EP4690409A1 - An energy distribution system for an aircraft - Google Patents

An energy distribution system for an aircraft

Info

Publication number
EP4690409A1
EP4690409A1 EP24739589.0A EP24739589A EP4690409A1 EP 4690409 A1 EP4690409 A1 EP 4690409A1 EP 24739589 A EP24739589 A EP 24739589A EP 4690409 A1 EP4690409 A1 EP 4690409A1
Authority
EP
European Patent Office
Prior art keywords
electrical
ocv
operable
aircraft
distribution system
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP24739589.0A
Other languages
German (de)
French (fr)
Inventor
Bassem FARAG
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Heart Aerospace AB
Original Assignee
Heart Aerospace AB
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Heart Aerospace AB filed Critical Heart Aerospace AB
Publication of EP4690409A1 publication Critical patent/EP4690409A1/en
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B64D27/30—Aircraft characterised by electric power plants
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/34—Parallel operation in networks using both storage and other DC sources, e.g. providing buffering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/24—Using the vehicle's propulsion converter for charging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/22—Balancing the charge of battery modules
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B64D27/30—Aircraft characterised by electric power plants
    • B64D27/33—Hybrid electric aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B64D27/30—Aircraft characterised by electric power plants
    • B64D27/35—Arrangements for on-board electric energy production, distribution, recovery or storage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D31/00—Power plant control systems; Arrangement of power plant control systems in aircraft
    • B64D31/16—Power plant control systems; Arrangement of power plant control systems in aircraft for electric power plants
    • B64D31/18—Power plant control systems; Arrangement of power plant control systems in aircraft for electric power plants for hybrid-electric power plants
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J1/00—Circuit arrangements for DC mains or DC distribution networks
    • H02J1/10—Parallel operation of DC sources
    • H02J1/102—Parallel operation of DC sources being switching converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/1423—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle with multiple batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/143—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle with multiple generators
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/855—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries with circuits adapted for supplying loads from the battery
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/10—Air crafts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D2221/00—Electric power distribution systems onboard aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B64D27/30—Aircraft characterised by electric power plants
    • B64D27/31—Aircraft characterised by electric power plants within, or attached to, wings
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2105/00—Networks for supplying or distributing electric power characterised by their spatial reach or by the load
    • H02J2105/30—Networks for supplying or distributing electric power characterised by their spatial reach or by the load the load networks being external to vehicles, i.e. exchanging power with vehicles
    • H02J2105/32—Networks for supplying or distributing electric power characterised by their spatial reach or by the load the load networks being external to vehicles, i.e. exchanging power with vehicles for aircrafts
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2105/00—Networks for supplying or distributing electric power characterised by their spatial reach or by the load
    • H02J2105/30—Networks for supplying or distributing electric power characterised by their spatial reach or by the load the load networks being external to vehicles, i.e. exchanging power with vehicles
    • H02J2105/33—Networks for supplying or distributing electric power characterised by their spatial reach or by the load the load networks being external to vehicles, i.e. exchanging power with vehicles exchanging power with road vehicles
    • H02J2105/37—Networks for supplying or distributing electric power characterised by their spatial reach or by the load the load networks being external to vehicles, i.e. exchanging power with vehicles exchanging power with road vehicles exchanging power with electric vehicles [EV] or with hybrid electric vehicles [HEV]
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2105/00—Networks for supplying or distributing electric power characterised by their spatial reach or by the load
    • H02J2105/50—Networks for supplying or distributing electric power characterised by their spatial reach or by the load for selectively controlling the operation of the loads
    • H02J2105/51—Networks for supplying or distributing electric power characterised by their spatial reach or by the load for selectively controlling the operation of the loads according to a condition being electrical
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/50—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries acting upon multiple batteries simultaneously or sequentially
    • H02J7/52—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries acting upon multiple batteries simultaneously or sequentially for charge balancing, e.g. equalisation of charge between batteries
    • H02J7/54—Passive balancing, e.g. using resistors or parallel MOSFETs
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/80—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries including monitoring or indicating arrangements
    • H02J7/82—Control of state of charge [SOC]

Definitions

  • the present disclosure generally relates to an energy distribution system for an aircraft, and more specifically to an energy distribution system for supplying electric power from at least two energy storage units to electrical loads of the aircraft.
  • An object of the present disclosure is to provide an energy distribution system which seeks to mitigate, alleviate, or eliminate one or more of the above-identified deficiencies in the art and disadvantages singly or in any combination and to provide an improved energy distribution system.
  • This object is obtained by an energy distribution system for an aircraft, wherein said aircraft comprises electrical loads comprising a first electrical load and a second electrical load.
  • the first electrical load and the second electrical load are a first type of electrical loads operable to receive a first control signal, FCS, which controls the power usage of each of the first type of electrical loads.
  • the aircraft further comprises electrical sources comprising at least two energy storage units each having an output voltage and being operable to supply electric power to the electrical loads.
  • the energy distribution system comprises a network operable to supply the electrical loads with electrical power from the electrical sources.
  • the energy distribution system further comprises a voltage control module, VCM.
  • VCM comprises a measuring unit operable to measure at least the output voltage of each of the at least two energy storage units, and to generate a measurement signal indicative of the measurements.
  • the VCM further comprises an open circuit voltage, OCV, unit operable to receive the measurement signal and to estimate the OCV of each of the at least two energy storage units based on the received measurement signal.
  • the VCM further comprises a control unit operable to receive the estimated OCV and to calculate a differential OCV to determine an absolute value representing the difference in estimated OCV between the at least two energy storage units.
  • the control unit is further operable for generating the FCS based on the differential OCV, such that the power usage of each of the first type of loads are adjusted such that the absolute value of the differential OCV is reduced.
  • the object is also obtained by a control method of an energy distribution system for an aircraft.
  • the aircraft comprises electrical loads comprising a first electrical load and a second electrical load.
  • the first electrical load and the second electrical load are a first type of electrical loads operable to receive a first control signal, FCS, which controls the power usage of each of the first type of electrical loads.
  • FCS first control signal
  • the aircraft further comprises electrical sources comprising at least two energy storage units each having an output voltage and being operable to supply electric power to the electrical loads.
  • the energy distribution system comprises a network operable to supply the electrical loads with electrical power from the electrical sources.
  • the control method comprises measuring at least the output voltage of each of the at least two energy storage units, generating a measurement signal indicative of the measurements, estimating the OCV of each of the at least two energy storage units based on the received measurement signal.
  • the control method further comprises calculating a differential OCV to determine an absolute value representing the difference in estimated OCV between the at least two energy storage units.
  • the control method further comprises generating a FCS based on the differential OCV, such that the power usage of each of the first type of loads are adjusted such that the absolute value of the differential OCV is reduced.
  • An advantage with the present invention is that the energy sources during operation will have similar SOC. Thus, the problem with current rush during charging is reduced and the step of balancing may be unnecessary.
  • Another advantage with the present invention is that the energy sources will be loaded equally, which is beneficial for the health of the energy sources.
  • Figure 1 is a schematic block drawing illustrating an embodiment of the present invention
  • Figure 2 is a schematic block drawing illustrating an embodiment of the present invention
  • Figure 3 is a schematic block diagram illustrating an embodiment of a control unit
  • Figure 4 is a flow chart illustrating a method according to the present invention.
  • Figure 5 is a schematic block drawing illustrating an embodiment of the present invention.
  • Figure 6 is a schematic drawing illustrating an aircraft according to an embodiment of the present invention
  • Figure 7 is a schematic illustration of an aircraft according to an embodiment of the present invention
  • Figure 8 is a schematic illustration of an aircraft according to an embodiment of the present invention.
  • Figure 9 is a schematic illustration of an aircraft according to an embodiment of the present invention.
  • the term 'energy source' should be interpreted as a source of electrical power that may be rechargeable by means of an electrical charger.
  • An example of an energy source is a rechargeable battery, such as a Li-ion battery.
  • Some of the example embodiments presented herein are directed towards an energy distribution system, intended to be used in an aircraft.
  • each of the energy sources are directly connected to an electric propulsion unit without a common DC bus for the purpose of redundancy. If the aircraft has more than one propulsion unit each with a dedicated energy source not connected to a common DC bus, the energy sources may have different SOC after a flight, since the electric load on the propulsion units often are uneven during operation and flight. This poses a problem when the aircraft has landed and will become connected to a charger for charging. When the energy sources are connected to a charger, they are often connected to a common DC bus to which the charger provides electric power for charging.
  • the open circuit voltage, OCV, of the energy source is a good indicator for state of charge, SOC, which indicates the available amount of electrical energy in the energy source.
  • SOC state of charge
  • the open circuit voltage is defined as the voltage across the poles of the energy source when there is no current flowing from/to the energy source.
  • the aircraft comprises electrical loads 117, which comprises a first electrical load 101 and a second electrical load 102.
  • the first electrical load and the second electrical load are a first type of electrical loads operable to receive a first control signal, FCS, which controls the power usage of each of the first type of electrical loads.
