Vehicle management system integrated with power distribution control

Abstract

A vehicle management system integrated with power distribution control is disclosed. The vehicle management system (VMS) computer includes a data processing system and a power distribution controller. The data processing system includes a processor and a memory. The power distribution controller includes a plurality of power distribution circuits each controlled by a controller to supply power to an end component load. The power distribution controller is communicatively coupled to the data processing system via a bus. The power distribution controller is configured to control power generation through each of the plurality of power distribution circuits such that each of the plurality of power distribution circuits generates output power having an adjustable voltage level for output to a corresponding end component load.

Description

Technical Field

[0001] The present disclosure generally relates to power distribution, and more particularly, to methods and systems for controlling power distribution in a vehicle. Background Art

[0002] Modern aircraft utilize many electrical devices, including, for example, electric motors, electronic sensors, computers, lights, and electronic displays. Each of these devices has its own power requirements. Some devices require alternating current, while other devices require direct current. In addition, the voltage, current, and power standards of different components vary. To supply power to the various devices on the aircraft that require power, a power distribution controller is utilized. However, current power distribution controllers have many drawbacks that adversely affect the customization of power delivery, ease of assembly, and weight. Accordingly, there is a desire for a power distribution system that improves upon the prior art and addresses these and other problems. Summary of the Invention

[0003] In one illustrative embodiment, a vehicle management system includes a data processing system and a power distribution controller. The data processing system includes a processor and a memory. The power distribution controller includes a plurality of power distribution circuits, each of which is controlled by the controller to supply power to an end component load. The power distribution controller is communicatively coupled to the data processing system via a bus. The power distribution controller is configured to control the power generation through each of the plurality of power distribution circuits such that each of the plurality of power distribution circuits generates output power having an adjustable voltage level for output to a corresponding end component load.

[0004] In another illustrative embodiment, a method for controlling power distribution in a vehicle includes: monitoring the power load of each of a plurality of end components. The method further includes: adjusting the power supplied to each of the plurality of end components according to the power load.

[0005] In yet another illustrative embodiment, a vehicle management system for controlling power distribution of a vehicle includes a processor and a non-transitory computer-readable medium storing program code that, when executed by the processor, performs a computational implementation method for power distribution. The program code includes program code for monitoring power loads on each of a plurality of end components. The program code further includes program code for adjusting the power supplied to each of the plurality of end components based on the power loads. Adjusting the power supplied to each of the plurality of end components includes adjusting the power supplied to one of the plurality of end components based on at least one of the following: the distance from the corresponding end component load, the change in the load of the corresponding end component load over time, and the change in the load of the corresponding end component load due to a change in the temperature of the corresponding end component load.

[0006] The features and functions may be implemented independently in various embodiments of the present disclosure or may be combined in yet some other embodiments, with further details being understandable by reference to the following description and the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] The novel features considered characteristic of the illustrative embodiments are set forth in the appended claims. However, the illustrative embodiments, together with the preferred modes of use, additional objectives, and features thereof, will be best understood by reference to the following detailed description of the illustrative embodiments in conjunction with the accompanying drawings, where:

[0008] Figure 1 is a diagram of an aircraft in which the illustrative embodiments may be implemented;

[0009] Figure 2 is a diagram of an aircraft and its power distribution system according to the illustrative embodiment;

[0010] Figure 3 is a diagram of a vehicle power distribution system according to the illustrative embodiment;

[0011] Figure 4 is a flowchart of a method for selectively supplying power to a plurality of end component loads according to the illustrative embodiment;

[0012] Figure 5 is a flowchart of a method for adjusting a configurable circuit breaker according to the illustrative embodiment;

[0013] Figure 6 is a flowchart of a method for supplying power to an end component load through a pair of power distribution lines according to the illustrative embodiment;

[0014] Figure 7is an illustration of a block diagram of a data processing system according to an illustrative embodiment;

