Patent Description:
Modern aircraft make use of many electric devices including, for example, electric motors, electronic sensors, computers, lights, and electronic displays. Each of these devices has its own power requirements. Some require alternating current while others require direct current. Additionally, the voltage, current, and power levels of different components differ. In order to provide power to each device on the aircraft requiring power, power distribution controllers are utilized. However, current power distribution controllers suffer from a number of disadvantages that adversely impact the customization of power delivery, the ease of assembly, and the weight. Therefore, it would be desirable to have a power distribution system that improves upon existing systems and addresses these and other problems.

<CIT>, in accordance with its abstract, states vehicles, systems, and methods for providing and directing first power, such as vehicle generator power, and alternate sources of power. A vehicle includes a power distribution grid that includes a plurality of power sources and a plurality of distributions buses configured to distribute power from the plurality of power sources. The plurality of power sources include an engine-driven power source is configured to provide first power where the first power has first power characteristics. The plurality of power sources also includes a plurality of engine-independent power sources including a first alternate power source configured to provide first alternate power. The first alternate power has first alternate power characteristics that are different than the first power characteristics. The plurality of engine-independent power sources also includes a second alternate power source configured to provide second alternate power. The second alternate power has second alternate power characteristics that are different from the first power characteristics and different from the first alternate power characteristics. The vehicle also includes a global controller that sends control signals to control generation of power by the engine-driven power source, the first alternate power source and the second alternate power source via the plurality of distribution buses responsive to power demand of the power distribution grid.

<CIT>, in accordance with its abstract, states a system includes a plurality of smart outlets and a backend system in wireless communication with the smart outlets. The smart outlets are configured to provide electrical power from an electrical system to respective power loads, and configured to measure power consumption characteristics thereof the respective power loads. The power consumption characteristics may include real power, apparent power or a combination thereof consumed by the respective power loads. The backend system may be configured to wirelessly receive the power consumption characteristics from the smart outlets for analysis in accordance with a power distribution schedule of the electrical system, and wirelessly transmit a command signal to one or more of the smart outlets in various instances response to the analysis. This command signal may instruct the respective one or more smart outlets to shed or restore power to respective power loads from the electrical system.

<CIT>, in accordance with its abstract, states power management systems, methods of managing power in a power system, and seat electronics boxes for passenger vehicles, including airplanes.

Claim <NUM> is directed towards an aircraft management system. Independent claim <NUM> is directed towards a method for controlling electrical power distribution in an aircraft. Independent claim <NUM> is directed towards a computer program for causing the aircraft management system to execute the method for controlling electrical power distribution in an aircraft. Independent claim <NUM> is directed towards a non-transitory computer-readable medium having the computer program stored therein.

There is described herein an aircraft management system, comprising: a data processing system comprising a processor and a memory; and a power distribution controller comprising a plurality of power distribution circuits that are each controlled by the power distribution controller to supply power to end component loads, the power distribution controller communicably coupled to the data processing system by a bus; wherein the power distribution controller is configured to control power generation by each of the plurality of power distribution circuits such that each of the plurality of power distribution circuits generates output power at an adjustable voltage level output to a respective one of the end component loads; wherein the power distribution controller is further configured to selectively distribute power such that a critical end component load is maintained at full power, and power to one or more non-critical end component loads is reduced when total power is insufficient to fully power all end component loads simultaneously; and wherein the power distribution controller is further configured to dynamically determine the critical end component load according to a current aircraft operation such as take-off, landing, or level flight.

Preferably, the power distribution controller is further configured to interrupt operation of an individual power distribution circuit of the plurality of power distribution circuits upon detecting a fault.

Preferably, the power distribution controller is further configured to shut down the individual power distribution circuit without interrupting the others of the plurality of power distribution circuits.

There is also described herein a method for controlling electrical power distribution in an aircraft, the method comprising: monitoring a power load on each of a plurality of end components; adjusting the power supplied to each of the plurality of end components according to the power load; and selectively distributing power to the plurality of end components such that a critical end component load is maintained at full power and power to one or more non-critical end component load is reduced when total power is insufficient to fully power all end component loads simultaneously; wherein the critical end component load is dynamically determined according to a current aircraft operation such as take-off, landing, or level flight.