  • the aircraft further comprises electrical sources 118 which comprises at least two energy storage units 106, 107 each having an output voltage and being operable to supply electric power to the electrical loads 117.
  • the energy distribution system 100 comprises a network 108 operable to supply the electrical loads 117 with electrical power from the electrical sources 118.
  • the network comprises switches 112, fixed connections and fuses in combination with switches 113 for the supply of electrical power.
  • the switches may for example be solid-state switches, transistors, thyristors, or relay circuits.
  • the energy distribution system 100 further comprises a voltage control module, VCM 116.
  • the VCM comprises a measuring unit 109 operable to measure at least the output voltage of each of the at least two energy storage units 106,107 and to generate a measurement signal indicative of the measurements.
  • the VCM further comprises an open circuit voltage, OCV, unit 110 operable to receive the measurement signal and to estimate the OCV of each of the at least two energy storage units based on the received measurement signal.
  • the VCM 116 further comprises a control unit 111 operable to receive the estimated OCV and to calculate a differential OCV to determine an absolute value representing the difference in estimated OCV between the at least two energy storage units.
  • the control unit 111 is further operable for generating the FCS based on the differential OCV, such that the power usage of each of the first type of loads are adjusted such that the absolute value of the differential OCV is reduced.
  • the electrical loads 117 further may comprise a DC supply system 119 comprising DC converters 120 operable to a receive a DC control signal, DCCS, from the control unit 111.
  • the control unit is operable to generate the DCCS such that the absolute value of the differential OCV is reduced by adjusting the electrical power usage of the DC supply system 119 from the electrical sources 118.
  • the DC converters 120 of the DC supply system 119 may be operable for redundant powering of a second type of loads comprising non-critical electrical loads 121 and critical electrical loads 122.
  • critical electrical loads are flight computers, navigation systems and communication equipment.
  • non-critical electric loads are entertainment system, air conditioning system, etc.
  • the control unit 111 may be operable to determine if the electrical loads 117 of the first type are active, and upon determining that none of the electric loads 117 of the first type of electrical loads are active generate a DCCS based on the differential OCV. Such that the absolute value of the differential OCV is reduced using the second type of loads.
  • the first type of electrical loads may comprise electrical propulsion units 103, a propeller 105 having a propeller shaft and propeller blades, and an inverter 104.
  • the FCS is operable to control revolutions per minute of the propeller shaft and/or the pitch angle of the propeller blades.
  • the FCS may be used to control the electrical load of the first type of electrical load on the energy source.
  • the network 108 may be an adaptive network operable to connect electrical sources to electrical loads under control of the network control signal, NCS, wherein the NCS is generated by the control unit 111 based on the differential OCV. This way a very flexible solution may be obtained providing a minute control of the electrical load and the possibility to level the load on the energy sources very efficiently.
  • the adaptive network may be fully configurable using a NCS such that any electric source may be connected to any electric load.
  • the measuring unit may further be operable to measure the output current and the temperature of each of the at least two energy storage units 106,107 and to generate corresponding measurement signals.
  • the OCV unit 110 is operable to receive the measurement signals and use the measured voltage, current and temperature in a Kalman filter for estimating the OCV of each of the at least two energy storage units.
  • FIG 2 shows an example of an energy distribution system 200 for an aircraft according to the present invention.
  • the aircraft comprises four different propulsion units 201-204.
  • Each of the propulsion units are connected via inverters 104 to a network 208.
  • each propulsion unit comprises a plurality of inverters for providing redundancy if one of the inverters is erroneous.
  • the network 208 is also connected to a plurality of energy sources PBS1-PBS4.
  • the aircraft also comprises two extra energy sources being turbogenerators TGI, TG2 operable to supply the aircraft with electric power if the need arises during a long haul flight or during a detour.
  • TGI turbogenerators
  • Each of the energy sources PBS1-PBS4 is operable to supply a corresponding propulsion unit 201-204 with electric power via inverters 104. Furthermore, the energy sources PBS1-PBS4 are connected to the charger CG for charging. Each inverter of the propulsion unit PBS1-PBS4 has a duplicate for redundancy.
  • the network comprises a switch and a fuse connected in series for each connection to a propulsion unit 201-204, or to a turbogenerator TG1-2.
  • the first turbogenerator TGI and second turbogenerator TG2 each comprises a dedicated inverter for each energy source PBS1- PBS4.
  • the second turbogenerator provides redundancy for the first turbogenerator.
  • the energy distribution system as disclosed in figure 2 implements a robust and redundant energy distribution system especially suited for a modern electric aircraft.
  • FIG. 3 shows an exemplary implementation of the voltage control module 116, in programmable signal processing hardware.
  • the signal processing apparatus 300 shown in Fig. 3 comprises an input/output (I/O) section 310, which comprises the measurement unit.
  • the I/O section is further operable to transmit control signals such as NCS, FCS and various other control signals.
  • the signal processing apparatus 300 further comprises a processor 320, a working memory 330 and an instruction store 340 storing computer-readable instructions which, when executed by the processor 320, cause the processor 320 to perform the processing operations hereinafter described to control the energy distribution system as disclosed herein.
  • the instruction store 340 may comprise a ROM, which is pre-loaded with computer-readable instructions.
  • the instruction store 340 may comprise a RAM or similar type of memory, and the computer-readable instructions can be input thereto from a computer program product, such as a computer-readable storage medium 350 such as a CD-ROM, etc. or a computer-readable signal 360 carrying the computer-readable instructions.
  • a computer program product such as a computer-readable storage medium 350 such as a CD-ROM, etc. or a computer-readable signal 360 carrying the computer-readable instructions.
  • the combination 370 of the hardware components shown in Figure 3, comprising the processor 320, the working memory 330 and the instruction store 340, is configured to implement the functionality of the aforementioned voltage control module.
  • the control method 400 in the flowchart of Fig. 4 comprises the following steps:
  • Measuring S410 at least the output voltage of each of the at least two energy storage units 106,107.
  • the electrical loads 117 of said aircraft further may comprise a DC supply system 119 comprising DC converters 120 operable to a receive a DC control signal, DCCS.
  • the control method further comprises generating the DCCS such that the absolute value of the differential OCV is reduced by adjusting the electrical power usage of the DC supply system 119 from the electrical sources 118.
  • the control method may further comprise the step of determining if the first type of electrical loads are active and upon determining that none of the electrical loads 117 of the first type of electrical loads are active, generate a DCCS based on the differential OCV such that the absolute value of the differential OCV is reduced using a second type of loads comprising non-critical electrical loads 121 and critical electrical loads 122.
  • the first type of electrical loads may comprise electrical propulsion units 103, a propeller 105 having a propeller shaft and propeller blades, and an inverter 104, the control method further comprises controlling the revolutions per minute of the propeller shaft and/or the pitch angle of the propeller blades.
  • the network 108 may be an adaptive network operable to connect electrical sources to electrical loads under control of a network control signal, NCS.
  • the control method further comprises generating the NCS based on the differential OCV.
  • the control method may further comprise the steps of:
  • These measurement signals may comprise voltage, current and temperature information.
  • Estimating the OCV of each of the at least two energy storage units by means of a Kalman filter based on the measured voltage, current and temperature signals.
  • This above disclosed method allows a very precise OCV model to be used that is based on voltage, current and temperature.
  • FIG. 5 shows an embodiment of an energy distribution system which differs from the energy distribution system discussed with reference made to Fig.
  • control unit 511 is operable to receive a throttle control signal, TCS, generated by an operator, which is indicative of a desired thrust level for the airplane.
  • TCS throttle control signal
  • the TCS may be generated by means of a thrust lever 590.
  • the network 508 of Fig. 5 shows solid connections between the energy storage units 555-580 and corresponding inverters 504.
  • the FCS is operable to control revolutions per minute of the propeller shaft and/or the pitch angle of the propeller blades based on the TCS and the differential OCV, wherein the control unit (501) is operable to generate the FCS such that the desired thrust level as indicated by the TCS is maintained.
  • the energy distribution system of Fig. 5 is further connected to two propulsion units 510, 520 each comprising a propeller 105, a gas turbine 530 supplied with sustainable aviation fuel, SAF, from a fuel tank of the aircraft (not shown).
  • the propulsion units further comprise a control unit 540 operable to receive a second control signal, SCS, from the control unit 511, wherein the SCS regulates the thrust provided by the gas turbine 530;
  • the control unit 511 is operable to generate the SCS and the FCS based on the TCS and the differential OCV, such that the desired thrust is achieved while simultaneously minimizing the differential OCV.
  • each of the two propulsion units 510, 520 further comprises a starter-generator 550 connected to the corresponding gas turbine 530 for starting the gas turbine, wherein the SCS comprises a control signal for starting the gas turbine 530 using the starter-generator 550.
  • the starter-generator may be used for supplying electrical power to the network 508 for selectively charging of the energy storage units 555, 560, 565, 570, 575, 580. This may be performed using a special high voltage network.
  • the control method as discussed with reference made to Fig. 1 may further comprise the below steps if the energy distribution system according to Fig.5 is controlled.
