Patent Description:
Many aircraft, including both fixed-wing and rotary aircraft, are equipped with one or more auxiliary power sources such as, for example, one or more auxiliary power units (APUs) or one or more relatively smaller micro power units (mPUs). Most APUs and mPUs function, among other things, to generate and supply electrical power to the aircraft electrical load without having to run the main engines or connecting to an external ground power system. This reduces main engine wear, and concomitantly main engine maintenance, and also provides the added benefit of lower operational fuel costs.

Currently, many aircraft are configured to allow external power source systems to supply electrical power to the aircraft. However, most aircraft are not configured to allow the APUs and/or mPUs to supply electrical power to loads that are external to the aircraft.

Hence, there is a need for a system and method that allows aircraft power sources to supply electrical power to loads that are external to the aircraft and for external power sources to supply electrical power to the aircraft. This disclosure addresses at least this need. Documents cited during prosecution include <CIT>, <CIT>; and <CIT>.

In one embodiment, an adaptive aircraft electrical power distribution system includes an aircraft power source, a power connector, an aircraft power distribution bus, and a bidirectional power controller. The aircraft power source is disposed within an aircraft and is operable to generate and supply electrical power. The power connector is mounted on a fuselage of the aircraft and adapted to connect to an external power cable to receive power from an external power source and to supply power to an external power load. The aircraft power distribution bus is disposed within the aircraft and operable to distribute electrical power to an aircraft electrical load. The bidirectional power controller is mounted in the aircraft and is electrically coupled to the aircraft power source, the aircraft power connector, and the aircraft power distribution bus. The bidirectional power controller is configured to: sense when the aircraft power source is generating and supplying electrical power, sense when electrical power is being supplied to the power connector from an external power source, and selectively couple at least one of the aircraft power source or the power connector to the aircraft power distribution system.

In another embodiment, an adaptive aircraft electrical power distribution system includes an engine generator, a power connector, an aircraft power distribution bus, and a bidirectional power controller. The engine generator is disposed within an aircraft and is operable to generate and supply electrical power. The power connector is mounted on a fuselage of the aircraft and adapted to connect to an external power cable to receive power from an external power source and to supply power to an external power load. The aircraft power distribution bus is disposed within the aircraft and is operable to distribute electrical power to an aircraft electrical load. The bidirectional power controller is mounted in the aircraft and is electrically coupled to the engine generator, the aircraft power connector, and the aircraft power distribution bus. The bidirectional power controller configured to: sense when the engine generator is generating and supplying electrical power, sense when electrical power is being supplied to the power connector from an external power source, electrically couple the engine generator to the power connector when (i) the engine generator is generating and supplying electrical power and (ii) electrical power is not being supplied to the power connector from an external power source, electrically couple the power connector to the aircraft power distribution system when (i) the engine generator is not generating and supplying electrical power and (ii) electrical power is being supplied to the power connector from an external power source, and electrically couple the power connector to the aircraft power distribution system when (i) the engine generator is generating and supplying electrical power and (ii) electrical power is simultaneously being supplied to the power connector from an external power source.

In yet another embodiment, an aircraft includes a fuselage, an engine generator, a power connector, an aircraft power distribution system, and a bidirectional power controller. The engine generator is disposed within the fuselage and is operable to generate and supply electrical power. The power connector is mounted on the fuselage of the aircraft and adapted to connect to an external power cable to receive power from an external power source and to supply power to an external power load. The aircraft power distribution bus is disposed within the fuselage and is operable to distribute electrical power to an aircraft electrical load. The bidirectional power controller is mounted within the fuselage and is electrically coupled to the engine generator, the aircraft power connector, and the aircraft power distribution bus. The bidirectional power controller configured to: sense when the engine generator is generating and supplying electrical power, sense when electrical power is being supplied to the power connector from an external power source, electrically couple the engine generator to the power connector when (i) the engine generator is generating and supplying electrical power and (ii) electrical power is not being supplied to the power connector from an external power source, electrically couple the power connector to the aircraft power distribution system when (i) the engine generator is not generating and supplying electrical power and (ii) electrical power is being supplied to the power connector from an external power source, and electrically couple the power connector to the aircraft power distribution system when (i) the engine generator is generating and supplying electrical power and (ii) electrical power is simultaneously being supplied to the power connector from an external power source.