[0015] Figure 8 is an illustration of a method of aircraft manufacturing and servicing in the form of a block diagram according to an illustrative embodiment; and

[0016] Figure 9 is an illustration of an aircraft in the form of a block diagram in which the illustrative embodiments may be implemented. DETAILED DESCRIPTION

[0017] The different illustrative embodiments recognize and take into account one or more different considerations. For example, the illustrative embodiments recognize and take into account that existing aircraft power distribution technologies and power management schemes are inefficient. The illustrative embodiments recognize and take into account that existing aircraft power distribution uses different electrical devices (e.g., circuit breakers, filters, rectifiers, etc.) that integrate critical components (i.e., parts, units, subsystems, systems, etc.) within a vehicle management system (VMS) architecture. For example, from the viewpoint of all-or-nothing functionality, the illustrative embodiments recognize and take into account that existing power distribution systems allocate worst-case power to each critical component. In addition, the illustrative embodiments recognize and take into account that existing power distribution schemes require several dedicated power lines from a power circuit breaker panel or solid-state distribution unit to multiple devices within a given system or subsystem that use fixed voltage / current settings. Further, the illustrative embodiments recognize and take into account that this convention limits the integrator's ability to optimize the allocated power or support local system / subsystem functionality during changes in operating conditions (e.g., startup, takeoff, cruise, landing, etc.).

[0018] In addition, the illustrative embodiments recognize and take into account that power is provided to end components via two parallel power lines, where, in the event of a power outage, each power line is capable of supplying full power through the other line, which extends the life of the parallel power lines.

[0019] In addition, the illustrative embodiments recognize and take into account that existing aircraft power distribution schemes use different electrical devices (e.g., circuit breakers, filters, rectifiers, etc.) that integrate critical components (e.g., parts, units, subsystems, systems, etc.) within a vehicle management system (VMS) architecture and recognize and take into account that using different electrical devices will have a negative impact on the time-sensitive management of safety-critical components. Thus, in the illustrative embodiments, a power distribution controller is integrated with the VMS to improve the time-sensitive management of safety-critical components.

[0020] In addition, the exemplary embodiments recognize and contemplate that it is beneficial to monitor sensed voltage and current levels, power peaks, and power outages, and to interrupt individual power distribution circuits via a programmable circuit breaker upon detection of a sensed voltage, current, or power level indicative of a fault; and to turn off individual power distribution circuits without interrupting the operation of the remaining power distribution circuits in a plurality of power distribution circuits.

[0021] Embodiments of the present disclosure provide for integrating power distribution functionality within a VMS computing infrastructure, thereby providing improved power management capabilities. Embodiments of the present disclosure support dynamic reconfiguration of the overall system / subsystem during time-sensitive startup or shutdown, various flight phases, fault conditions, and other condition states. Among other benefits, dynamic reconfiguration also supports extending the life of the overall system and platform. Embodiments of the present disclosure reduce the wiring and installation weight associated with power distribution lines, support hierarchical power management and power cut-off techniques, allow for optimal dynamic power distribution during various operating conditions, and provide a solution for reducing the startup latency time of time-sensitive functions. In addition, embodiments of the present disclosure extend the service life of the system and platform, improve power distribution-related fault detection and isolation, extend the flight duration of battery-dependent platforms, and reduce the number of different power components (e.g., rectifiers, transformers, actuators, etc.) to improve and manage power.

[0022] Embodiments of the present disclosure provide substantially optimal power distribution and power management, particularly for all electrical and battery-dependent platforms. Embodiments of the present disclosure also provide means for enabling flight safety-critical systems to support time-sensitive startup, recovery, shutdown, and fault conditions. Compared with prior art power distribution solutions that provide a general-purpose filtered power distribution system, embodiments of the present disclosure reduce non-recurring, recurring, and life cycle costs. In addition, embodiments of the present disclosure improve resilience through increased fault detection and isolation, improve platform system reliability through the use of power cut-off techniques that extend system life, reduce installation weight with fewer wires / cables and reduced wire / cable lengths, optimize power during changes in operating conditions, and reduce wiring manufacturing recurring and non-recurring costs.

