946results about "Electric power distribution" patented technology

A system (200) for distributing electrical power, includes: a first high voltage AC power distributing unit (210a) including a first high voltage AC bus (214a-1, 214a-2), which is selectively connected to a first high voltage AC generator (224a), and a first start bus (212a); a second high voltage AC power distributing unit (210b) including a second high voltage AC bus (214b-1, 214b-2), which is selectively connected to a second high voltage AC generator (224b), and a second start bus (212b); a first high voltage DC power distributing unit (240a) including, a first high voltage DC bus (246a), and a second high voltage DC power distributing unit (240b) including a second high voltage DC bus (246b). The first high voltage AC bus (214a-1, 214a-2) is selectively connectable to the second high voltage AC bus (214b-1, 214b-2), such that the system (200) provides redundancy for high voltage power distribution.

Vehicles, systems, and methods are disclosed for providing and directing first power, such as vehicle generator power, and alternate sources of power. In a particular embodiment, a vehicle includes a power distribution grid that includes a plurality of power sources and a plurality of distributions buses configured to distribute power from the plurality of power sources. The plurality of power sources include an engine-driven power source is configured to provide first power where the first power has first power characteristics. The plurality of power sources also includes a plurality of engine-independent power sources including a first alternate power source configured to provide first alternate power. The first alternate power has first alternate power characteristics that are different than the first power characteristics. The plurality of engine-independent power sources also includes a second alternate power source configured to provide second alternate power. The second alternate power has second alternate power characteristics that are different from the first power characteristics and different from the first alternate power characteristics. The vehicle also includes a global controller that sends control signals to control generation of power by the engine-driven power source, the first alternate power source and the second alternate power source via the plurality of distribution buses responsive to power demand of the power distribution grid.

An unmanned aerial vehicle comprising at least one rotor motor. The rotor motor is powered by a micro hybrid generation system. The micro hybrid generator system comprises a rechargeable battery configured to provide power to the at least one rotor motor, a small engine configured to generate mechanical power, a generator motor coupled to the small engine and configured to generate AC power using the mechanical power generated by the small engine, a bridge rectifier configured to convert the AC power generated by the generator motor to DC power and provide the DC power to either or both the rechargeable battery and the at least one rotor motor, and an electronic control unit configured to control a throttle of the small engine based, at least in part, on a power demand of at least one load, the at least one load including the at least one rotor motor.

Lift propulsion and stabilizing system and procedure for vertical takeoff and landing aircraft that consists in applying simultaneously and combined as lifters during the initial portion of the climb and at the end of the descent of: a) some fans or electric turbines, EDF, and b) at least one rotor with external blades and/or rotary and/or c) the engine flow directed downwards and/or d) pressure air jets injected on leading edges control fins, and/or e) water jets and/or f) supplemented with aerodynamic lift produced during frontal advance of the aircraft, the stabilization is achieved by the gyroscopic stiffness of the rotor and two or more lifting fans oscillating fins and/or air jets located on two or stabilizers more peripheral points in a plane perpendicular to the vertical axis of the aircraft.

A power distribution system having a continuous power bus to supply power and/or data to aircraft passenger seats in a mobile platform. The power distribution system generally includes a bus strip that extends along a length of the passenger cabin and a connector operable to provide a connection between the bus strip and the passenger seats. Power and/or data can be transmitted between the bus strip and the passenger seats, via the connector, at any point along the bus strip, thus eliminating the need to run separate connections between the power and/or data source and each passenger seat.

An unmanned aerial vehicle, comprising: a fuselage having a first side board and a second side board spaced apart and connected by at least one transverse board; the first side board, the second side board, and the at least one transverse board being printed circuit boards; at least one of the first side board, the second side board, and the at least one transverse board having formed and mounted thereon conductive traces and at least one component, respectively, for controlling and monitoring the unmanned aerial vehicle; first and second wings mounted to the fuselage; and, a tail mounted to the fuselage.

The invention relates to a system and a method for supplying power to an aircraft comprising several generators supplying alternating current to several different primary electrical master boxes (10, 11, 12 and 13), the various aircraft loads being connected to each of these master boxes. This system comprises conventional master boxes (10, 11, 12 and 13) which supply power loads and at least one master box (40, 41) devoted to actuator loads, this at least one devoted master box being connected to conventional master boxes.

A power management system includes an ultracapacitor and a charge shuttle including a power converter. The charge shuttle may be coupled with the ultracapacitor and may be configured to be coupled with a load. The charge shuttle can be configured to monitor one or more parameters of the load and the ultracapacitor, and to control energy flow between the load and the ultracapacitor based on or according to monitored parameters. The system may also include a battery or other rechargeable energy storage element.