Preferably, the method further comprises: interrupting an operation of an individual power distribution circuit upon detecting a fault in a corresponding one of the plurality of end components; optionally wherein the fault is determined according to: a sensed voltage level, a sensed current level, or a sensed power level of the corresponding one of the plurality of end components, or any combination thereof.

Preferably, the individual power distribution circuit is one of a plurality of power distribution circuits, wherein the method further comprises shutting down the individual power distribution circuit without interrupting other ones of the plurality of power distribution circuits.

The features and functions can be achieved independently in various examples of the present disclosure or may be combined in yet other examples in which further details can be seen with reference to the following description and drawings.

The novel features believed characteristic of the illustrative examples are set forth in the appended claims. The illustrative examples, however, as well as a preferred mode of use, further objectives and features thereof, will best be understood by reference to the following detailed description of an illustrative example of the present disclosure when read in conjunction with the accompanying drawings, wherein:.

The different illustrative examples recognize and take into account one or more different considerations. For example, the illustrative examples recognize and take into account that existing aircraft power distribution techniques and power management schemes are inefficient. The illustrative examples recognize and take into account that existing power distribution with an aircraft use disparate power devices (e.g., circuit breakers, filters, rectifiers, etc.) for integrating critical elements (i.e., component, unit, subsystem, system, etc.) within a vehicle management system (VMS) architecture. For example, the illustrative examples recognize and take into account that existing power distribution systems allocate worst case power to each critical element with a viewpoint to all or none functionality. Additionally, the illustrative examples recognize and take into account that existing power distribution solutions require several dedicated power lines from a power circuit breaker panel or solid state distribution unit to multiple devices within a given system or subsystem using fixed voltage/current settings. Furthermore, the illustrative examples recognize and take into account that this practice limits the ability of integrator opportunities to optimize distributive power during varying operational conditions (e.g., startup, take-off, cruise, landing, etc.) or to support partial system/subsystem functionality.

Additionally, the illustrative examples recognize and take into account that providing power to an end component over two parallel power distribution lines where each can supply full power in the event of interruption in the other line extends the life of the parallel power distribution lines.

Additionally, the illustrative examples recognize and take into account that existing power distribution schemes within aircraft use disparate power devices (e.g., circuit breakers, filter, rectifiers, etc.) for integrating critical elements (e.g., component, unit, subsystem, system, etc.) within a vehicle management system (VMS) architecture and that the use of disparate power devices negatively impacts time-sensitive management of safety critical elements. Thus, in some examples, the power distribution controller is integrated with the VMS to improve time sensitivity in management of safety critical elements.

Additionally, the illustrative examples recognize and take into account that it is beneficial to monitor sensed voltage and current levels, spikes in power, and interruptions in power and interrupt an individual power distribution circuit vie a settable circuit breaker upon detecting a sensed voltage, current, or power level indicative of a fault and to shut down individual power distribution circuits without interrupting operation of the remaining plurality of power distribution circuits.

Examples of the disclosure provide integration of the power distribution functionality within the VMS computing infrastructure, thereby providing improved power management capabilities. Examples of the disclosure support dynamic reconfiguration within the entire system/subsystem during time-sensitive startup or shutdown, various flight phases, fault conditions, and other conditional states. Dynamic reconfiguration, among other benefits, supports extending the life of the overall system and platform. Examples of the present disclosure reduce wiring and installation weight associated with power distribution lines, support hierarchical power management and shedding techniques, allow for optimal dynamic power allocation during various operational conditions, and provide solutions for reducing power-up latency times for time-sensitive functions. Additionally, examples of the present disclosure extend the useful life of the systems and platforms, improve fault detection and isolation related to distributive power, extends flight duration of battery-dependent platforms, and reduces the number of disparate power components (e.g., rectifiers, transformers, breakers, etc.) to clean up and manage power.