[0023] Various embodiments of the present disclosure provide dedicated clean power to send dynamic reconfiguration of power distribution during the power-optimal flight phase to components, dynamic reconfiguration of power distribution during fault conditions, dynamic reconfiguration that supports extending the life of the overall system and platform, and provide continuous power that can support hierarchical time-sensitive layers / paths. In addition, various embodiments of the present disclosure provide partial functionality to end components, rather than simply providing all or no functionality as in prior art systems.

[0024] Some of the benefits provided by one or more embodiments of the present disclosure include reduced power distribution complexity, which allows for optimal dynamic power distribution during various operating conditions, reduced startup latency time for time-sensitive functions, extended service life of the system and platform, and improved fault detection and isolation related to power distribution.

[0025] Compared with prior art power distribution systems, the illustrative embodiments provide integrated power distribution within the VMS computing architecture. Further, the illustrative embodiments provide net power distribution within the VMS, provide cross-channel power management and communication cutoff, and provide dynamically reconfigurable electronic circuit breakers.

[0026] Reference is now made to the figures, and specifically, to Figure 1 , a diagram of an aircraft in which the illustrative embodiments may be implemented. In this illustrative example, the aircraft 100 has wings 102 and 104 connected to the airframe 106. The aircraft 100 includes engines 108 connected to wing 102 and engines 110 connected to wing 104.

[0027] The airframe 106 has a tail 112. The horizontal stabilizers 114, 116, and the vertical stabilizer 118 are connected to the tail 112 of the airframe 106. The aircraft 100 is an example of an aircraft in which the disclosed enhanced autobraking system may be implemented.

[0028] As used herein, when referring to various items, "a plurality" means one or more. For example, "a plurality of power distribution control units 218" means one or more different types of power distribution control units 218.

[0029] Further, when used in conjunction with a list of items, "at least one of..." means that different combinations of one or more of the listed items may be used, and it may be necessary to use only one of the items in the list. In other words, "at least one of..." means that any combination of the items in the list with multiple items may be used, but it is not necessary to use all of the items in the list. The items may be specific objects, things, or categories.

[0030] For example but not limited to, "at least one of item A, item B, or item C" may include item A, item A and item B, or item C. This example may also include item A, item B, and item C, or item B and item C. Of course, any combination of these items may exist. In some illustrative examples, for example but not limited to, "at least one of..." may be two items A, one item B, and ten items C, four items B and seven items C, or other suitable combinations.

[0031] The diagram of the aircraft 100 is provided for the purpose of showing an environment in which different illustrative embodiments may be implemented. Regarding the manner in which different illustrative embodiments may be implemented,Figure 1 The illustration of the aircraft 100 in [0] does not imply an architectural limitation. For example, the aircraft 100 is shown as a commercial airliner. Different schematic embodiments can be applied to other types of aircraft such as private airliners, rotary-wing aircraft, or other suitable types of aircraft.

[0032] Turning now Figure 2 , an illustration of an aircraft and its electrical power distribution system is described according to a schematic embodiment. The aircraft 200 can be implemented as Figure 1 an example of the aircraft 100 described in [0]. The aircraft 200 includes a vehicle management system (VMS) 201, a plurality of power sources 280, a plurality of end-component loads 248, and a plurality of bundled electrical and communication lines 246. In an embodiment, the power distribution lines are separated from the communication lines. In an alternative embodiment, power distribution is supplied through the communication lines, such as via power over Ethernet. The plurality of power sources 280 can include a plurality of alternating current (AC) power sources 282, a plurality of direct current (DC) power sources 284, and a plurality of batteries 286. A bundled cable is a collection of a plurality of wires that are bundled or tied together to provide easier and faster installation. The bundled cable provides several advantages over attempting to pull individual loose wires and cables. For example, by bundling a plurality of wires and cables into a bundled cable harness, it is better ensured that the wires and cables are protected from the negative effects of vibration, abrasion, and moisture, and the lifespan of the cables will be extended. Further, by combining the wires into a bundle, the utilization rate of space is optimized, and the risk of short circuits is greatly reduced. Since the installer only needs to simply pull the cable for installation (as opposed to a plurality of wires), the installation time is greatly reduced.