Furthermore, other desirable features and characteristics of the adaptive aircraft electrical power distribution system will become apparent from the subsequent detailed description and the appended claims, taken in conjunction with the accompanying drawings and the preceding background.

Referring now to <FIG>, a functional block diagram of one embodiment of an adaptive aircraft electrical power distribution system <NUM> is depicted. The system <NUM> is disposed within an aircraft <NUM>, and more specifically within the fuselage <NUM> of the aircraft <NUM>, and includes an aircraft power source <NUM>, a power connector <NUM>, an aircraft power distribution bus <NUM>, and a bidirectional power controller <NUM>. The aircraft power source <NUM> is disposed within the fuselage and is operable to generate and supply electrical power. The aircraft power source <NUM> may be variously implemented. In the depicted embodiment it is implemented as an auxiliary power unit (APU) and its associated controls. In other embodiments, however, it may be implemented as any one of numerous other known power generators, such as a micro power unit (mPU).

The power connector <NUM> is mounted on, and extends through, the fuselage <NUM> of the aircraft <NUM>. The power connector <NUM> is adapted to connect to an external power cable <NUM>. As will be described momentarily, the power cable <NUM> may receive power from an external power source <NUM> (see <FIG>) or supply power to one or more external power loads <NUM> (see <FIG>).

The aircraft power distribution bus <NUM> is operable to distribute electrical power to the aircraft electrical load based on aircraft system demand. The electrical load may fluctuate depending, for example, on which aircraft systems are being powered. Some examples of aircraft power systems include, but are not limited to, the aircraft avionics <NUM>, at least portions of the aircraft environmental control system <NUM>, and other non-illustrated electrical systems. In the depicted embodiment, the aircraft power distribution bus <NUM> is a <NUM> VDC power distribution bus, which is standard for most aircraft electrical generation systems. However, the system described herein allows for both AC or DC buses, as needed or desired by the end application.

The bidirectional power controller <NUM> is mounted in the aircraft <NUM> and is electrically coupled to the aircraft power source <NUM>, the aircraft power connector <NUM>, and the aircraft power distribution bus <NUM>. The bidirectional power controller <NUM> is configured to sense when the aircraft power source <NUM> is generating and supplying electrical power, and sense when electrical power is being supplied to the power connector <NUM> from an external power source <NUM>. The bidirectional power controller <NUM> is also configured to selectively couple at least one of the aircraft power source <NUM> or the power connector <NUM> to the aircraft power distribution system <NUM>.

Generally, though not always, the bidirectional controller <NUM> will electrically couple the power connector <NUM> to the aircraft power distribution system <NUM> when electrical power is being supplied to the power connector <NUM> from an external power source <NUM>, and electrically couple the aircraft power source <NUM> to the aircraft power distribution system <NUM> when the aircraft power source <NUM> is generating and supplying electrical power. More specifically, as depicted in <FIG>, the bidirectional power controller <NUM> is configured to electrically couple the power connector <NUM> to the aircraft power distribution system <NUM> when electrical power is being supplied to the power connector <NUM> from an external power source <NUM> and the aircraft power source <NUM> is not generating and supplying electrical power. And, as depicted in <FIG>, the bidirectional power controller <NUM> is configured to electrically couple the aircraft power source <NUM> to the aircraft power distribution system <NUM> when the aircraft power source <NUM> is generating and supplying electrical power and electrical power is not being supplied to the power connector <NUM> from an external power source <NUM>, but may instead be supplied to the one or more external power loads <NUM>. Moreover, as <FIG> further depicts, the bidirectional power controller <NUM> is configured to electrically couple the power connector <NUM> to the aircraft power distribution system <NUM> when the aircraft power source <NUM> is generating and supplying electrical power and electrical power is simultaneously being supplied to the power connector <NUM> from an external power source <NUM>.

To implement the above-described functionality, it is seen in <FIG> that the bidirectional power controller <NUM> includes at least an aircraft power sensor <NUM>, and external power sensor <NUM>, a first controllable switch <NUM>, a second controllable switch <NUM>, and a processor <NUM>, all of which are preferably (but not necessarily) disposed within a common housing <NUM>. The aircraft power sensor <NUM> is electrically coupled to the output of the aircraft power source <NUM> and is in operable communication with the processor <NUM>. The aircraft power sensor <NUM> is operable to sense when the aircraft power source <NUM> is generating and supplying electrical power and to at least supply a signal representative thereof to processor <NUM>. The external power sensor <NUM> is electrically coupled to the power connector <NUM> and is also in operable communication with the processor <NUM>. The external power sensor <NUM> is operable to sense when electrical power is being supplied to the power connector <NUM> from an external power source <NUM> and to at least supply a signal representative thereof to processor <NUM>. It will be appreciated that the aircraft power sensor <NUM> and the external power sensor <NUM> may be implemented using any one of numerous known electrical power sensors, which may measure one or more electric power characteristics, such as voltage, current, and power. Some examples of known power sensors include Hall Effect sensors, inductive sensors, and direct measurement sensors, just to name a few.