  • TCS throttle control signal
  • This TCS may be generated by manipulating a throttle lever 590, but it may also be generated remotely or using an Al controller.
  • the method further comprises the following steps:
  • each of the two propulsion units 510, 520 further comprises a starter-generator 550 connected to the corresponding gas turbine 530 for starting the gas turbine, even during flight.
  • the method comprises the step of generating a SCS that comprises a control signal for starting the gas turbine 530 using the starter-generator 550.
  • Fig. 6 discloses an aircraft 600 having two electrical loads 501, 502 and two propulsion units 510, 520 as well as an energy distribution system as disclosed herein.
  • Fig. 7 discloses schematically an embodiments of an aircraft, generally designated 700.
  • This aircraft 700 comprises two electrical loads 501, 502 being electric propulsion units 503. Each propulsion unit has redundant three phase windings connected to separate inverters 504 controlled by the FCS.
  • a thrust lever 590 is also depicted together with an operator 701 which manipulates the thrust lever 590, which generates the TCS for the energy distribution system 500.
  • the energy sources B1-B6 are directly connected to corresponding inverters 504. This connection may also be achieved using the network 508.
  • the operator 701 sets a desired level of thrust using the thrust lever 590, the energy distribution system minimizes the differential OCV between the different energy storage units B1-B6 while providing the desired thrust to the aircraft.
  • the system may also provide the desired thrust to each side of the aircraft.
  • the thrust lever may be divided into two separate levers (one for each side), and the operator may adjust the thrust for each side manually, or the thrust lever is a single lever, where the system is configured to maintain the same thrust level on both sides.
  • Fig. 8 discloses schematically an embodiments of an aircraft, generally designated 800. This figure only shows the left wing of the aircraft 800.
  • This aircraft 800 differs from the aircraft 700 disclosed with reference made to Fig. 7 in that the aircraft further comprises two propulsion units 510 and 520 (not shown in Fig.8 but arranged on the right wing) each comprising a propeller 105 being connected by a motor shaft to a gas turbine 530 supplied with sustainable aviation fuel, SAF, from a fuel tank of the aircraft.
  • the gas turbine 530 is controlled by a control unit 540 which receives the secondary control signal, SCS, from the energy distribution system 500 for controlling the gas turbine.
  • SCS secondary control signal
  • Fig. 9 discloses schematically one embodiment of an aircraft, generally designated 900.
  • This embodiment differs from the embodiment disclosed in Fig. 8 in that each of the two propulsion units 510, 520 (not shown) further comprises a starter-generator 550 connected to the corresponding gas turbine 530 for starting the gas turbine and/or for selectively charging of the energy storage units B1-B3, and B4-B6 not shown.
  • the selective charging may provide individual energy storage units with charging in order to minimize the differential OCV and to increase the state of charge for an individual energy storage unit or for all energy storage units.
  • the starter-generator may in addition to minimize the differential OCV also provide charging to the selected energy storage units directly or through a network 508.
  • the starter-generator is also configured to start the gas turbine during operation of the aircraft, even while airborne.
  • the disclosure relates to an energy distribution system for an aircraft, wherein said aircraft comprises: electrical loads comprising: a first electrical load; and a second electrical load, wherein the first electrical load and the second electrical load are a first type of electrical loads operable to receive a first control signal, FCS, which controls the power usage of each of the first type of electrical loads; electrical sources comprising at least two energy storage units each having an output voltage and being operable to supply electric power to the electrical loads; and wherein the energy distribution system comprises: a network operable to supply the electrical loads with electrical power from the electrical sources and; a voltage control module, VCM comprising a measuring unit operable to measure at least the output voltage of each of the at least two energy storage units, and to generate a measurement signal indicative of the measurements; an open circuit voltage, OCV, unit operable to receive the measurement signal and to estimate the OCV of each of the at least two energy storage units based on the received measurement signal; a control unit operable to receive the estimated OCV and to calculate a differential OCV to determine an absolute value representing the difference
  • the electrical loads further comprises a DC supply system comprising DC converters operable to a receive a DC control signal, DCCS, from the control unit, wherein the control unit is operable to generate the DCCS such that the absolute value of the differential OCV is reduced by adjusting the electrical power usage of the DC supply system from the electrical sources.
  • DCCS DC control signal
  • the DC converters of the DC supply system are operable for redundant powering of a second type of loads comprising non-critical electrical loads and critical electrical loads.
  • control unit is operable to determine if the electrical loads of the first type are active and upon determining that none of the electric loads of the first type of electrical loads are active, generate a DCCS based on the differential OCV such that the absolute value of the differential OCV is reduced using the second type of loads.
  • the first type of electrical loads comprises electrical propulsion units, a propeller having a propeller shaft and propeller blades, and an inverter and wherein the FCS is operable to control revolutions per minute of the propeller shaft and/or the pitch angle of the propeller blades.
  • the energy distribution system further comprises at least two inverters for each electrical propulsion unit, wherein each inverter is connected to a corresponding three phase winding of the electrical propulsion unit.
  • control unit is operable to receive a throttle control signal, TCS, generated by an operator, which is indicative of a desired thrust level for the airplane, wherein the FCS is operable to control revolutions per minute of the propeller shaft and/or the pitch angle of the propeller blades based on the TCS and the differential OCV, wherein the control unit is operable to generate the FCS such that the desired thrust level as indicated by the TCS is maintained.
  • TCS throttle control signal
  • the aircraft further comprises two propulsion units each comprising a propeller, a gas turbine supplied with sustainable aviation fuel, SAF, from a fuel tank of the aircraft, a control unit operable to receive a second control signal, SCS, from the control unit, wherein the SCS regulates the thrust provided by the gas turbine, wherein the control unit is operable to generate the SCS and the FCS based on the TCS and the differential OCV, such that the desired thrust is achieved while simultaneously minimizing the differential OCV.
  • two propulsion units each comprising a propeller, a gas turbine supplied with sustainable aviation fuel, SAF, from a fuel tank of the aircraft, a control unit operable to receive a second control signal, SCS, from the control unit, wherein the SCS regulates the thrust provided by the gas turbine, wherein the control unit is operable to generate the SCS and the FCS based on the TCS and the differential OCV, such that the desired thrust is achieved while simultaneously minimizing the differential OCV.
  • each of the two propulsion units further comprises a startergenerator connected to the corresponding gas turbine for starting the gas turbine, wherein the SCS comprises a control signal for starting the gas turbine using the starter-generator.
  • the network is an adaptive network operable to connect electrical sources to electrical loads under control of the network control signal, NCS, wherein the NCS is generated by the control unit based on the differential OCV.
  • the measuring unit further being operable to measure the output current and the temperature of each of the at least two energy storage units, and to generate corresponding measurement signals, and wherein the OCV unit is operable to receive the measurement signals and use the measured voltage, current and temperature in a Kalman filter for estimating the OCV of each of the at least two energy storage units.
  • the disclosure also relates to a control method of an energy distribution system for an aircraft, wherein said aircraft comprises: electrical loads comprising: a first electrical load; and a second electrical load, wherein the first electrical load and the second electrical load are a first type of electrical loads operable to receive a first control signal, FCS, which controls the power usage of each of the first type of electrical loads; electrical sources comprising at least two energy storage units each having an output voltage and being operable to supply electric power to the electrical loads; wherein the energy distribution system comprises: a network operable to supply the electrical loads with electrical power from the electrical sources; the control method comprising measuring at least the output voltage of each of the at least two energy storage units; generating a measurement signal indicative of the measurements; estimating the OCV of each of the at least two energy storage units based on the received measurement signal; calculating a differential OCV to determine an absolute value representing the difference in estimated OCV between the at least two energy storage units; generating a FCS based on the differential OCV, such that the power usage of each of the first type of
  • the electrical loads of said aircraft further comprises a DC supply system comprising DC converters operable to a receive a DC control signal, DCCS
  • the control method further comprises generating the DCCS such that the absolute value of the differential OCV is reduced by adjusting the electrical power usage of the DC supply system from the electrical sources.
  • control method further comprises determining if the first type of electrical loads are active and upon determining that none of the electrical loads of the first type of electrical loads are active, generate a DCCS based on the differential OCV such that the absolute value of the differential OCV is reduced using a second type of loads comprising non-critical electrical loads and critical electrical loads.
  • the first type of electrical loads comprises electrical propulsion units, a propeller having a propeller shaft and propeller blades, and an inverter
  • the control method further comprises controlling the revolutions per minute of the propeller shaft and/or the pitch angle of the propeller blades by means of the FCS.
  • the method comprises receiving a throttle control signal, TCS, generated by an operator, which is indicative of a desired thrust level for the airplane, controlling revolutions per minute of the propeller shaft and/or the pitch angle of the propeller blades based on the TCS and the differential OCV by means of the FCS, and generating the FCS such that the desired thrust level as indicated by the TCS is maintained.
  • TCS throttle control signal
  • the aircraft further comprises two propulsion units each comprising a propeller, a gas turbine supplied with sustainable aviation fuel, SAF, from a fuel tank of the aircraft.