[0033] The plurality of end-component loads 248 can include flight deck instruments, brake system components, motors for moving flaps on the wings, motors for deploying and retracting the landing gear, and other components on the aircraft 200 that require power to operate. The end-component loads 248 include critical end-components 270 and non-critical end-components 272. The critical end-components 270 can be any component required for the safe operation of the aircraft 200 at a given time. The identification of an end-component load 248 as a critical end-component 270 or a non-critical end-component 272 can change over time and with the specific operation of the aircraft. For example, an end-component load 248 can be considered a critical end-component 270 during takeoff, but a non-critical end-component 272 during steady flight.

[0034] The VMS 201 includes a data processing system 202, a plurality of communication units 212, a power distribution controller 214, and a communication bus 210 that communicatively couples the data processing system 202, the plurality of communication units 212, and the power distribution controller 214. The data processing system 202 includes a plurality of processors 204, a memory 206, and a plurality of storage units 208. By integrating the power distribution controller 214 with the data processing system 202 within the VMS 201 via the communication bus 210, time-sensitive decisions regarding power distribution reconfiguration can be made faster than in prior art systems that lack the integration of the power distribution controller 214 with the VMS 201.

[0035] The power distribution controller 214 includes a power distribution control system 216, a critical end component determiner 250, and a monitor 260. The power distribution control system 216 includes a plurality of power distribution control units 218. Each power distribution control unit 218 includes a power distribution control circuit 240, a settable circuit breaker 242, and parallel power lines 244. The power distribution control units 218 are controlled by the power distribution controller 214.

[0036] Each power distribution control circuit 240 (or power distribution circuit) is controlled by the power distribution controller 214 to supply power to an end component load 248. The power distribution controller 214 is communicatively coupled to the data processing system 202 via the communication bus 210. The communication bus 210 also couples the communication units 212 to the power distribution controller 214 and the data processing system 202. The power distribution controller 214 may also include a controller processor 215 that performs power distribution control functions such as selective power distribution 256, selective shutdown 258, and a monitor 260 that monitors the end component load 248. The controller processor 215 may also include a critical end component determiner 250 for determining, for example, aircraft operations 252 and end component priorities 254.

[0037] The power distribution controller 214 is configured to control the power through each of the plurality of power distribution control circuits 240 such that each of the plurality of power distribution control circuits 240 generates output power having an adjustable voltage level 220 for output to a corresponding end component load 248. In an embodiment, each adjustable voltage level 220 is adjusted based on at least one of the following: the distance 222 from the corresponding end component load 248, the change 224 in the load of the corresponding end component load 248 over time 226, and the change 224 in the load of the corresponding end component load 248 due to a change in the temperature 228 of the corresponding end component load 248. The power distribution controller 214 is further configured to interrupt 230 the operation of an individual power distribution control circuit 240 upon detection of a fault. For example, a fault is determined based on at least one of a sensed voltage level 234, a sensed current level 236, and a sensed power level 238.