Examples of the present disclosure provide substantially optimized power distribution and power management, especially for all electrical and battery dependent platforms. Examples of the present disclosure also provide means for flight safety critical systems to support time-sensitive startup, recovery, shutdown, and fault conditions. Examples of the present disclosure reduce non-recurring, recurring, and life cycle costs as compared to prior art power distribution schemes by providing a common filtered power distribution system. Additionally, examples of the present disclosure improve sustainment capabilities with increased fault detection and isolation, improve platform system reliability with the use of power shedding techniques for extending the life of systems, reduces installation weight with a lower wire/cable count and reduced wire/cable lengths, optimizes power during varying operational conditions, and reduces wiring manufacturing recurring and non-recurring costs.

Various examples of the present disclosure provide dedicated clean power source(s) to send components, dynamic reconfiguration of power distribution during power optimization flight phases, dynamic reconfiguration of the power distribution during fault conditions, dynamic reconfiguration to support extending the life of the overall system and platform, and provide sequential power enablement to support hierarchical time sensitive layers/paths. Additionally, various examples of the present disclosure provide for partial functionality to end components rather than simply all or none as provided for by prior art systems.

Some benefits provided by one or more examples of the present disclosure include reduced power distribution complexity, allowing for optimal dynamic power allocation during various operational conditions, reduce power-up latency times for time-sensitive functions, extends the useful life of systems and platforms, and improved fault detection and isolation related to distributive power.

In contrast to prior art power distribution systems, the illustrative examples provide consolidated power distribution within the VMS computing architecture. Furthermore, the illustrative examples provide clean distributed power within the VMS, provide for cross-channel power management and shedding communications, and provide for dynamic reconfigurable electronic circuit breakers.

Referring now to the figures and, in particular, with reference to <FIG>, an illustration of an aircraft is depicted in which the illustrative examples described below may be implemented. In this illustrative example, aircraft <NUM> has wing <NUM> and wing <NUM> connected to body <NUM>. Aircraft <NUM> includes engine <NUM> connected to wing <NUM> and engine <NUM> connected to wing <NUM>.

Body <NUM> has tail section <NUM>. Horizontal stabilizer <NUM>, horizontal stabilizer <NUM>, and vertical stabilizer <NUM> are connected to tail section <NUM> of body <NUM>. Aircraft <NUM> is an example of an aircraft in which the disclosed enhanced autobrake system may be implemented.

As used herein, "a number of," when used with reference to items, means one or more items. For example, "a number of power distribution control units <NUM>" is one or more different types of power distribution control units <NUM>.

Further, the phrase "at least one of," when used with a list of items, means different combinations of one or more of the listed items may be used, and only one of each item in the list may be needed. In other words, "at least one of" means any combination of items and number of items may be used from the list, but not all of the items in the list are required. The item may be a particular object, a thing, or a category.

For example, without limitation, "at least one of item A, item B, or item C" may include item A, item A and item B, or item C. Of course, any combinations of these items may be present. In some illustrative examples, "at least one of" may be, for example, without limitation, two of item A; one of item B; and ten of item C; four of item B and seven of item C; or other suitable combinations.

This illustration of aircraft <NUM> is provided for purposes of illustrating one environment in which the different illustrative examples may be implemented. The illustration of aircraft <NUM> in <FIG> is not meant to imply architectural limitations as to the manner in which different illustrative examples may be implemented. For example, aircraft <NUM> is shown as a commercial passenger aircraft. The different illustrative examples may be applied to other types of aircraft, such as a private passenger aircraft, a rotorcraft, or other suitable types of aircraft.

Turning now to <FIG>, an illustration of an aircraft and its power distribution system is depicted in accordance with an illustrative example. Aircraft <NUM> is an example of an aircraft that may be implemented as aircraft <NUM> depicted in <FIG>. Aircraft <NUM> includes vehicle management system (VMS) <NUM>, a number of power sources <NUM>, a number of end component loads <NUM>, and a number of bundled power and communication lines <NUM>. In some examples, the power distribution lines are separate from the communication lines. In other examples, the power distribution is supplied over the communication lines such as via power over Ethernet. The number of power sources <NUM> may include a number of alternating current (AC) power sources <NUM>, a number of direct current (DC) power sources <NUM>, and a number of batteries <NUM>. A bundled cable is a compilation of numerous wires that are harnessed or lashed together to provide an easier and quicker installation. Bundled cable provides several advantages over trying to pull single loose wires and cables. For example, by binding the many wires and cables into a bundled cable harness, the wires and cables can be better secured against the adverse effects of vibrations, abrasions, moisture, and will extend the life of the cable. Furthermore, by combining the wires into a bundle, usage of space is optimized, and the risk of shorting out is decreased substantially. Since the installer has only a single pull of cable to install (as opposed to multiple wires), installation time is decreased dramatically.

