one form, engines  18  are coupled to wings  14 . In other embodiments, engines  18  may be coupled to any one or more aircraft  10  structures, e.g., including fuselage  12  and/or empennage  16 . 
         [0011]    In one form, aircraft  10  is a fixed-wing aircraft. In other embodiments, aircraft  10  may be any type of aircraft, e.g., including and without limitation, a rotary-wing aircraft, a combination rotary-wing/fixed-wing aircraft, a tilt-rotor aircraft, and/or a tilt-wing aircraft, and may be manned or autonomous. In various embodiments, aircraft  10  may have a single main propulsion engine or a plurality of main propulsion engines. In addition, in various embodiments, aircraft  10  may employ any number of wings  14 . Empennage  16  may employ a single or multiple flight control surfaces. 
         [0012]    Electrical load  20  is associated with aircraft  10  during flight operations. In one form, electrical load  20  includes one or more high energy devices, such as directed energy weapon systems, e.g., a high power laser system, a high power microwave system and/or a high power millimeter wave system. In other embodiments, electrical load  20  may be any electrical load associated with aircraft  10 , e.g., including flight computer systems, navigation and communication systems, radar systems and other hazard detection/avoidance systems, flight control surface positioning systems, landing gear systems, cabin environmental control systems, or any electrical system employed by aircraft  10  during flight operations. 
         [0013]    Referring to  FIGS. 2 and 3 , some aspects of a non-limiting example of a system  30  for supplying power to electrical load  20  during flight operations of aircraft  10  in accordance with an embodiment of the present disclosure are schematically illustrated. Conventional aircraft electrical systems deliver power from the generator at 270V or less. For larger power systems, e.g., 500 kW and above, the cable (conductor) sizes required to carry the power at 270V become undesirably larger and heavier relative to smaller power systems. Hence, it is desirable to operate some parts of the power system at higher voltages. However, the transmission of electric power on aircraft is typically limited to approximately 270V due to breakdown of known electrical cable insulation. Voltages above 270V may result in corona effects, e.g., electrical discharge through the sheath or cable insulation, in some ambient conditions, e.g., lower altitudes. System  30  is configured to supply electrical power at voltages greater than 270V. 
         [0014]    System  30  includes a generator  32  driven by an engine  34 ; a voltage reducer  36 ; a plurality of conductors  38 ; and a conduit system  40 . System  30  is configured to generate electrical power for electrical load  20  during flight operations of aircraft  10 . 
         [0015]    Generator  32  is mechanically coupled to engine  34 . Generator  32  is configured to generate electrical power for electrical load  20 . In one form, generator  32  is a synchronous generator. In other embodiments, generator  32  may be any electrical power generating machine configured to convert mechanical power into electrical power in AC and/or DC form. 
         [0016]    Engine  34  is coupled to generator  32 , and is configured to supply mechanical power to generator  32  for conversion by generator  32  to electrical power. In one form, engine  34  is one or more propulsion engines for aircraft  10 , e.g., one or more engines  18 . In other embodiments, engine  34  may be any engine installed in or on aircraft  10 . In one form, engine  34  is a gas turbine engine. In other embodiments, engine  34  may be any other type of engine. 
         [0017]    Voltage reducer  36  is electrically coupled between conductors  38  and electrical load  20 . Voltage reducer  36  is configured to reduce the voltage of the electrical power output of generator  32  to a voltage level suitable for use by electrical load  20 . In one form, voltage reducer  36  is a transformer. In other embodiments, voltage reducer  36  may be another type of voltage reducer, e.g., a voltage divider. In still other embodiments, voltage reducer  36  may take one or more other forms in addition to or in place of a transformer and/or a voltage divider. Yet other embodiments may not include a voltage reducer such as voltage reducer  36 . 