[0038] For example, when a fault is detected on a power distribution control circuit 240, the power distribution controller 214 is also configured to shut down that individual power distribution control circuit 240 without interrupting the remaining power distribution control circuits among the plurality of power distribution control circuits 240. By controlling when different components of the system are powered on, a particular end-component load 248 can start operating immediately upon power-up. There is no need to check whether other components of the aircraft 200 are powered on before powering on the end-component load 248 because the power distribution controller 214 will power on the other end-component loads 248 in a suitable order. Thus, by eliminating the check of other system states within the aircraft 200, the startup time can be improved. Further, the power distribution controller 214 is also configured for selective power distribution 256 such that when the total power is insufficient to fully power all the end-component loads 248 simultaneously, full power is maintained to the critical end-component loads 270 and the power to the non-critical end-component loads 272 is reduced. For example, the critical end-component determiner 250 dynamically determines the critical end-component loads 270 based on the current aircraft operation 252 and the end-component priority 254. The critical end-component loads 248 depend on the type of aircraft operation 252. For example, the end-component loads 248 that are critical 270 during takeoff may be different from the end-component loads 248 that are critical 270 during landing, and both may be different from the end-component loads 248 that are critical 270 during steady flight. The end-component priority 254 can be determined based on the aircraft operation 252. Thus, if the power is insufficient to fully power all the end-component loads 248, priority is given to the most critical 270 end-component loads 248 to ensure that at least these end-component loads 248 are fully powered. If the power is insufficient to power all the end-components, this allows for hierarchical prioritization of the individual end-components to ensure that the most important end-components receive full power while other less important components can receive less than full power or no power at all.

[0039] Each power distribution control unit 218 corresponds to a respective end-component load 248 to supply power to the corresponding end-component load 248 via a parallel power line 244. Each parallel power line 244 supplies power to the end-component such that if power is lost through one of the parallel power lines 244, the other parallel power line 244 in the parallel power lines 244 will supply full power to the corresponding end-component load 248. Unless power is lost on one line, each parallel power line 244 supplies only a portion of the power to the corresponding end-component load 248. Supplying power in this way extends the life of the parallel power lines 244.

[0040] The power distribution controller 214 includes a plurality of settable circuit breakers 242 such that each settable circuit breaker among the plurality of settable circuit breakers corresponds to a respective power distribution control circuit 240 within a respective power distribution control unit 218. The power distribution controller 214 is configured to monitor a sensed voltage, a sensed current level, a peak within the internal power distribution control circuits 240, and an interruption within the internal power distribution control circuits 240. Once the fault detection 232 detects at least one of a sensed voltage level 234 indicative of a fault, a sensed current level 236 indicative of a fault, and a sensed power level 238 indicative of a fault, the power distribution controller 214 is further configured to interrupt 230 the respective power distribution control circuit among the plurality of power distribution control circuits 240 via the settable circuit breaker 242. Each settable circuit breaker 242 includes a respective settable circuit breaker range, wherein the respective settable circuit breaker ranges are adjusted based on at least one of a plurality of conditions in addition to the sensed voltage, current, and power levels to interrupt 230 the operation of an individual power distribution control circuit 240. For example, the plurality of conditions includes at least one of the following: a run (i.e., electrical connection) to a respective end component load, a distance 222 to the respective end component load 248, a change in the load of the respective end component load 248 over time 226, and a change in the load of the respective end component load 248 due to a change in temperature 228. The selectable circuit breaker range of each settable circuit breaker 242 is dynamically determined and may vary for different end component loads 248. The selectable circuit breaker range may be determined based on the vehicle operation 252 and / or the end component priority 254. Thus, the level of power interrupted by the settable circuit breaker 242 to a given end component load 248 may change over time based on the current operation of the vehicle (e.g., takeoff, landing, level flight, etc.) and / or the end component priority 254 to ensure that critical end components are properly powered.

[0041] Bundle 246 the parallel power lines 244 of each power distribution control unit 218 with a respective communication line 262 from the communication unit 212 to provide a bundled power and communication line 264 to the end component load 248. Each end component load 248 corresponds to an individual power distribution control unit 218 and communication unit 212 such that each end component load has its own bundled power and communication line 264. In an embodiment, the parallel power lines 244 are pairs of parallel power lines.