The number of end component loads <NUM> may include flight deck instruments, breaking system components, motors to move the flaps on the wings, motors to extend and retract landing gear, as well as other components on aircraft <NUM> that require electrical power to function. End component loads <NUM> include critical end components <NUM> and non-critical end components <NUM>. Critical end components <NUM> may be any component that is necessary for the safe operation of aircraft <NUM> at a given time. The identification of end component loads <NUM> as critical end component <NUM> or non-critical end component <NUM> may vary with time and the particular operation of aircraft <NUM>. For example, one of end component loads <NUM> may be considered critical end component <NUM> during take-off, but may be considered non-critical end component <NUM> during level flight.

VMS <NUM> includes data processing system <NUM>, a number of communication units <NUM>, power distribution controller <NUM>, and communication bus <NUM> communicatively connecting data processing system <NUM>, the number of communication units <NUM>, and power distribution controller <NUM>. Data processing system <NUM> includes a number of processors <NUM>, memory <NUM>, and a number of storage units <NUM>. By integrating power distribution controller <NUM> with data processing system <NUM> within the VMS <NUM> via communication bus <NUM>, time-sensitive determinations regarding readjusting power distribution can be made more quickly than in prior art systems that lack integration of power distribution controller <NUM> with VMS <NUM>.

Power distribution controller <NUM> includes power distribution control system <NUM>, critical end component determiner <NUM>, and monitor <NUM>. Power distribution control system <NUM> includes a number of power distribution control units <NUM>. Each of power distribution control units <NUM> includes power distribution control circuit <NUM>, settable circuit breakers <NUM>, and parallel power distribution lines <NUM>. Power distribution control units <NUM> are controlled by power distribution controller <NUM>.

Power distribution control circuits <NUM> are each controlled by power distribution controller <NUM> to supply power to end component loads <NUM>. Power distribution controller <NUM> is communicably coupled to data processing system <NUM> by communication bus <NUM>. Communication bus <NUM> also coupled communication units <NUM> to power distribution controller <NUM> and to data processing system <NUM>. Power distribution controller <NUM> may also include controller processor <NUM> to perform power distribution control functions such as selective distribution of power <NUM>, selective shut down <NUM>, and monitor <NUM> that monitors end component loads <NUM>. Controller processor <NUM> includes critical end component determiner <NUM> to determine aircraft operation <NUM> and end component priority <NUM>.

Power distribution controller <NUM> is configured to control power generation by each of a plurality of power distribution control circuits <NUM> such that each of the plurality of power distribution control circuits <NUM> generates output power at adjustable voltage level <NUM> to a respective one of end component loads <NUM>. In some examples, each one of adjustable voltage level <NUM> is adjusted based on at least one of distance <NUM> to the respective one of end component loads <NUM>, changes in load <NUM> of the respective one of end component loads <NUM> over time <NUM>, and changes in load <NUM> of the respective one of end component loads <NUM> due to a variation of temperature <NUM> in the respective one of end component loads <NUM>. Power distribution controller <NUM> is also configured to interrupt <NUM> operation of an individual one of power distribution circuits <NUM> upon detecting a fault. The fault is determined, for example, according to at least one of sensed voltage level <NUM>, sensed current level <NUM>, and sensed power level <NUM>.