         [0018]    Conductors  38  are electrically disposed between generator  32  and voltage reducer  36 . Conductors  38  are configured to conduct electrical power between generator  32  and electrical load  20 . In one form, conductors  38  are configured to conduct electrical power between generator  32  and electrical load  20  via voltage reducer  36 . In other embodiments, conductors  38  may be directly coupled to electrical load  20 . In some instances, voltage reducer  36  may be positioned some distance from generator  32 , e.g., adjacent to electrical load  20 , and hence, the length of conductors  38  may vary with the needs of the application. 
         [0019]    In one form, conductors  38  are copper conductors. In other embodiments, conductors  38  may be formed of other materials in addition to or in place of copper. In one form, each conductor  38  includes an insulator  42 , e.g., one or more layers of conventional wire insulation configured for aircraft service. In other embodiments, other types of insulators may be employed, or none may be employed. In one form, two conductors  38  are employed as input and output conductors. The number of conductors  38  may vary with the needs of the particular application. Other embodiments may employ more than two or less than two conductors. 
         [0020]    Conduit system  40  includes a dielectric gas  44  disposed within conduits  46 . Conduits  46  are configured to house conductors  38 . In addition, conduits  46  are configured to envelope conductors  38  in one or more layers of dielectric gas  44  in order to insulate conductors  38  with dielectric gas  44 . By enveloping conductors  38  in one or more layers of a dielectric gas  44 , system  30  allows the transmission of electrical power at higher voltages in or on aircraft  10  via conductors  38  than may be transmitted otherwise, e.g., via conventional insulation alone. By using a higher voltage, the size and weight of conductors  38  may be reduced relative to conductors that operate at lower voltages. In various embodiments, all or portions of generator  32  and/or voltage reducer  36  may be enveloped in dielectric gas  44 . In one form, conduit system  40  includes one conduit  46  per conductor  38 . In other embodiments, more than one conductor may be disposed in each conduit  46 . In still other embodiments, multiple conduits  46  may be employed per conductor  38 , e.g., arranged coaxially as one potential means for enveloping conductors  38  in more than one layer of dielectric gas  44 . In other embodiments, multiple layers of dielectric gas  44  may be achieved, for example and without limitation, by coaxially disposing one or more tubes (not shown) around conductor  38 , within conduit  46 , wherein each tube is spaced apart radially from an adjacent tube, conductor  38  or conduit  46  to form coaxial layers of dielectric gas surrounding conductor  38 . Standoffs (not shown) may be employed to maintain radial spacing between the tubes, conductor  38  and conduit  46 . The standoffs and tubes may be formed of non-conducting materials. In various embodiments, conduits  46  are sealed to prevent leakage of dielectric gas  44 . 
         [0021]    In one form, a cooling system  48  is employed to cool conductors  38 . In particular, cooling system  48  is configured to distribute dielectric gas through conduits  46  to cool conductors  38 . In one form, cooling system  48  is also configured to cool part or all of one or both of generator  32  and voltage reducer  36  by distributing dielectric gas therethrough. In one form, cooling system  48  is a refrigeration system, e.g., a vapor compression refrigeration system, wherein dielectric gas  44  is a refrigerant vapor, and wherein conduits  46  form return lines in the refrigeration system. In other embodiments, cooling system  48  and dielectric gas  44  may take other forms, for example, a heat exchange system that circulates dielectric gas  44  in the form of a refrigerant vapor or another gas or vapor. Still other embodiments may not employ a cooling system to circulate dielectric gas  44 . 
         [0022]    Embodiments of the present disclosure include an aircraft, comprising: a wing; a fuselage coupled to the wing; an engine coupled to at least one of the fuselage and the wing; an electrical load associated with the aircraft during flight operations; a generator coupled to the engine and configured to generate electrical power for the electrical load; a conductor electrically disposed between the electrical load and the generator; a conduit configured to house the conductor; and a dielectric gas disposed in the conduit; wherein the conduit is configured to envelop the conductor in the dielectric gas. 
         [0023]    In a refinement, the generator is at least partially enveloped within in the dielectric gas. 