  • the method comprising receiving a second control signal, SCS, from the control unit (111), wherein the SCS regulates the thrust provided by the gas turbine (530), generating the SCS and the FCS based on the TCS and the differential OCV, such that the desired thrust is achieved while simultaneously minimizing the differential OCV.
  • each of the two propulsion units further comprises a startergenerator connected to the corresponding gas turbine for starting the gas turbine, the method comprising generating a SCS that comprises a control signal for starting the gas turbine using the starter-generator.
  • the network is an adaptive network operable to connect electrical sources to electrical loads under control of the network control signal, NCS, the control method further comprises generating the NCS based on the differential OCV.
  • control method further comprises measuring the output current and the temperature of each of the at least two energy storage units; generating corresponding measurement signals; receiving the measurement signals; and estimating the OCV of each of the at least two energy storage units by means of a Kalman filter based on the measured voltage, current and temperature signals.
  • the disclosure also relates to a computer readable storage medium storing computer program instructions which, when executed by a processor, cause the processor to perform a method as set out herein above.
  • the disclosure also relates to a signal, carrying computer program instructions, which when executed by a processor, cause the processor to perform a method as set out herein above.
  • the disclosure also relates to aircraft comprising electrical loads comprising a first electrical load, and a second electrical load.
  • the first electrical load and the second electrical load are of a first type of electrical loads operable to receive a first control signal, FCS, which controls the power usage of each of the first type of electrical loads.
  • FCS first control signal
  • the aircraft further comprises electrical sources comprising at least two energy storage units each having an output voltage and being operable to supply electric power to the electrical loads.
  • the aircraft further comprises the energy distribution system according to embodiments disclosed herein.
  • the aircraft further comprises a throttle lever for generating a TCS indicating a desired thrust for the aircraft.
  • the aircraft further comprises two propulsion units each comprising a propeller, a gas turbine supplied with sustainable aviation fuel, SAF, from a fuel tank of the aircraft.
  • propulsion units each comprising a propeller, a gas turbine supplied with sustainable aviation fuel, SAF, from a fuel tank of the aircraft.
  • each of the two propulsion units further comprises a startergenerator connected to the corresponding gas turbine for starting the gas turbine and/or for selectively charging of the energy storage units.

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Abstract

The present invention relates to an energy distribution system (100; 200) for an aircraft, wherein said aircraft comprising: electrical loads (117) comprising: a first electrical load (101); and a second electrical load (102), wherein the first electrical load and the second electrical load are a first type of electrical loads operable to receive a first control signal, FCS, which controls the power usage of each of the first type of electrical loads; electrical sources (118) comprising at least two energy storage units (106, 107) each having an output voltage and being operable to supply electric power to the electrical loads (117); and wherein the energy distribution system (100; 200) comprises: a network (108) operable to supply the electrical loads (117) with electrical power from the electrical sources (118) and; a voltage control module, VCM (116) comprising a measuring unit (109) operable to measure at least the output voltage of each of the at least two energy storage units (106,107;), and to generate a measurement signal indicative of the measurements; an open circuit voltage, OCV, unit (110) operable to receive the measurement signal and to estimate the OCV of each of the at least two energy storage units based on the received measurement signal; a control unit (111) operable to receive the estimated OCV and to calculate a differential OCV to determine an absolute value representing the difference in estimated OCV between the at least two energy storage units, generating the FCS based on the differential OCV, such that the power usage of each of the first type of loads are adjusted such that the absolute value of the differential OCV is reduced.

Description

AN ENERGY DISTRIBUTION SYSTEM FOR AN AIRCRAFT
TECHNICAL FIELD
The present disclosure generally relates to an energy distribution system for an aircraft, and more specifically to an energy distribution system for supplying electric power from at least two energy storage units to electrical loads of the aircraft.
BACKGROUND
In an electric aircraft redundant supply of electrical power to the propulsion units of the aircraft is of utmost importance. In order to achieve this desideratum, the energy sources are not connected to a common voltage bus contrary to electric cars and trucks. During use of the electric propulsion units of the aircraft the energy sources often exhibits different state of charge, SOC. The different SOC of the energy sources proves to be problematic during charging with a common charger connected to the energy sources. Since charging often involves connecting the energy sources in parallel to the charger and if the sources have different SOC they usually have different output voltages. This will cause a current to flow between the energy sources in order to balance the output voltages upon parallel connection to the charger. This current rush may be detrimental for an energy source. Several known solutions exist that involve a step of balancing the SOC of the energy sources prior to charging. However, the balancing step proves to be a time-consuming process.
Thus, it exists a problem on how to circumvent the need for a time-consuming balancing process of the energy sources prior to charging.
SUMMARY
An object of the present disclosure is to provide an energy distribution system which seeks to mitigate, alleviate, or eliminate one or more of the above-identified deficiencies in the art and disadvantages singly or in any combination and to provide an improved energy distribution system. This object is obtained by an energy distribution system for an aircraft, wherein said aircraft comprises electrical loads comprising a first electrical load and a second electrical load. The first electrical load and the second electrical load are a first type of electrical loads operable to receive a first control signal, FCS, which controls the power usage of each of the first type of electrical loads. The aircraft further comprises electrical sources comprising at least two energy storage units each having an output voltage and being operable to supply electric power to the electrical loads. The energy distribution system comprises a network operable to supply the electrical loads with electrical power from the electrical sources. The energy distribution system further comprises a voltage control module, VCM. The VCM comprises a measuring unit operable to measure at least the output voltage of each of the at least two energy storage units, and to generate a measurement signal indicative of the measurements. The VCM further comprises an open circuit voltage, OCV, unit operable to receive the measurement signal and to estimate the OCV of each of the at least two energy storage units based on the received measurement signal. The VCM further comprises a control unit operable to receive the estimated OCV and to calculate a differential OCV to determine an absolute value representing the difference in estimated OCV between the at least two energy storage units. The control unit is further operable for generating the FCS based on the differential OCV, such that the power usage of each of the first type of loads are adjusted such that the absolute value of the differential OCV is reduced.
The object is also obtained by a control method of an energy distribution system for an aircraft. The aircraft comprises electrical loads comprising a first electrical load and a second electrical load. The first electrical load and the second electrical load are a first type of electrical loads operable to receive a first control signal, FCS, which controls the power usage of each of the first type of electrical loads. The aircraft further comprises electrical sources comprising at least two energy storage units each having an output voltage and being operable to supply electric power to the electrical loads. The energy distribution system comprises a network operable to supply the electrical loads with electrical power from the electrical sources. The control method comprises measuring at least the output voltage of each of the at least two energy storage units, generating a measurement signal indicative of the measurements, estimating the OCV of each of the at least two energy storage units based on the received measurement signal. The control method further comprises calculating a differential OCV to determine an absolute value representing the difference in estimated OCV between the at least two energy storage units. The control method further comprises generating a FCS based on the differential OCV, such that the power usage of each of the first type of loads are adjusted such that the absolute value of the differential OCV is reduced.
An advantage with the present invention is that the energy sources during operation will have similar SOC. Thus, the problem with current rush during charging is reduced and the step of balancing may be unnecessary.
Another advantage with the present invention is that the energy sources will be loaded equally, which is beneficial for the health of the energy sources.
Further aspects and advantages may be obtained from the detailed description.
BRIEF DESCRIPTION OF THE DRAWINGS
The foregoing will be apparent from the following more particular description of the example embodiments, as illustrated in the accompanying drawings in which like reference characters refer to the same parts throughout the different views. The drawings are not necessarily to scale, emphasis instead being placed upon illustrating the example embodiments.
Figure 1 is a schematic block drawing illustrating an embodiment of the present invention;
Figure 2 is a schematic block drawing illustrating an embodiment of the present invention;
Figure 3 is a schematic block diagram illustrating an embodiment of a control unit;
Figure 4 is a flow chart illustrating a method according to the present invention;
Figure 5 is a schematic block drawing illustrating an embodiment of the present invention;
Figure 6 is a schematic drawing illustrating an aircraft according to an embodiment of the present invention; Figure 7 is a schematic illustration of an aircraft according to an embodiment of the present invention;
Figure 8 is a schematic illustration of an aircraft according to an embodiment of the present invention; and
Figure 9 is a schematic illustration of an aircraft according to an embodiment of the present invention.
DETAILED DESCRIPTION
Aspects of the present disclosure will be described more fully hereinafter with reference to the accompanying drawings. The apparatus and method disclosed herein can, however, be realized in many different forms and should not be construed as being limited to the aspects set forth herein. Like numbers in the drawings refer to like elements throughout.
The terminology used herein is for the purpose of describing particular aspects of the disclosure only and is not intended to limit the invention. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.
In this disclosure, the term 'energy source' should be interpreted as a source of electrical power that may be rechargeable by means of an electrical charger. An example of an energy source is a rechargeable battery, such as a Li-ion battery.
Some of the example embodiments presented herein are directed towards an energy distribution system, intended to be used in an aircraft.