[0042] Turning now Figure 3 , a diagram of a vehicle power distribution system is described according to a schematic embodiment. The system 300 is capable of operating in a vehicle such as Figure 2Examples of VMS implemented in aircraft such as the described aircraft 200. System 300 includes a plurality of Vehicle Management System (VMS) computers 302 and a plurality of end components 308. Each VMS computer includes an integrated power distribution controller 304 and an integrated deterministic communication unit 306. Both the power distribution controller 304 and the deterministic communication unit 306 are coupled to the VMS computer 302 via a bus. The VMS computer 302 can be implemented as Figure 2 the data processing system 202 in Figure 2 the power distribution controller 214 in Figure 2 and the deterministic communication unit 306 can be implemented as one of the communication units 212 in

[0043] Each deterministic communication unit 306 communicates with a corresponding end component 308 and other end systems. Each power distribution controller 304 receives AV power, DC power, and battery power from one or more power sources and provides a net power output to the corresponding end component 308. The power lines originating from the power distribution controller 304 and the communication lines originating from the deterministic communication unit 306 are bundled to form a combined communication and power line 310. This simplifies the wiring because a single bundled or combined cable carrying all communication and power lines is provided, eliminating the need for individual wire pulls for each end component 308 during aircraft assembly. This single wire pull also speeds up the wiring during aircraft assembly. In addition, the combined communication and power line 310, such as a single combined cable, reduces the overall weight of the aircraft and the volume occupied by the wiring. The power distribution controller 304 provides power to the corresponding end component 308 in a form suitable for the corresponding end component 308 (i.e., in AC format or DC format). The power distribution controller 304 can use battery power to supply some end components. In addition, some end components can normally use another power source in addition to battery power but can be powered by the battery in the event of a normal power failure.

[0044] Turning now to Figure 4 a flowchart of a method for selectively supplying power to a plurality of end component loads is described according to a schematic embodiment. For example, method 400 can be implemented in the vehicle management system 201 described in Figure 2 In an embodiment, in Figure 2Implement method 400 in the described power distribution controller 214. Method 400 begins with monitoring the power load on each of a plurality of end components (step 402). Next, adjust the power supplied to each of the plurality of end components according to the power load (step 404). Next, determine the operating mode of the aircraft (e.g., takeoff, landing, level flight, etc.) (step 406). Next, prioritize the end components according to the operating mode of the aircraft and according to the nature of the end components (e.g., the function provided by the end component) (step 408). Next, determine whether there is sufficient power to fully supply all the end components (step 410). At step 410, if it is determined that the power is not sufficient to fully supply all the end components, method 400 proceeds to step 412, where the power supplied to each of the plurality of end components is adjusted according to the priority of the end components to ensure that the most critical end components receive full power. If the power is sufficient to fully supply all the end components, method 400 proceeds to step 414, where it is determined whether a fault has occurred in a power distribution line or an end component. If no fault has occurred, method 400 may end. If a fault has occurred, method 400 proceeds to step 416, where the power of the individual power distribution circuit corresponding to the location where the fault has occurred is interrupted or shut off, after which method 400 may end.

[0045] Now turn to Figure 5 , describe a flowchart of a method for adjusting a settable circuit breaker according to a schematic embodiment. Method 500 begins with monitoring the sensed voltage level, sensed current level, sensed power level, power peak, and power interruption of the respective power supplies of the respective end components (step 502). Next, adjust the power supplied to each of the plurality of end components according to the power load (step 504). Next, determine the operating mode of the aircraft (step 506), and then prioritize the end components according to the operating mode and the nature of the respective individual end components (step 508). Next, dynamically adjust the settable circuit breaker according to the sensed power voltage level, sensed current level, sensed power level, power peak, power interruption, operating mode of the aircraft, and priority of the end components (step 510). Adjusting the settable circuit breaker allows the system to prevent or mitigate damage to components based on current power conditions and ensure that high-priority end components remain operational. After that, method 500 terminates.