         [0024]    In another refinement, the dielectric gas is a refrigerant vapor. 
         [0025]    In yet another refinement, the aircraft further comprises a refrigeration system and a refrigerant configured for use with the refrigeration system, wherein the dielectric gas is a refrigerant vapor. 
         [0026]    In still another refinement, the refrigeration system is configured to cool the generator. 
         [0027]    In yet still another refinement, the generator is at least partially enveloped within the refrigerant vapor 
         [0028]    In a further refinement, the aircraft further comprises a voltage reducer electrically coupled between the conductor and the electrical load, wherein the voltage reducer is enveloped within the refrigerant vapor; and wherein the refrigeration system is configured to cool the voltage reducer. 
         [0029]    In a yet further refinement, the refrigeration system is configured to cool the conductor. 
         [0030]    In a still further refinement, the aircraft further comprises a voltage reducer electrically coupled between the conductor and the electrical load, wherein the voltage reducer is enveloped within the dielectric gas. 
         [0031]    In a yet still further refinement, the voltage reducer is a transformer. 
         [0032]    In another further refinement, the voltage reducer is a voltage divider. 
         [0033]    In yet another further refinement, the generator is at least partially enveloped within the dielectric gas. 
         [0034]    In still another further refinement, the conduit is configured to envelop the conductor in at least one layer of dielectric gas. 
         [0035]    Embodiments of the present disclosure include a system for supplying power to an aircraft electrical load during flight operations of an aircraft, comprising: an engine mounted in or on the aircraft; a generator coupled to the engine and configured to generate electrical power for the aircraft electrical load during flight operations of the aircraft; a conductor electrically disposed between the aircraft electrical load and the generator; a conduit configured to house the conductor; and a dielectric gas disposed in the conduit; wherein the conduit is configured to at least partially envelop the conductor in at least one layer the dielectric gas. 
         [0036]    In a refinement, the system further comprises a voltage reducer electrically coupled between the conductor and the aircraft electrical load, wherein the voltage reducer is at least partially enveloped within the dielectric gas. 
         [0037]    In another refinement, the system further comprises a refrigeration system and a refrigerant, wherein the dielectric gas is a refrigerant vapor; and wherein the refrigeration system is configured to cool the generator and/or the conductor and/or the voltage reducer using the refrigerant vapor. 
         [0038]    In yet another refinement, the generator is at least partially enveloped within in the dielectric gas. 
         [0039]    In still another refinement, the system further comprises a refrigeration system and a refrigerant, wherein the dielectric gas is a refrigerant vapor; and wherein the refrigeration system is configured to cool the generator and/or the conductor using the refrigerant vapor. 
         [0040]    Embodiments of the present disclosure include an aircraft, comprising: an aircraft structure; an engine coupled to the aircraft structure; an electrical load associated with the aircraft during flight operations; a generator coupled to the engine and configured to generate electrical power for the electrical load during flight operations; a conductor electrically disposed between the electrical load and the generator; and means for insulating the conductor with a dielectric gas. 
         [0041]    In a refinement, the dielectric gas is a refrigerant vapor. 
         [0042]    While the disclosure has been described in connection with what is presently considered to be the most practical and preferred embodiment, it is to be understood that the disclosure is not to be limited to the disclosed embodiment(s), but on the contrary, is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims, which scope is to be accorded the broadest interpretation so as to encompass all such modifications and equivalent structures as permitted under the law. Furthermore it should be understood that while the use of the word preferable, preferably, or preferred in the description above indicates that feature so described may be more desirable, it nonetheless may not be necessary and any embodiment lacking the same may be contemplated as within the scope of the disclosure, that scope being defined by the claims that follow. In reading the claims it is intended that when words such as “a,” “an,” “at least one” and “at least a portion” are used, there is no intention to limit the claim to only one item unless specifically stated to the contrary in the claim. Further, when the language “at least a portion” and/or “a portion” is used the item may include a portion and/or the entire item unless specifically stated to the contrary.