As part of the development of the example embodiments presented herein, a problem will first be identified and discussed. In some electric aircrafts with at least two propulsion units powered by at least two energy sources each of the energy sources are directly connected to an electric propulsion unit without a common DC bus for the purpose of redundancy. If the aircraft has more than one propulsion unit each with a dedicated energy source not connected to a common DC bus, the energy sources may have different SOC after a flight, since the electric load on the propulsion units often are uneven during operation and flight. This poses a problem when the aircraft has landed and will become connected to a charger for charging. When the energy sources are connected to a charger, they are often connected to a common DC bus to which the charger provides electric power for charging. In this situation, energy sources with different SOC are connected to the same DC bus. For many energy sources, the different SOC causes different voltages between the poles of each of the energy sources. Thus, upon connection of the energy sources to the charging circuit, large currents will flow between the energy sources to level out the potential differences. These currents are detrimental for most types of energy sources and should be avoided at all means.
For many electrical energy sources, the open circuit voltage, OCV, of the energy source is a good indicator for state of charge, SOC, which indicates the available amount of electrical energy in the energy source. The open circuit voltage is defined as the voltage across the poles of the energy source when there is no current flowing from/to the energy source. Thus, the present inventor realized that if the OCV voltage varies only a limited amount between different energy sources of the aircraft there will be no large currents flowing between the energy sources upon parallel connection to a common DC bus for charging.
The present inventor realized that this problem might be minimized or even eliminated by an energy distribution system, generally designated 100, for an aircraft as illustrated in Figure 1.
The aircraft comprises electrical loads 117, which comprises a first electrical load 101 and a second electrical load 102.
The first electrical load and the second electrical load are a first type of electrical loads operable to receive a first control signal, FCS, which controls the power usage of each of the first type of electrical loads. The aircraft further comprises electrical sources 118 which comprises at least two energy storage units 106, 107 each having an output voltage and being operable to supply electric power to the electrical loads 117. The energy distribution system 100 comprises a network 108 operable to supply the electrical loads 117 with electrical power from the electrical sources 118. The network comprises switches 112, fixed connections and fuses in combination with switches 113 for the supply of electrical power. The switches may for example be solid-state switches, transistors, thyristors, or relay circuits.
The energy distribution system 100 further comprises a voltage control module, VCM 116. The VCM comprises a measuring unit 109 operable to measure at least the output voltage of each of the at least two energy storage units 106,107 and to generate a measurement signal indicative of the measurements. The VCM further comprises an open circuit voltage, OCV, unit 110 operable to receive the measurement signal and to estimate the OCV of each of the at least two energy storage units based on the received measurement signal.
The VCM 116 further comprises a control unit 111 operable to receive the estimated OCV and to calculate a differential OCV to determine an absolute value representing the difference in estimated OCV between the at least two energy storage units. The control unit 111 is further operable for generating the FCS based on the differential OCV, such that the power usage of each of the first type of loads are adjusted such that the absolute value of the differential OCV is reduced.
As illustrated in figure 1 the electrical loads 117 further may comprise a DC supply system 119 comprising DC converters 120 operable to a receive a DC control signal, DCCS, from the control unit 111. The control unit is operable to generate the DCCS such that the absolute value of the differential OCV is reduced by adjusting the electrical power usage of the DC supply system 119 from the electrical sources 118.
As illustrated in Figure 1, the DC converters 120 of the DC supply system 119 may be operable for redundant powering of a second type of loads comprising non-critical electrical loads 121 and critical electrical loads 122. Examples of critical electrical loads are flight computers, navigation systems and communication equipment. Examples of non-critical electric loads are entertainment system, air conditioning system, etc.
The control unit 111 may be operable to determine if the electrical loads 117 of the first type are active, and upon determining that none of the electric loads 117 of the first type of electrical loads are active generate a DCCS based on the differential OCV. Such that the absolute value of the differential OCV is reduced using the second type of loads.
The first type of electrical loads may comprise electrical propulsion units 103, a propeller 105 having a propeller shaft and propeller blades, and an inverter 104. The FCS is operable to control revolutions per minute of the propeller shaft and/or the pitch angle of the propeller blades. Thus, the FCS may be used to control the electrical load of the first type of electrical load on the energy source.
The network 108 may be an adaptive network operable to connect electrical sources to electrical loads under control of the network control signal, NCS, wherein the NCS is generated by the control unit 111 based on the differential OCV. This way a very flexible solution may be obtained providing a minute control of the electrical load and the possibility to level the load on the energy sources very efficiently. The adaptive network may be fully configurable using a NCS such that any electric source may be connected to any electric load.
The measuring unit may further be operable to measure the output current and the temperature of each of the at least two energy storage units 106,107 and to generate corresponding measurement signals. The OCV unit 110 is operable to receive the measurement signals and use the measured voltage, current and temperature in a Kalman filter for estimating the OCV of each of the at least two energy storage units.
Now with reference made to figure 2 which shows an example of an energy distribution system 200 for an aircraft according to the present invention. The aircraft comprises four different propulsion units 201-204. Each of the propulsion units are connected via inverters 104 to a network 208. Furthermore, each propulsion unit comprises a plurality of inverters for providing redundancy if one of the inverters is erroneous. The network 208 is also connected to a plurality of energy sources PBS1-PBS4. Furthermore, the aircraft also comprises two extra energy sources being turbogenerators TGI, TG2 operable to supply the aircraft with electric power if the need arises during a long haul flight or during a detour. The topology of the energy distribution system 200 disclosed in figure 2 will now be described in some detail. Each of the energy sources PBS1-PBS4 is operable to supply a corresponding propulsion unit 201-204 with electric power via inverters 104. Furthermore, the energy sources PBS1-PBS4 are connected to the charger CG for charging. Each inverter of the propulsion unit PBS1-PBS4 has a duplicate for redundancy. The network comprises a switch and a fuse connected in series for each connection to a propulsion unit 201-204, or to a turbogenerator TG1-2. The first turbogenerator TGI and second turbogenerator TG2 each comprises a dedicated inverter for each energy source PBS1- PBS4. Thus, the second turbogenerator provides redundancy for the first turbogenerator.
The energy distribution system as disclosed in figure 2 implements a robust and redundant energy distribution system especially suited for a modern electric aircraft.
Figure 3 shows an exemplary implementation of the voltage control module 116, in programmable signal processing hardware. The signal processing apparatus 300 shown in Fig. 3 comprises an input/output (I/O) section 310, which comprises the measurement unit. The I/O section is further operable to transmit control signals such as NCS, FCS and various other control signals. The signal processing apparatus 300 further comprises a processor 320, a working memory 330 and an instruction store 340 storing computer-readable instructions which, when executed by the processor 320, cause the processor 320 to perform the processing operations hereinafter described to control the energy distribution system as disclosed herein. The instruction store 340 may comprise a ROM, which is pre-loaded with computer-readable instructions. Alternatively, the instruction store 340 may comprise a RAM or similar type of memory, and the computer-readable instructions can be input thereto from a computer program product, such as a computer-readable storage medium 350 such as a CD-ROM, etc. or a computer-readable signal 360 carrying the computer-readable instructions. In the present embodiment, the combination 370 of the hardware components shown in Figure 3, comprising the processor 320, the working memory 330 and the instruction store 340, is configured to implement the functionality of the aforementioned voltage control module.
Now with reference made to figure 4 in which a control method 500 of an energy distribution system 100, 200 for an aircraft is illustrated using a flowchart.
The control method 400 in the flowchart of Fig. 4 comprises the following steps:
Measuring S410 at least the output voltage of each of the at least two energy storage units 106,107.
Generating S420 a measurement signal indicative of the measurements.
Estimating S430 the OCV of each of the at least two energy storage units based on the received measurement signal.
Calculating S440 a differential OCV to determine an absolute value representing the difference in estimated OCV between the at least two energy storage units.
Generating S450 a FCS based on the differential OCV, such that the power usage of each of the first type of loads are adjusted such that the absolute value of the differential OCV is reduced.
The electrical loads 117 of said aircraft further may comprise a DC supply system 119 comprising DC converters 120 operable to a receive a DC control signal, DCCS. The control method further comprises generating the DCCS such that the absolute value of the differential OCV is reduced by adjusting the electrical power usage of the DC supply system 119 from the electrical sources 118.
This way the SOC of the energy sources may be leveled without the use of the first type of loads.
The control method may further comprise the step of determining if the first type of electrical loads are active and upon determining that none of the electrical loads 117 of the first type of electrical loads are active, generate a DCCS based on the differential OCV such that the absolute value of the differential OCV is reduced using a second type of loads comprising non-critical electrical loads 121 and critical electrical loads 122.
The first type of electrical loads may comprise electrical propulsion units 103, a propeller 105 having a propeller shaft and propeller blades, and an inverter 104, the control method further comprises controlling the revolutions per minute of the propeller shaft and/or the pitch angle of the propeller blades.
The network 108 may be an adaptive network operable to connect electrical sources to electrical loads under control of a network control signal, NCS. The control method further comprises generating the NCS based on the differential OCV.