Power distribution controller <NUM> is also configured to shut down the individual one of power distribution circuits <NUM> without interrupting remaining ones of the plurality of power distribution circuits <NUM> when, for example, a fault is detected on one of power distribution control circuits <NUM>. By having control of as to when different parts of the system come online, a particular one of end component loads <NUM> can start operating immediately upon power up. End component loads <NUM> do not have to check if other parts of aircraft <NUM> are on before powering up because power distribution controller <NUM> will bring other ones of end component loads <NUM> online in proper order. Thus, by eliminating the checks of other system's statuses within aircraft <NUM>, startup time can be improved. Furthermore, power distribution controller <NUM> is also configured for selective distribution power <NUM> such that critical end component load is maintained at full power and power to non-critical end component load is reduced when total power is insufficient to fully power all of end component loads <NUM> simultaneously. Critical end component load is dynamically determined by critical end component determiner <NUM> according to, for example, a current aircraft operation <NUM> and end component priority <NUM>. End component loads <NUM> that are critical depends on the type of aircraft operation <NUM>. For example, end component loads <NUM> that are critical during take-off may be different from those that are critical during landing and both of which may be different from those that are critical during level flight. End component priority <NUM> may be determined based on aircraft operation <NUM>. Thus, if there is insufficient power to power all end component loads <NUM> fully, priority is given to the most critical one of end component loads <NUM> to ensure that at least these end component loads <NUM> are fully powered. This allows for a hierarchical prioritization of the various end components to ensure that the most important end components receive full power while other less important components may receive less than full power or no power at all if there is insufficient power to power all end components.

Each of power distribution control units <NUM> corresponds to a respective one of end component loads <NUM> to supply power to a corresponding one of end component loads <NUM> through parallel power distribution lines <NUM>. Each of parallel power distribution lines <NUM> supplies power to the end components such that if power through one of parallel power distribution lines <NUM> is lost, the other one of parallel power distribution lines <NUM> will provide full power to the corresponding one of end component loads <NUM>. Unless, power is lost on one line, each of parallel power distribution lines <NUM> provides only a portion of the power to the respective one of end component loads <NUM>. Providing power in this manner extends the life of parallel power distribution lines <NUM>.

Power distribution controller <NUM> includes a plurality of settable circuit breakers <NUM> such that each of the plurality of settable circuit breakers <NUM> corresponds to a respective one of the plurality of power distribution control circuits <NUM> within a respective one of power distribution control units <NUM>. Power distribution controller <NUM> is configured to monitor <NUM> sensed voltage, sensed current levels, spikes in the internal power distribution circuits <NUM>, and interruptions in the internal power distribution circuits <NUM>. Power distribution controller <NUM> is also configured to interrupt <NUM> a respective one of the plurality of power distribution control circuits <NUM> via settable circuit breaker <NUM> upon fault detection <NUM> detecting at least one of sensed voltage level <NUM> indicative of a fault, sensed current level <NUM> indicative of a fault, and sensed power level <NUM> indicative of a fault. Each of settable circuit breakers <NUM> includes a respective settable circuit breaker range, wherein each of the respective settable circuit breaker ranges is adjusted to interrupt <NUM> operation of an individual one of power distribution control circuits <NUM> based on at least one of a plurality of conditions in addition to the sensed voltage, current, and power levels. The plurality of conditions include, for example, at least one of a run (i.e., power connection) to the respective end component load, distance <NUM> to the respective one of end component loads <NUM>, a change in load of the respective one of end component loads <NUM> over time <NUM>, and a change in the load of the respective one of end component loads <NUM> due to variation in temperature <NUM>. The selectable circuit breaker range for each of settable circuit breakers <NUM> is dynamically determined and may be different for different ones of end component loads <NUM>. The selectable circuit breaker range may be determined according to aircraft operation <NUM> and/or end component priority <NUM>. Thus, the level at which settable circuit breakers <NUM> interrupt power for a given one of end component loads <NUM> may vary over time depending on a current operation of the aircraft (e.g., take-off, landing, level flight, etc.) and/or end component priority <NUM> to ensure that the critical end components are properly powered.

Parallel power distribution lines <NUM> from each of power distribution control units <NUM> is bundled with respective ones of communication lines <NUM> from communication units <NUM> to provided bundled power and communication lines <NUM> to end component loads <NUM>. Each one of end component loads <NUM> corresponds to a separate one of power distribution control units <NUM> and communication units <NUM> such that each end component load has its own bundled power and communication lines <NUM>. In some examples, parallel power distribution lines <NUM> are pairs of parallel power distribution lines.