The first and second controllable switches <NUM>, <NUM> are each in operable communication with the processor <NUM> and are each responsive to switch commands supplied from the processor <NUM> to move between an open position and a closed position. It will be appreciated that the first and second controllable switches <NUM>, <NUM> may be implemented using anyone of numerous known command-responsive switching devices. Some non-limiting examples include any one of numerous types of semiconductor switches, optical switches, and electromechanical switches (e.g., relays).

No matter the specific type of switches used, the first controllable switch <NUM> is electrically coupled between the aircraft power source <NUM> and the aircraft power distribution system <NUM>, and the second controllable switch <NUM> is electrically coupled between the power connector <NUM> and the aircraft power distribution system <NUM>. Thus, when the first controllable switch <NUM> is in the open position, the aircraft power source <NUM> is electrically disconnected from the aircraft power distribution system <NUM>. Conversely, when the first controllable switch <NUM> is in the closed position, the aircraft power source <NUM> is electrically coupled to the aircraft power distribution system <NUM>. Similarly, when the second controllable switch <NUM> is in the open position, the power connector <NUM> is electrically disconnected from the aircraft power distribution system <NUM>. Conversely, when the second controllable switch <NUM> is in the closed position, the power connector <NUM> is electrically coupled to the aircraft power distribution system <NUM>.

The processor <NUM>, as noted above, is in operable communication with the aircraft power sensor <NUM>, the external power sensor <NUM>, the first controllable switch <NUM>, and the second controllable switch <NUM>. The processor <NUM> is configured to be responsive to the signals supplied from the aircraft power sensor <NUM> and the external power sensor <NUM> to command either or both of the first and second controllable switches <NUM>, <NUM> to the open or closed positions, to thereby the selectively couple either the aircraft power source <NUM> or the power connector <NUM> to the aircraft power distribution system <NUM>. For example, and as noted above, when the aircraft power sensor <NUM> and the external power sensor <NUM> supply signals indicating that electrical power is being supplied to the power connector <NUM> from an external power source <NUM> and that the aircraft power source <NUM> is not generating and supplying electrical power, the processor <NUM> will command the first controllable switch <NUM> to its open position and the second controllable switch <NUM> to its closed position (<FIG>). When the aircraft power sensor <NUM> and the external power sensor <NUM> supply signals indicating that the aircraft power source <NUM> is generating and supplying electrical power and electrical power is not being supplied to the power connector <NUM> from an external power source <NUM>, the processor <NUM> will command the first controllable switch <NUM> to its closed position and the second controllable switch <NUM> to its closed position (<FIG>). And when the aircraft power sensor <NUM> and the external power sensor <NUM> supply signals indicating that the aircraft power source <NUM> is generating and supplying electrical power and electrical power is simultaneously being supplied to the power connector <NUM> from an external power source <NUM>, the processor <NUM> will command the first controllable switch <NUM> to its open position and the second controllable switch <NUM> to its closed position (<FIG>). This latter functionality ensures that power from the external power source <NUM> takes priority over the aircraft power source <NUM> when both are supplying electrical power to the aircraft <NUM>.

It will be appreciated that the processor <NUM> may be any custom-made or commercially available processor, a central processing unit (CPU), a graphics processing unit (GPU), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), an auxiliary processor among several processors associated with the controller, a semiconductor-based microprocessor (in the form of a microchip or chip set), any combination thereof, or generally any device for executing instructions.

Before proceeding further, it is noted that the depicted bidirectional power controller <NUM> also includes a load power sensor <NUM>. This sensor <NUM>, when included, is electrically coupled between the power connector <NUM> and the aircraft power distribution system <NUM>, and is operable to sense the power being supplied from the aircraft power source <NUM> to any external power loads <NUM>. The load power sensor <NUM> is also in operable communication with the processor <NUM> and supplies a signal to the processor <NUM> that is representative of the power being supplied to any external power loads <NUM>.