The control method may further comprise the steps of:
Measuring the output current S412 and the temperature S414 of each of the at least two energy storage units 106,107.
Generating corresponding measurement signals. These measurement signals may comprise voltage, current and temperature information.
Receiving the measurement signals.
Estimating the OCV of each of the at least two energy storage units by means of a Kalman filter based on the measured voltage, current and temperature signals.
This above disclosed method allows a very precise OCV model to be used that is based on voltage, current and temperature.
Now with reference made to Fig. 5 which shows an embodiment of an energy distribution system which differs from the energy distribution system discussed with reference made to Fig.
1 in that the energy distribution system of Fig. 5, further comprises:
At least two inverters 504 for each electrical propulsion unit 503, wherein each inverter is connected to a corresponding three phase winding of the electrical propulsion unit 503. This way redundant powering of the propulsion unit is accomplished. Furthermore, the control unit 511 is operable to receive a throttle control signal, TCS, generated by an operator, which is indicative of a desired thrust level for the airplane. The TCS may be generated by means of a thrust lever 590.
The network 508 of Fig. 5 shows solid connections between the energy storage units 555-580 and corresponding inverters 504.
The FCS is operable to control revolutions per minute of the propeller shaft and/or the pitch angle of the propeller blades based on the TCS and the differential OCV, wherein the control unit (501) is operable to generate the FCS such that the desired thrust level as indicated by the TCS is maintained.
The energy distribution system of Fig. 5 is further connected to two propulsion units 510, 520 each comprising a propeller 105, a gas turbine 530 supplied with sustainable aviation fuel, SAF, from a fuel tank of the aircraft (not shown). The propulsion units further comprise a control unit 540 operable to receive a second control signal, SCS, from the control unit 511, wherein the SCS regulates the thrust provided by the gas turbine 530;
The control unit 511 is operable to generate the SCS and the FCS based on the TCS and the differential OCV, such that the desired thrust is achieved while simultaneously minimizing the differential OCV.
Optionally, each of the two propulsion units 510, 520 further comprises a starter-generator 550 connected to the corresponding gas turbine 530 for starting the gas turbine, wherein the SCS comprises a control signal for starting the gas turbine 530 using the starter-generator 550. Optionally, the starter-generator may be used for supplying electrical power to the network 508 for selectively charging of the energy storage units 555, 560, 565, 570, 575, 580. This may be performed using a special high voltage network.
The control method as discussed with reference made to Fig. 1 may further comprise the below steps if the energy distribution system according to Fig.5 is controlled.
- Receiving a throttle control signal, TCS, generated by an operator, which is indicative of a desired thrust level for the airplane. This TCS may be generated by manipulating a throttle lever 590, but it may also be generated remotely or using an Al controller.
- Controlling revolutions per minute of the propeller shaft and/or the pitch angle of the propeller blades based on the TCS and the differential OCV by means of the FCS.
- Generating the FCS such that the desired thrust level as indicated by the TCS is maintained.
Optionally, the method further comprises the following steps:
- Receiving a second control signal, SCS, from the control unit 511, wherein the SCS regulates the thrust provided by the gas turbine 530;
- Generating the SCS and the FCS based on the TCS and the differential OCV, such that the desired thrust is achieved while simultaneously minimizing the differential OCV. This allows the operator to set the desired thrust and the differential OCV will automatically be minimized.
Optionally, each of the two propulsion units 510, 520 further comprises a starter-generator 550 connected to the corresponding gas turbine 530 for starting the gas turbine, even during flight.
Optionally, the method comprises the step of generating a SCS that comprises a control signal for starting the gas turbine 530 using the starter-generator 550. Reference is now made to Fig. 6 which discloses an aircraft 600 having two electrical loads 501, 502 and two propulsion units 510, 520 as well as an energy distribution system as disclosed herein.
Fig. 7 discloses schematically an embodiments of an aircraft, generally designated 700. This aircraft 700 comprises two electrical loads 501, 502 being electric propulsion units 503. Each propulsion unit has redundant three phase windings connected to separate inverters 504 controlled by the FCS. In this figure a thrust lever 590 is also depicted together with an operator 701 which manipulates the thrust lever 590, which generates the TCS for the energy distribution system 500. In this embodiment, the energy sources B1-B6 are directly connected to corresponding inverters 504. This connection may also be achieved using the network 508. The operator 701 sets a desired level of thrust using the thrust lever 590, the energy distribution system minimizes the differential OCV between the different energy storage units B1-B6 while providing the desired thrust to the aircraft. The system may also provide the desired thrust to each side of the aircraft. The thrust lever may be divided into two separate levers (one for each side), and the operator may adjust the thrust for each side manually, or the thrust lever is a single lever, where the system is configured to maintain the same thrust level on both sides.
Fig. 8 discloses schematically an embodiments of an aircraft, generally designated 800. This figure only shows the left wing of the aircraft 800. This aircraft 800 differs from the aircraft 700 disclosed with reference made to Fig. 7 in that the aircraft further comprises two propulsion units 510 and 520 (not shown in Fig.8 but arranged on the right wing) each comprising a propeller 105 being connected by a motor shaft to a gas turbine 530 supplied with sustainable aviation fuel, SAF, from a fuel tank of the aircraft. The gas turbine 530 is controlled by a control unit 540 which receives the secondary control signal, SCS, from the energy distribution system 500 for controlling the gas turbine. This way the operator may set the desired thrust with the lever 590 and the energy distribution system will balance the propulsion units and the electric propulsion units so that the desired thrust is applied to the aircraft, meanwhile the differential OCV is minimized.
Fig. 9 discloses schematically one embodiment of an aircraft, generally designated 900. This embodiment differs from the embodiment disclosed in Fig. 8 in that each of the two propulsion units 510, 520 (not shown) further comprises a starter-generator 550 connected to the corresponding gas turbine 530 for starting the gas turbine and/or for selectively charging of the energy storage units B1-B3, and B4-B6 not shown. The selective charging may provide individual energy storage units with charging in order to minimize the differential OCV and to increase the state of charge for an individual energy storage unit or for all energy storage units. This way the starter-generator may in addition to minimize the differential OCV also provide charging to the selected energy storage units directly or through a network 508. The starter-generator is also configured to start the gas turbine during operation of the aircraft, even while airborne.
The disclosure relates to an energy distribution system for an aircraft, wherein said aircraft comprises: electrical loads comprising: a first electrical load; and a second electrical load, wherein the first electrical load and the second electrical load are a first type of electrical loads operable to receive a first control signal, FCS, which controls the power usage of each of the first type of electrical loads; electrical sources comprising at least two energy storage units each having an output voltage and being operable to supply electric power to the electrical loads; and wherein the energy distribution system comprises: a network operable to supply the electrical loads with electrical power from the electrical sources and; a voltage control module, VCM comprising a measuring unit operable to measure at least the output voltage of each of the at least two energy storage units, and to generate a measurement signal indicative of the measurements; an open circuit voltage, OCV, unit operable to receive the measurement signal and to estimate the OCV of each of the at least two energy storage units based on the received measurement signal; a control unit operable to receive the estimated OCV and to calculate a differential OCV to determine an absolute value representing the difference in estimated OCV between the at least two energy storage units, generating the FCS based on the differential OCV, such that the power usage of each of the first type of loads are adjusted such that the absolute value of the differential OCV is reduced.
According to some embodiments, the electrical loads further comprises a DC supply system comprising DC converters operable to a receive a DC control signal, DCCS, from the control unit, wherein the control unit is operable to generate the DCCS such that the absolute value of the differential OCV is reduced by adjusting the electrical power usage of the DC supply system from the electrical sources.
According to some embodiments, the DC converters of the DC supply system are operable for redundant powering of a second type of loads comprising non-critical electrical loads and critical electrical loads.
According to some embodiments, the control unit is operable to determine if the electrical loads of the first type are active and upon determining that none of the electric loads of the first type of electrical loads are active, generate a DCCS based on the differential OCV such that the absolute value of the differential OCV is reduced using the second type of loads.
According to some embodiments, the first type of electrical loads comprises electrical propulsion units, a propeller having a propeller shaft and propeller blades, and an inverter and wherein the FCS is operable to control revolutions per minute of the propeller shaft and/or the pitch angle of the propeller blades.
According to some embodiments, the energy distribution system further comprises at least two inverters for each electrical propulsion unit, wherein each inverter is connected to a corresponding three phase winding of the electrical propulsion unit.
According to some embodiments, the control unit is operable to receive a throttle control signal, TCS, generated by an operator, which is indicative of a desired thrust level for the airplane, wherein the FCS is operable to control revolutions per minute of the propeller shaft and/or the pitch angle of the propeller blades based on the TCS and the differential OCV, wherein the control unit is operable to generate the FCS such that the desired thrust level as indicated by the TCS is maintained.
According to some embodiments, the aircraft further comprises two propulsion units each comprising a propeller, a gas turbine supplied with sustainable aviation fuel, SAF, from a fuel tank of the aircraft, a control unit operable to receive a second control signal, SCS, from the control unit, wherein the SCS regulates the thrust provided by the gas turbine, wherein the control unit is operable to generate the SCS and the FCS based on the TCS and the differential OCV, such that the desired thrust is achieved while simultaneously minimizing the differential OCV.