Turning now to <FIG>, an illustration of a vehicle electric power distribution system is depicted in accordance with an illustrative example. According to the claimed scope, system <NUM> is an example of a VMS to be implemented in an aircraft such as aircraft <NUM> depicted in <FIG>. System <NUM> includes a plurality of vehicle management system (VMS) computers <NUM> and a plurality of end components <NUM>. Each VMS computer includes an integrated power distribution controller <NUM> and an integrated deterministic communication unit <NUM>. Both of power distribution controller <NUM> and deterministic communication unit <NUM> are coupled to VMS computer <NUM> by a bus. VMS computer <NUM> may be implemented as data processing system <NUM> in <FIG>; power distribution controller <NUM> may be implemented as power distribution controller <NUM> in <FIG>; and deterministic communication unit <NUM> may be implemented as one of communication units <NUM> in <FIG>.

Each deterministic communication unit <NUM> communicates with a respective one of end components <NUM> as well as other end systems. Each power distribution controller <NUM> receives AC power, DC power, and battery power from one or more power sources and provides a clean power output to a respective one of end components <NUM>. The power distribution lines from power distribution controller <NUM> are bundled with the communication lines from deterministic communication units <NUM> to form consolidated communication and power lines <NUM>. This simplifies wiring since a single bundled or consolidated cable carrying all the communication and power lines is provided thereby requiring a single line pull for each end component <NUM> during aircraft assembly. This single line pull also speeds up wiring during aircraft assembly. Additionally, consolidated communication power lines <NUM>, such as a single consolidated cable, reduces overall weight in the aircraft and reduces the volume occupied by the wiring. Power distribution controller <NUM> provides power to a corresponding one of end components <NUM> in a form suitable for the corresponding one of end component <NUM> (i.e., in an AC format or a DC format). Power distribution controller <NUM> may use battery power to supply power to some end components. Additionally, some end components may normally use another power source other than battery power, but can be powered by the battery when the normal power source fails.

Turning now to <FIG>, a flowchart of a method for selectively supplying electrical power to a plurality of end component loads is depicted in accordance with an illustrative example. Method <NUM> may be implemented in, for example, vehicle management system <NUM> depicted in <FIG>. In some examples, method <NUM> is implemented in power distribution controller <NUM> depicted in <FIG>. Method <NUM> begins by monitoring a power load on each of a plurality of end components (step <NUM>). Next, power supplied to each of the plurality of end components is adjusted according to the power load (step <NUM>). Next, operation mode (e.g., take-off, landing, level flight, etc.) of an aircraft is determined (step <NUM>). Next, the end components are prioritized according to the operation mode of the aircraft and according to the nature of the end component (e.g., the function provided by the end component) (step <NUM>). Next, it is determined whether there is sufficient power to fully power all end components (step <NUM>). If, at step <NUM>, it is determined that insufficient power exists to fully power all end components, then method <NUM> proceeds to step <NUM> where the power supplied to each of the plurality of end components is adjusted according to the priority of the end components to ensure that the most critical end components receive full power. If, sufficient power exists to fully power all end components, then method <NUM> proceeds to step <NUM> where it is determined whether a fault has occurred in one of the power distribution lines or end components. If no fault has occurred, method <NUM> may end. If a fault has occurred, method <NUM> proceeds to step <NUM> where the power to the individual power distribution circuit corresponding to where the fault occurred is interrupted or shut down, after which, method <NUM> may end.

Turning now to <FIG>, a flowchart of a method for adjusting a settable circuit breaker is depicted in accordance with an illustrative example. Method <NUM> begins by monitoring a sensed voltage level, a sensed current level, a sensed power level, power spikes, and power interruptions in each of power supplies for each of end components (step <NUM>). Next, the power supplied to each of the plurality of end components is adjusted according to the power load (step <NUM>). Next, an operation mode of the aircraft is determined (step <NUM>), and then the end components are prioritized according to the operation mode and the nature of each individual end component (step <NUM>). Next, a settable circuit breaker is adjusted dynamically according to the sensed power voltage levels, sensed current levels, sensed power levels, power spikes, power interruptions, the operation mode of the aircraft, and the priorities of the end components (step <NUM>). Adjusting the settable circuit breakers allows the system to prevent or mitigate damage to a component based on the current power conditions as well as ensure that high priority end components remain functional. Afterwards, method <NUM> terminates.