A method for coordinating engine operation with electrical power extraction in a more electric vehicle provided. The method includes: receiving, by an engine control (120), a command for power output reduction of an engine (140); waiting until a predetermined event occurs to request, by the engine control (120), the power output reduction of the engine (140); reducing or completely switching off, by an electrical energy management system (110), at least one load (180) applied to a high-speed spool generator (146) connected to a high-speed spool (142) of the engine (140); reducing the power output reduction of the engine (140); and shifting power extraction from the high-speed spool generator (146) to a low-speed spool generator (148) connected to a low-speed spool (144) of the engine (140).

A mounting rail system for a cabin services system of an aircraft is disclosed. The mounting rail system comprises a mounting rail for providing power, and at least one circuit coupled to the mounting rail for allowing for operation of functionalities of a passenger services unit.

A power stabilizing device in a system includes as a portion of a power converter section, a second PWM converter provided between a second primary AC bus and a second DC bus in an electric system and configured to perform mutual conversion between DC power and AC power. A power stabilizing control section in the power stabilizing device controls charging and discharging of a secondary battery based on a voltage and a frequency in the second primary AC bus, thereby stabilizing the electric system.

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

An aircraft electrical network including a first starter generator mechanically coupled to a first shaft of an aircraft main engine. The first starter generator is configured to turn the first shaft of the main engine in a starting mode, and to generate electricity from the first shaft of the gas turbine engine in a generating mode. The network further includes a DC electrical bus electrical coupled to one or more electrical loads and an AC electrical bus electrically coupled to the first starter generator. The DC electrical bus is electrically coupled to the AC electrical bus via a bi-directional AC/DC converter, which is configured to provide AC electrical power from the DC electrical bus to power the first starter generator when the first starter generator is in a starting mode, and DC electrical power to the DC electrical bus when the first starter generator is in a generating mode.

An aircraft cabin lighting kit includes: a driving/dimming module generating output signals for controlling illumination of at least one lighting unit according to command signals from a cabin management system; and at least one wire assembly interfacing the driving/dimming module with a power bus for receiving operational power, and a communication bus for receiving the command signals and for communicating the output signals to the at least one lighting unit. The present aircraft cabin lighting kit is certified by a governmental aviation-regulating body for installation in multiple aircraft. An aircraft cabin lighting system, which includes the kit, is also provided

A power extraction system and method for a gas turbine engine of a vehicle are provided. The system has an HP spool tower shaft coupled between an HP spool of the gas turbine engine and an accessory gearbox assembly coupled to the gas turbine engine. The HP spool tower shaft extracts mechanical power from the HP spool. The system has an LP spool tower shaft coupled between an LP spool of the gas turbine engine and the accessory gearbox assembly. The LP spool tower shaft extracts mechanical power from the LP spool. The system further has the accessory gearbox assembly having an accessory drive combining the mechanical power from both the HP spool and LP spool, having a planetary gear train coupled to the accessory drive, and having one or more engine-driven accessories coupled to the planetary gear train and driven by a planetary gear train output to generate power.

An electric power generation and distribution system includes a primary distribution panel, which preferably operates at 230 VAC, and a High Voltage Direct Current (HVDC) panel in direct electrical communication therewith. The HVDC panels power motor controllers which drive electric motors residing in the center or aft sections of the aircraft. As many of the large electrical loads are located in the aft section of the aircraft, an aft electronics bay is located adjacent the aircraft wing roots to house the primary distribution panels and the HVDC panels.

An electric, inductively-energized, multi-bladed, controllable-pitch propeller hub is configured with an internal battery, electronic control unit and electric internal reversible hubmotor, when energized by a voltage inducted across an air gap into an annulus of receiver coils that is mounted onto said propeller hub and when said propeller hub is attached to and operated with complementary electrical, electronic and mechanical components that enable wireless command signals, together forming a novel and versatile device whose operation can provide near-instantaneous modulation of aircraft thrust, lift and drag by the action of said propeller hub to actuate precise and equal changes to the pitch of each propeller blade through a full range of useful pitch settings, both during rotation of said propeller hub and when said propeller hub is stationary, with an innovation including a coaxial driveshaft that facilitates the removal and installation of said propeller hub from a propmotor.

An apparatus is provided for supplying electrical power and cooling for an aircraft. The apparatus includes a cooling turbine coupled to a shaft, a compressor coupled to the shaft, and including an input for receiving engine bleed air or ambient air, and an output for discharging compressed air, a flywheel coupled to the shaft, a power turbine coupled to the shaft, and a starter generator coupled to the shaft between the compressor and the power turbine.

Apart from electrical energy, nowadays the main engines also supply pneumatic and hydraulic energy to the aircraft, using corresponding media. Apart from mechanical disadvantages this results in reduced engine efficiency in relation to thrust, fuel consumption and weight. According to an, embodiment of the present invention an energy supply system for aircraft is provided, comprising a fuel cell arrangement and an electrical energy distribution device. In this way it is possible to replace all the energy generating systems of the engines, which provide energy for the aircraft systems, except for the starter generator, as a result of which the efficiency of the individual engines is improved. Furthermore, the efficiency of onboard energy generation is improved, which in the final analysis results in reduced fuel consumption.