The functionality of the bidirectional power controller <NUM> has thus far been described as implementing automatic control. It may be desirable, however, to provide the system <NUM> with manual control. In such cases, for example, the system <NUM> may additionally include a control switch <NUM>. The control switch <NUM>, when included, is preferably disposed remotely from the bidirectional power controller <NUM>, such as in the aircraft cockpit <NUM>, and is in operable communication with the bidirectional power controller <NUM>. The control switch <NUM> is movable to a first position, a second position, and a third position, which, at least in the depicted embodiment, correspond to Auto, External Power, and Internal Power, respectively.

In the first (or Auto) position, the bidirectional power controller <NUM> automatically operates, as described above, to couple at least one of aircraft power source <NUM> or the power connector <NUM> to the aircraft power distribution system <NUM>. In the second (or External Power) position, the bidirectional power controller <NUM> couples the power connector <NUM> to the aircraft power distribution system <NUM>. In the third (or Internal Power) position, the bidirectional power controller <NUM> couples the aircraft power source <NUM> to the aircraft power distribution system <NUM>.

The bidirectional power controller <NUM> may also, in some embodiments, include a wireless transceiver <NUM>. The wireless transceiver <NUM> may be part of the processor <NUM> itself, or it may be implemented as a separate device that is in operable communication with the processor <NUM>. Regardless, it is operable to allow the bidirectional power controller <NUM> to wirelessly connect with, and wirelessly communicate with, a remote device <NUM>, such as a smartphone, a tablet, or any one of numerous other hand-held devices. The wireless transceiver <NUM> could implement any one of numerous wireless communication protocols including, but not limited to, Bluetooth®, WiFi, or ZigBee.

In some embodiments, an application (or "app") may be downloaded to the remote device <NUM> allowing the remoted device <NUM> to communicate with, and potentially control, the bidirectional power controller <NUM> via a graphical user interface (GUI). The processor <NUM> and/or wireless transceiver <NUM> may also, in some embodiments, implement wireless communication encryption protocols and access control authentication methods. Some non-limiting examples of the authentication methods may include one or more of: a) something you have (e.g. smartphone), b) something you know (e.g. personal identification number, or PIN), and/or c) a personal characteristic of the user (e.g. biometric input such as a fingerprint). Including this capability could provide several benefits. Some benefits include preventing unauthorized access to the system <NUM>, allowing the connected application to measure and report the power being provided, providing power use limitations to protect the batteries <NUM> and the aircraft power source <NUM> should the loads become a problem, and providing a record of power connector usage (e.g., date, time, power used, peak power used, length of connection, users of the power, etc..

In still other embodiments, the app on the remote device <NUM> could allow the remote device <NUM> to transmit, via the wireless communication, various commands to the bidirectional power controller <NUM>. The commands could include commanding the bidirectional power controller <NUM> to selectively couple at least one of the aircraft power source <NUM> or the power connector <NUM> to the aircraft power distribution system <NUM>. The commands could also include, for example, commands to start and/or stop the aircraft power source <NUM>. This functionality could be implemented without any user authentication, or with user authentication and confirmation that one or more safety-related cross-checks have been satisfied. Some examples of these cross-checks include, but are not limited to, aircraft weight on wheels detected, aircraft ground speed is zero knots, aircraft position (e.g. latitude and longitude) is within a predetermined "safe-distance" to the authorized remote device <NUM>, and a safe-to-start interlock detected.

The app on the remote device <NUM> may also, in some embodiments, enable the remote device <NUM> to scan and read a unique identifier, such as a bar-code, QR code, etc., on the power cable <NUM>. Such functionality could be useful to control and record the power cable <NUM> being connected and help ensure that only approved power cables are connected to the power connector <NUM>. The scanning and reading functionality of unique identifiers may also enable the ability to "gate" the power to the power connector <NUM> aircraft. In some embodiments, the power cable <NUM> could be implemented with a "smart voltage convertor" to provide different voltages (e.g. <NUM> Vac, <NUM> Vdc, <NUM> Vdc, etc.).