Turning now to <FIG>, a flowchart of a method for providing power to an end component load through a pair of power distribution lines is depicted in accordance with an illustrative example. Method <NUM> begins by determining a first power level for a first of a pair of power distribution lines and a power level for a second of the pair of power distribution lines (step <NUM>). Next, the power is transmitted to the end component load over the pair of power distribution lines (step <NUM>). Next, it is determined whether power delivery has been interrupted in one of the pair of power distribution lines (step <NUM>). If not, then method <NUM> may end. If power has been interrupted in one of the pair of power distribution lines, then the power delivery is readjusted to provide full power to the end component over the remaining one of the pair of power distribution lines (step <NUM>), after which, method <NUM> may end.

Turning now to <FIG>, an illustration of a block diagram of a data processing system is depicted in an example useful for understanding the implementation of the data processing system of the claims. Data processing system <NUM> may be used to implement VMS <NUM>, data processing system <NUM>, and/or power distribution controller <NUM> depicted in <FIG>. Data processing system <NUM> may also be used to implement VMS computer <NUM> and/or power distribution controller <NUM> depicted in <FIG>. As depicted, data processing system <NUM> includes communications framework <NUM>, which provides communications between processor unit <NUM>, storage devices <NUM>, communications unit <NUM>, input/output unit <NUM>, and display <NUM>. In some cases, communications framework <NUM> may be implemented as a bus system.

Processor unit <NUM> is configured to execute instructions for software to perform a number of operations. Processor unit <NUM> may comprise a number of processors, a multi-processor core, and/or some other type of processor, depending on the implementation. In some cases, processor unit <NUM> may take the form of a hardware unit, such as a circuit system, an application specific integrated circuit (ASIC), a programmable logic device, or some other suitable type of hardware unit.

Instructions for the operating system, applications, and/or programs run by processor unit <NUM> may be located in storage devices <NUM>. Storage devices <NUM> may be in communication with processor unit <NUM> through communications framework <NUM>. As used herein, a storage device, also referred to as a computer-readable storage device, is any piece of hardware capable of storing information on a temporary and/or permanent basis. This information may include, but is not limited to, data, program code, and/or other information.

Memory <NUM> and persistent storage <NUM> are examples of storage devices <NUM>. Memory <NUM> may take the form of, for example, a random access memory or some type of volatile or non-volatile storage device. Persistent storage <NUM> may comprise any number of components or devices. For example, persistent storage <NUM> may comprise a hard drive, a flash memory, a rewritable optical disk, a rewritable magnetic tape, or some combination of the above. The media used by persistent storage <NUM> may or may not be removable.

Communications unit <NUM> allows data processing system <NUM> to communicate with other data processing systems and/or devices. Communications unit <NUM> may provide communications using physical and/or wireless communications links.

Input/output unit <NUM> allows input to be received from and output to be sent to other devices connected to data processing system <NUM>. For example, input/output unit <NUM> may allow user input to be received through a keyboard, a mouse, and/or some other type of input device. As another example, input/output unit <NUM> may allow output to be sent to a printer connected to data processing system <NUM>.

Display <NUM> is configured to display information to a user. Display <NUM> may comprise, for example, without limitation, a monitor, a touch screen, a laser display, a holographic display, a virtual display device, and/or some other type of display device.

In some examples, the processes of the different illustrative examples may be performed by processor unit <NUM> using computer-implemented instructions. These instructions may be referred to as program code, computer usable program code, or computer-readable program code and may be read and executed by one or more processors in processor unit <NUM>.

In these examples, program code <NUM> is located in a functional form on computer-readable media <NUM>, which is selectively removable, and may be loaded onto or transferred to data processing system <NUM> for execution by processor unit <NUM>. Program code <NUM> and computer-readable media <NUM> together form computer program product <NUM>. In some examples, computer-readable media <NUM> may be computer-readable storage media <NUM> or computer-readable signal media <NUM>.

Computer-readable storage media <NUM> is a physical or tangible storage device used to store program code <NUM>, rather than a medium that propagates or transmits program code <NUM>. Computer-readable storage media <NUM> may be, for example, without limitation, an optical or magnetic disk or a persistent storage device that is connected to data processing system <NUM>.