According to some embodiments, each of the two propulsion units further comprises a startergenerator connected to the corresponding gas turbine for starting the gas turbine, wherein the SCS comprises a control signal for starting the gas turbine using the starter-generator.
According to some embodiments, the network is an adaptive network operable to connect electrical sources to electrical loads under control of the network control signal, NCS, wherein the NCS is generated by the control unit based on the differential OCV.
According to some embodiments, the measuring unit further being operable to measure the output current and the temperature of each of the at least two energy storage units, and to generate corresponding measurement signals, and wherein the OCV unit is operable to receive the measurement signals and use the measured voltage, current and temperature in a Kalman filter for estimating the OCV of each of the at least two energy storage units.
The disclosure also relates to a control method of an energy distribution system for an aircraft, wherein said aircraft comprises: electrical loads comprising: a first electrical load; and a second electrical load, wherein the first electrical load and the second electrical load are a first type of electrical loads operable to receive a first control signal, FCS, which controls the power usage of each of the first type of electrical loads; electrical sources comprising at least two energy storage units each having an output voltage and being operable to supply electric power to the electrical loads; wherein the energy distribution system comprises: a network operable to supply the electrical loads with electrical power from the electrical sources; the control method comprising measuring at least the output voltage of each of the at least two energy storage units; generating a measurement signal indicative of the measurements; estimating the OCV of each of the at least two energy storage units based on the received measurement signal; calculating a differential OCV to determine an absolute value representing the difference in estimated OCV between the at least two energy storage units; generating a FCS based on the differential OCV, such that the power usage of each of the first type of loads are adjusted such that the absolute value of the differential OCV is reduced.
According to some embodiments, the electrical loads of said aircraft further comprises a DC supply system comprising DC converters operable to a receive a DC control signal, DCCS, the control method further comprises generating the DCCS such that the absolute value of the differential OCV is reduced by adjusting the electrical power usage of the DC supply system from the electrical sources.
According to some embodiments, the control method further comprises determining if the first type of electrical loads are active and upon determining that none of the electrical loads of the first type of electrical loads are active, generate a DCCS based on the differential OCV such that the absolute value of the differential OCV is reduced using a second type of loads comprising non-critical electrical loads and critical electrical loads.
According to some embodiments, the first type of electrical loads comprises electrical propulsion units, a propeller having a propeller shaft and propeller blades, and an inverter, the control method further comprises controlling the revolutions per minute of the propeller shaft and/or the pitch angle of the propeller blades by means of the FCS.
According to some embodiments, the method comprises receiving a throttle control signal, TCS, generated by an operator, which is indicative of a desired thrust level for the airplane, controlling revolutions per minute of the propeller shaft and/or the pitch angle of the propeller blades based on the TCS and the differential OCV by means of the FCS, and generating the FCS such that the desired thrust level as indicated by the TCS is maintained.
According to some embodiments, the aircraft further comprises two propulsion units each comprising a propeller, a gas turbine supplied with sustainable aviation fuel, SAF, from a fuel tank of the aircraft. The method comprising receiving a second control signal, SCS, from the control unit (111), wherein the SCS regulates the thrust provided by the gas turbine (530), generating the SCS and the FCS based on the TCS and the differential OCV, such that the desired thrust is achieved while simultaneously minimizing the differential OCV.
According to some embodiments, each of the two propulsion units further comprises a startergenerator connected to the corresponding gas turbine for starting the gas turbine, the method comprising generating a SCS that comprises a control signal for starting the gas turbine using the starter-generator.
According to some embodiments, the network is an adaptive network operable to connect electrical sources to electrical loads under control of the network control signal, NCS, the control method further comprises generating the NCS based on the differential OCV.
According to some embodiments, control method further comprises measuring the output current and the temperature of each of the at least two energy storage units; generating corresponding measurement signals; receiving the measurement signals; and estimating the OCV of each of the at least two energy storage units by means of a Kalman filter based on the measured voltage, current and temperature signals.
The disclosure also relates to a computer readable storage medium storing computer program instructions which, when executed by a processor, cause the processor to perform a method as set out herein above.
The disclosure also relates to a signal, carrying computer program instructions, which when executed by a processor, cause the processor to perform a method as set out herein above. The disclosure also relates to aircraft comprising electrical loads comprising a first electrical load, and a second electrical load. The first electrical load and the second electrical load are of a first type of electrical loads operable to receive a first control signal, FCS, which controls the power usage of each of the first type of electrical loads. The aircraft further comprises electrical sources comprising at least two energy storage units each having an output voltage and being operable to supply electric power to the electrical loads. The aircraft further comprises the energy distribution system according to embodiments disclosed herein.
According to some embodiments, the aircraft further comprises a throttle lever for generating a TCS indicating a desired thrust for the aircraft.
According to some embodiments, the aircraft further comprises two propulsion units each comprising a propeller, a gas turbine supplied with sustainable aviation fuel, SAF, from a fuel tank of the aircraft.
According to some embodiments, each of the two propulsion units further comprises a startergenerator connected to the corresponding gas turbine for starting the gas turbine and/or for selectively charging of the energy storage units.
In the drawings and specification, there have been disclosed exemplary embodiments. However, many variations and modifications can be made to these embodiments. Accordingly, although specific terms are employed, they are used in a generic and descriptive sense only and not for purposes of limitation, the scope of the embodiments being defined by the following claims.
The description of the example embodiments provided herein have been presented for purposes of illustration. The description is not intended to be exhaustive or to limit example embodiments to the precise form disclosed, and modifications and variations are possible in light of the above teachings or may be acquired from practice of various alternatives to the provided embodiments. The examples discussed herein were chosen and described in order to explain the principles and the nature of various example embodiments and its practical application to enable one skilled in the art to utilize the example embodiments in various manners and with various modifications as are suited to the particular use contemplated. The features of the embodiments described herein may be combined in all possible combinations of methods, apparatus, modules, systems, and computer program products. It should be appreciated that the example embodiments presented herein may be practiced in any combination with each other. It should be noted that the word "comprising" does not necessarily exclude the presence of other elements or steps than those listed and the words "a" or "an" preceding an element do not exclude the presence of a plurality of such elements. It should further be noted that any reference signs do not limit the scope of the claims, that the example embodiments may be implemented at least in part by means of both hardware and software, and that several "means", "units" or "devices" may be represented by the same item of hardware.

Claims

1. An energy distribution system (100; 200; 500) for an aircraft, wherein said aircraft comprises:
- electrical loads (117) comprising:
- a first electrical load (101); and
- a second electrical load (102), wherein the first electrical load and the second electrical load are a first type of electrical loads operable to receive a first control signal, FCS, which controls the power usage of each of the first type of electrical loads;
- electrical sources (118) comprising at least two energy storage units (106, 107) each having an output voltage and being operable to supply electric power to the electrical loads (117); and wherein the energy distribution system (100; 200) comprises:
- a network (108) operable to supply the electrical loads (117) with electrical power from the electrical sources (118) and;
- a voltage control module, VCM, (116) comprising:
- a measuring unit (109) operable to measure at least the output voltage of each of the at least two energy storage units (106,107;), and to generate a measurement signal indicative of the measurements;
- an open circuit voltage, OCV, unit (110) operable to receive the measurement signal and to estimate the OCV of each of the at least two energy storage units based on the received measurement signal;
- a control unit (111) operable to receive the estimated OCV and to calculate a differential OCV to determine an absolute value representing the difference in estimated OCV between the at least two energy storage units, generating the FCS based on the differential OCV, such that the power usage of each of the first type of loads are adjusted such that the absolute value of the differential OCV is reduced.
2. The energy distribution system for an aircraft (100; 200) according to claim 1, wherein the electrical loads (117) further comprises a DC supply system (119) comprising DC converters (120) operable to a receive a DC control signal, DCCS, from the control unit (111), wherein the control unit is operable to generate the DCCS such that the absolute value of the differential OCV is reduced by adjusting the electrical power usage of the DC supply system (119) from the electrical sources (118).
3. The energy distribution system for an aircraft (100; 200) according to claim 2, wherein the DC converters (120) of the DC supply system (119) are operable for redundant powering of a second type of loads comprising non-critical electrical loads (121) and critical electrical loads (122).
4. The energy distribution system for an aircraft (100; 200) according to claim 2 or 3, wherein the control unit (111) is operable to determine if the electrical loads (117) of the first type are active and upon determining that none of the electric loads (117) of the first type of electrical loads are active, generate a DCCS based on the differential OCV such that the absolute value of the differential OCV is reduced using the second type of loads.
5. The energy distribution system for an aircraft (100; 200) according to any one of the preceding claims, wherein the first type of electrical loads comprises electrical propulsion units (103), a propeller (105) having a propeller shaft and propeller blades, and an inverter (104) and wherein the FCS is operable to control revolutions per minute of the propeller shaft and/or the pitch angle of the propeller blades.