In still other embodiments, the information transmitted from the bidirectional power controller <NUM> to the remote device <NUM> could include various operational parameters that could be selectively viewed by flight crew or maintenance personnel. Some non-limiting examples of the operational parameters include: adaptive aircraft power distribution system status, adaptive aircraft power distribution system health, adaptive aircraft power distribution system faults, power supplied to external loads, power supplied to the aircraft power distribution system, peak power used by the aircraft power distribution system, time that electrical power is being supplied to the power connector from an external power source, time that the aircraft power source is generating and supplying electrical power, and any other historical power usage information that can be used for analytics or maintenance.

The system described herein readily allows aircraft power sources to supply electrical power to loads that are external to the aircraft and for external power sources to supply electrical power to the aircraft. This allows aircraft electrical power sources to supply electrical power to, for example, ground mission systems, medical staging areas, troop encampments, and remote power cells, just to name a few. The system described herein also enables aircraft electrical power sources on one aircraft to supply electrical power to another aircraft that may have experienced a battery drain.

Techniques and technologies may be described herein in terms of functional and/or logical block components, and with reference to symbolic representations of operations, processing tasks, and functions that may be performed by various computing components or devices. Such operations, tasks, and functions are sometimes referred to as being computer-executed, computerized, software-implemented, or computer-implemented. In practice, one or more processor devices can carry out the described operations, tasks, and functions by manipulating electrical signals representing data bits at memory locations in the system memory, as well as other processing of signals. The memory locations where data bits are maintained are physical locations that have particular electrical, magnetic, optical, or organic properties corresponding to the data bits. It should be appreciated that the various block components shown in the figures may be realized by any number of hardware, software, and/or firmware components configured to perform the specified functions.

When implemented in software or firmware, various elements of the systems described herein are essentially the code segments or instructions that perform the various tasks. The program or code segments can be stored in a processor-readable medium or transmitted by a computer data signal embodied in a carrier wave over a transmission medium or communication path. The "computer-readable medium", "processor-readable medium", or "machine-readable medium" may include any medium that can store or transfer information. Examples of the processor-readable medium include an electronic circuit, a semiconductor memory device, a ROM, a flash memory, an erasable ROM (EROM), a floppy diskette, a CD-ROM, an optical disk, a hard disk, a fiber optic medium, a radio frequency (RF) link, or the like. The computer data signal may include any signal that can propagate over a transmission medium such as electronic network channels, optical fibers, air, electromagnetic paths, or RF links. The code segments may be downloaded via computer networks such as the Internet, an intranet, a LAN, or the like.

Some of the functional units described in this specification have been referred to as "modules" in order to more particularly emphasize their implementation independence. For example, functionality referred to herein as a module may be implemented wholly, or partially, as a hardware circuit comprising custom VLSI circuits or gate arrays, off-the-shelf semiconductors such as logic chips, transistors, or other discrete components. A module may also be implemented in programmable hardware devices such as field programmable gate arrays, programmable array logic, programmable logic devices, or the like. Modules may also be implemented in software for execution by various types of processors. An identified module of executable code may, for instance, comprise one or more physical or logical modules of computer instructions that may, for instance, be organized as an object, procedure, or function. Nevertheless, the executables of an identified module need not be physically located together, but may comprise disparate instructions stored in different locations that, when joined logically together, comprise the module and achieve the stated purpose for the module. Indeed, a module of executable code may be a single instruction, or many instructions, and may even be distributed over several different code segments, among different programs, and across several memory devices. Similarly, operational data may be embodied in any suitable form and organized within any suitable type of data structure. The operational data may be collected as a single data set, or may be distributed over different locations including over different storage devices, and may exist, at least partially, merely as electronic signals on a system or network.

Claim 1:
An adaptive aircraft electrical power distribution system (<NUM>), comprising:
an aircraft power source (<NUM>) configured to be disposed within an aircraft, the aircraft power source operable to generate and supply electrical power;
a power connector (<NUM>) configured to be mounted on a fuselage of the aircraft and adapted to connect to an external power cable (<NUM>) to receive power from an external power source (<NUM>) and to supply power to an external power load (<NUM>);
an aircraft power distribution bus (<NUM>) configured to be disposed within the aircraft and operable to distribute electrical power to an aircraft electrical load; and
a bidirectional power controller (<NUM>) configured to be mounted in the aircraft and electrically coupled to the aircraft power source, the aircraft power connector, and the aircraft power distribution bus, the bidirectional power controller configured to:
sense when the aircraft power source is generating and supplying electrical power,
sense when electrical power is being supplied to the power connector from the external power source, and
selectively couple at least one of the aircraft power source or the power connector to the aircraft power distribution system.