[0046] Now turn to Figure 6, a flowchart of a method for supplying power to an end component load through a pair of power distribution lines is described according to a schematic embodiment. Method 600 begins by determining a first power level of a first power distribution line of a pair of power distribution lines and a power level of a second power distribution line of the pair of power distribution lines (step 602). Next, power is transmitted through the pair of power distribution lines to the end component load (step 604). Next, it is determined whether power delivery is interrupted in one of the pair of power distribution lines (step 606). If not, method 600 may end. If power is interrupted in one of the pair of power distribution lines, power delivery is readjusted to supply full power to the end component through the remaining one of the pair of power distribution lines (step 608), after which method 600 may end.

[0047] Now turning to Figure 7 , a diagram of a block diagram of a data processing system is described according to a schematic embodiment. The data processing system 700 can be used to implement Figure 2 the VMS 201, data processing system 202, and / or power distribution controller 214 described in Figure 3 . The data processing system 700 can also be used to implement

[0048] the VMS computer 302 and / or power distribution controller 304 described in

[0049] . As described, the data processing system 700 includes a communication architecture 702 that provides communication between a processor unit 704, a storage device 706, a communication unit 708, an input / output unit 710, and a display 712. In some cases, the communication architecture 702 can be implemented as a bus system.

[0050] Memory 714 and persistent memory 716 are examples of storage devices 706. Memory 714 can take the form of, for example, random access memory or some other type of volatile or non-volatile storage device. Persistent memory 716 can include any number of components or devices. For example, persistent memory 716 can include a hard drive, flash memory, rewritable optical discs, rewritable magnetic tapes, or some combination of the foregoing. The medium used by persistent memory 716 may or may not be removable.

[0051] Communication unit 708 allows data processing system 700 to communicate with other data processing systems and / or devices. Communication unit 708 can provide communication using physical and / or wireless communication links.

[0052] Input / output unit 710 allows receiving input from other devices connected to data processing system 700 and sending output to other devices connected to data processing system 700. For example, input / output unit 710 can allow a user to receive input via a keyboard, mouse, and / or some other type of input device. As another example, input / output unit 710 can allow sending output to a printer connected to data processing system 700.

[0053] Display 712 is configured to display information to a user. Display 712 can include, for example but not limited to, a monitor, touch screen, laser display, holographic display, virtual display device, and / or some other type of display device.

[0054] In this illustrative example, processor unit 704 can execute the processes of different illustrative embodiments using computer-implemented instructions. These instructions can be referred to as program code, computer-usable program code, or computer-readable program code and can be read and run by one or more processors in processor unit 704.

[0055] In these embodiments, program code 718 is in functional form on a selectively removable computer-readable medium 720 and can be loaded or transferred to data processing system 700 for running by processor unit 704. Program code 718 and computer-readable medium 720 together constitute a computer program product 722. In this illustrative example, computer-readable medium 720 can be a computer-readable storage medium 724 or a computer-readable signal medium 726.

[0056] Computer-readable storage medium 724 is a physical or non-transitory storage device for storing program code 718, rather than a medium for propagating or transmitting program code 718. Computer-readable storage medium 724 can be, for example but not limited to, an optical disc or magnetic disk connected to data processing system 700 or a persistent storage device.

[0057] Alternatively, program code 718 may be transmitted to data processing system 700 using a computer-readable signal medium 726. For example, computer-readable signal medium 726 may be a propagated data signal that includes program code 718. The data signal may be an electromagnetic signal, an optical signal, and / or some other type of signal that can be transmitted via a physical and / or wireless communication link.

[0058] In Figure 8 the context of the aircraft manufacturing and service method 800 shown and Figure 9 the aircraft 900 shown, illustrative embodiments of the present disclosure may be described. First, turning to Figure 8 , a diagrammatic illustration of the aircraft manufacturing and service method will be described in accordance with an illustrative embodiment. During pre-production, aircraft manufacturing and service method 800 may include Figure 9 specification and design 802 and material procurement 804 of the aircraft 900 in

[0059] During production, component and subassembly manufacturing 806 and system integration 808 of the aircraft 900 are performed. Thereafter, the aircraft 900 may be certified and delivered 810 for use 812. When in customer use, the aircraft 900 is scheduled for routine maintenance and repair 814, including modification, reconfiguration, refurbishment, and other maintenance or repair.