6. The energy distribution system according to any one of claim 5, further comprising: - at least two inverters (504) for each electrical propulsion unit (503), wherein each inverter is connected to a corresponding three phase winding of the electrical propulsion unit (503).
7. The energy distribution system for an aircraft (100; 200) according to any one of claims 5 or 6, wherein the control unit (511) is operable to receive a throttle control signal, TCS, generated by an operator, which is indicative of a desired thrust level for the airplane, wherein the FCS is operable to control revolutions per minute of the propeller shaft and/or the pitch angle of the propeller blades based on the TCS and the differential OCV, wherein the control unit (501) is operable to generate the FCS such that the desired thrust level as indicated by the TCS is maintained.
8. The energy distribution system according to claim 7, wherein the aircraft further comprises two propulsion units (510, 520) each comprising:
- a propeller (105);
- a gas turbine (530) supplied with sustainable aviation fuel, SAF, from a fuel tank of the aircraft;
- a control unit (540) operable to receive a second control signal, SCS, from the control unit (111), wherein the SCS regulates the thrust provided by the gas turbine (530); wherein the control unit (511) is operable to generate the SCS and the FCS based on the TCS and the differential OCV, such that the desired thrust is achieved while simultaneously minimizing the differential OCV.
9. The energy distribution system of claim 8, wherein each of the two propulsion units
(510, 520) further comprises a starter-generator (550) connected to the corresponding gas turbine (530) for starting the gas turbine, wherein the SCS comprises a control signal for starting the gas turbine (530) using the starter-generator (550).
10. The energy distribution system of claim 9, wherein the starter-generator is used for supplying electrical power to the network (508) for selectively charging of the energy storage units (555, 560, 565, 570, 575, 580).
11. The energy distribution system for an aircraft (100; 200) according to any one of the preceding claims, wherein the network (108) is an adaptive network operable to connect electrical sources to electrical loads under control of a network control signal, NCS, wherein the NCS is generated by the control unit (111) based on the differential OCV.
12. The energy distribution system for an aircraft (100; 200) according to any one of the preceding claims, wherein the measuring unit further being operable to measure the output current and the temperature of each of the at least two energy storage units (106,107;), and to generate corresponding measurement signals, and wherein the OCV unit (110) is operable to receive the measurement signals and use the measured voltage, current and temperature in a Kalman filter for estimating the OCV of each of the at least two energy storage units.
13. A control method (500) of an energy distribution system (100; 200) for an aircraft, wherein said aircraft comprises:
- electrical loads (117) comprising:
- a first electrical load (101); and
- a second electrical load (102), wherein the first electrical load and the second electrical load are a first type of electrical loads operable to receive a first control signal, FCS, which controls the power usage of each of the first type of electrical loads;
- electrical sources (118) comprising at least two energy storage units (106, 107; ) each having an output voltage and being operable to supply electric power to the electrical loads (117); wherein the energy distribution system (100; 200) comprises: - a network (108) operable to supply the electrical loads (117) with electrical power from the electrical sources (118); the control method (500) comprising:
- measuring (S410) at least the output voltage of each of the at least two energy storage units (106,107;);
- generating (S420) a measurement signal indicative of the measurements;
- estimating (S430) the OCV of each of the at least two energy storage units based on the received measurement signal;
- calculating (S440) a differential OCV to determine an absolute value representing the difference in estimated OCV between the at least two energy storage units;
- generating (S450) a FCS based on the differential OCV, such that the power usage of each of the first type of loads are adjusted such that the absolute value of the differential OCV is reduced.
14. The control method of an energy distribution system (100; 200) for an aircraft according to claim 13, wherein the electrical loads (117) of said aircraft further comprises a DC supply system (119) comprising DC converters (120) operable to a receive a DC control signal, DCCS, the control method further comprises generating the DCCS such that the absolute value of the differential OCV is reduced by adjusting the electrical power usage of the DC supply system (119) from the electrical sources (118).
15. The control method of an energy distribution system (100; 200) for an aircraft according to claim 13 or 14, the control method further comprises determining if the first type of electrical loads are active and upon determining that none of the electrical loads (117) of the first type of electrical loads are active, generate a DCCS based on the differential OCV such that the absolute value of the differential OCV is reduced using a second type of loads comprising non-critical electrical loads (121) and critical electrical loads (122).
16. The control method of an energy distribution system (100; 200) for an aircraft according to any one of claim 8 to 10, wherein the first type of electrical loads comprises electrical propulsion units (103), a propeller (105) having a propeller shaft and propeller blades, and an inverter (104), the control method further comprises controlling the revolutions per minute of the propeller shaft and/or the pitch angle of the propeller blades by means of the FCS.
17. The control method of an energy distribution system (100; 200) for an aircraft according to claim 16, the method comprising:
- receiving a throttle control signal, TCS, generated by an operator, which is indicative of a desired thrust level for the airplane;
- controlling revolutions per minute of the propeller shaft and/or the pitch angle of the propeller blades based on the TCS and the differential OCV by means of the FCS;
- generating the FCS such that the desired thrust level as indicated by the TCS is maintained.
18. The control method of an energy distribution system (100; 200) for an aircraft according to claim 17, wherein the aircraft further comprises two propulsion units (510, 520) each comprising:
- a propeller (105);
- a gas turbine (530) supplied with sustainable aviation fuel, SAF, from a fuel tank of the aircraft; the method comprising:
- receiving a second control signal, SCS, from the control unit (111), wherein the SCS regulates the thrust provided by the gas turbine (530);
- generating the SCS and the FCS based on the TCS and the differential OCV, such that the desired thrust is achieved while simultaneously minimizing the differential OCV. 1
19. The control method of an energy distribution system (100; 200) for an aircraft according to claim 18, wherein each of the two propulsion units (510, 520) further comprises a startergenerator (550) connected to the corresponding gas turbine (530) for starting the gas turbine, the method comprising:
- generating a SCS that comprises a control signal for starting the gas turbine (530) using the starter-generator (550).
20. The control method of an energy distribution system (100; 200) for an aircraft according to any one of claim 13 to 19, wherein the network (108) is an adaptive network operable to connect electrical sources to electrical loads under control of a network control signal, NCS, the control method further comprises:
- generating the NCS based on the differential OCV.
21. The control method of an energy distribution system (100; 200) for an aircraft according to any one of claim 13 to 20, the method further comprises:
- measuring the output current (S412) and the temperature (S414) of each of the at least two energy storage units (106,107);
- generating corresponding measurement signals;
- receiving the measurement signals; and
- estimating the OCV of each of the at least two energy storage units by means of a Kalman filter based on the measured voltage, current and temperature signals.
22. A computer readable storage medium (450) storing computer program instructions which, when executed by a processor (420), cause the processor (420) to perform a method as set out in at least one of claims 13 to 21.
23. A signal (460) carrying computer program instructions which, when executed by a processor (420), cause the processor (420) to perform a method as set out in at least one of claims 13 to 21.
24. An aircraft comprising:
- electrical loads (117) comprising:
- a first electrical load (101); and
- a second electrical load (102), wherein the first electrical load and the second electrical load are of a first type of electrical loads operable to receive a first control signal, FCS, which controls the power usage of each of the first type of electrical loads;
- electrical sources (118) comprising at least two energy storage units (106, 107) each having an output voltage and being operable to supply electric power to the electrical loads (117); and
- the energy distribution system according to any one of claims 1 - 12.
25. An aircraft according to claim 24, further comprising:
- throttle lever for generating a TCS indicating a desired thrust for the aircraft.
26. An aircraft according to claim 24 or 25, further comprising:
- two propulsion units (510, 520) each comprising:
- a propeller (105);
- a gas turbine (530) supplied with sustainable aviation fuel, SAF, from a fuel tank of the aircraft.
27. An aircraft according to claim 26, wherein each of the two propulsion units (510, 520) further comprises a starter-generator (550) connected to the corresponding gas turbine (530) for starting the gas turbine and/or for selectively charging of the energy storage units (555, 560, 565, 570, 575, 580).
EP24739589.0A 2023-07-07 2024-07-05 An energy distribution system for an aircraft Pending EP4690409A1 (en)

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US7498772B2 (en) * 2006-04-06 2009-03-03 International Truck Intellectual Property Company, Llc Method and system of modeling energy flow for vehicle battery diagnostic monitoring
US8789791B2 (en) * 2008-06-10 2014-07-29 Lockheed Martin Corporation Electrical system and electrical accumulator for electrical actuation and related methods
JP5892024B2 (en) * 2012-10-01 2016-03-23 株式会社豊田自動織機 Power supply device and battery module switching method
US10814740B2 (en) * 2017-06-30 2020-10-27 Hamilton Sundstrand Corporation HESM high pulse power algorithm
US10589635B1 (en) * 2019-03-01 2020-03-17 The Boeing Company Active voltage control for hybrid electric aircraft
US11724622B2 (en) * 2021-08-11 2023-08-15 Ford Global Technologies, Llc Battery pack multi-cell state estimation
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Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC ME MK MT NL NO PL PT RO RS SE SI SK SM TR