Alternatively, program code <NUM> may be transferred to data processing system <NUM> using computer-readable signal media <NUM>. Computer-readable signal media <NUM> may be, for example, a propagated data signal containing program code <NUM>. This data signal may be an electromagnetic signal, an optical signal, and/or some other type of signal that can be transmitted over physical and/or wireless communications links.

Illustrative examples of the present disclosure may be described in the context of aircraft manufacturing and service method <NUM> as shown in <FIG> and aircraft <NUM> as shown in <FIG>. Turning first to <FIG>, an illustration of an aircraft manufacturing and service method is depicted in accordance with an illustrative example. During pre-production, aircraft manufacturing and service method <NUM> may include specification and design <NUM> of aircraft <NUM> in <FIG> and material procurement <NUM>.

During production, component and subassembly manufacturing <NUM> and system integration <NUM> of aircraft <NUM> takes place. Thereafter, aircraft <NUM> may go through certification and delivery <NUM> in order to be placed in service <NUM>. While in service <NUM> by a customer, aircraft <NUM> is scheduled for routine maintenance and service <NUM>, which may include modification, reconfiguration, refurbishment, and other maintenance or service.

With reference now to <FIG>, an illustration of an aircraft is depicted in which an illustrative example may be implemented. In some examples, aircraft <NUM> is produced by aircraft manufacturing and service method <NUM> in <FIG> and may include airframe <NUM> with plurality of systems <NUM> and interior <NUM>. Examples of systems <NUM> include one or more of propulsion system <NUM>, electrical system <NUM>, hydraulic system <NUM>, and environmental system <NUM>. Any number of other systems may be included. Although an aerospace example is shown, different illustrative examples may be applied to other industries, such as the automotive industry.

Apparatuses and methods embodied herein may be employed during at least one of the stages of aircraft manufacturing and service method <NUM>. One or more illustrative examples may be used during component and subassembly manufacturing <NUM> of <FIG>. For example, the power distribution controller <NUM> may be installed in the aircraft <NUM> during the aircraft manufacturing and service method <NUM>.

The flowcharts and block diagrams in the different depicted examples illustrate the architecture, functionality, and operation of some possible implementations of apparatuses and methods in illustrative examples. In this regard, each block in the flowcharts or block diagrams may represent at least one of a module, a segment, a function, or a portion of an operation or step. For example, one or more of the blocks may be implemented as program code.

In alternative examples, the function or functions noted in the blocks may occur out of the order noted in the figures. For example, in some cases, two blocks shown in succession may be performed concurrently (or substantially concurrently), or the blocks may sometimes be performed in the reverse order, depending upon the functionality involved. Also, other blocks may be added in addition to the illustrated blocks in a flowchart or block diagram.

The description of the different illustrative examples has been presented for purposes of illustration and description, and is not intended to be exhaustive or limited to the examples in the form disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art. Further, different illustrative examples may provide different features as compared to other illustrative examples. The example or examples selected are chosen and described in order to best explain the principles of the examples, the practical application, and to enable others of ordinary skill in the art to understand the disclosure for various examples with various modifications as are suited to the particular use contemplated.

Claim 1:
An aircraft management system (<NUM>), comprising:
a data processing system (<NUM>) comprising a processor and a memory; and
a power distribution controller (<NUM>) comprising a plurality of power distribution circuits (<NUM>) that are each controlled by the power distribution controller (<NUM>) to supply power to end component loads (<NUM>), the power distribution controller (<NUM>) communicably coupled to the data processing system (<NUM>) by a bus;
wherein the power distribution controller (<NUM>) is configured to control power generation by each of the plurality of power distribution circuits (<NUM>) such that each of the plurality of power distribution circuits (<NUM>) generates output power at an adjustable voltage level (<NUM>) output to a respective one of the end component loads (<NUM>);
wherein the power distribution controller (<NUM>) is further configured to selectively distribute power such that a critical end component load is maintained at full power, and power to one or more non-critical end component loads is reduced when total power is insufficient to fully power all end component loads simultaneously; and
wherein the power distribution controller is further configured to dynamically determine the critical end component load according to a current aircraft operation such as take-off, landing, or level flight.