[0060] Each process of the aircraft manufacturing and service method 800 may be performed or completed by a system integrator, a third party, and / or an operator. In these embodiments, the operator may be a customer. For the purposes of this description, a system integrator may include, but is not limited to, any number of aircraft manufacturers and prime system subcontractors; a third party may include, but is not limited to, any number of retailers, subcontractors, and suppliers; and an operator may be an airline, a leasing company, a military entity, a service organization, etc.

[0061] Now referring to Figure 9 , a diagrammatic illustration of an aircraft in which illustrative embodiments may be implemented is described. In this embodiment, the aircraft 900 is produced by the aircraft manufacturing and service method 800 in Figure 8 and the aircraft 900 may include a fuselage 902 and an interior 906 having a plurality of systems 904. Examples of systems 904 include one or more propulsion systems 908, an electrical system 910, a hydraulic system 912, and an environmental system 914. Any number of other systems may be included. Although an aviation example is shown, however, different illustrative embodiments may be applied to other industries such as the automotive industry.

[0062] The apparatus and methods implemented herein may be employed during at least one stage of the aircraft manufacturing and service method 800. In Figure 8One or more illustrative embodiments may be used during the manufacture 806 of components and subcomponents. For example, during an aircraft manufacturing and service method 800, a power distribution controller 214 may be installed in an aircraft 100.

[0063] The flowcharts and block diagrams in the different embodiments described illustrate the architecture, functionality, and operation of some possible implementations of the apparatus and methods in the illustrative embodiments. In view of this, each block in the flowchart or block diagram may represent at least one of a module, a portion, a function, or an operation or step. For example, one or more blocks may be implemented as program code.

[0064] In some alternative implementations of the illustrative embodiments, one or more of the functions labeled in the blocks may not be performed in the order labeled in the figures. For example, in some cases, two blocks shown in succession may be performed substantially simultaneously, or sometimes the blocks may be performed in the reverse order, depending on the functionality involved. In addition, other blocks may be added in addition to the blocks shown in the flowcharts or block diagrams.

[0065] The description of the different illustrative embodiments is provided for purposes of illustration and description, and is not intended to be exhaustive or limiting to the embodiments in the disclosed forms. Many modifications and variations are obvious to those of ordinary skill in the art. Further, the different illustrative embodiments may provide different features compared to other illustrative embodiments. The embodiments are chosen and described to best explain the principles of the embodiments, the practical application, and to enable those of ordinary skill in the art to understand that the disclosure for each embodiment and each modification is suitable for the particular application contemplated.

Claims

1. A vehicle management system (201), comprising: A data processing system (202) including a processor and a memory; And A power distribution controller (214) including a plurality of power distribution circuits (240), each power distribution circuit being controlled by the power distribution controller (214) to supply power to an end component load (248) through a pair of parallel power lines. When the power transmission of the pair of parallel power lines is normal, each of the pair of parallel power lines supplies a part of the power to the end component load. When one of the pair of parallel power lines is interrupted, the power supply to the end component load is adjusted to supply full power through the other one of the pair of parallel power lines. The power distribution controller is communicatively coupled to the data processing system (202) through a bus, wherein the power distribution controller (214) is integrated within the computing facility of the vehicle management system; Wherein, the power distribution controller (214) is configured to control the power generation of each of the plurality of power distribution circuits (240) such that each of the plurality of power distribution circuits generates output power with an adjustable voltage level (220) for output to the corresponding end component load (248); Wherein, the power distribution controller is further configured to selectively distribute power when the total power is not sufficient to fully supply power to all end component loads simultaneously, such that critical end component loads maintain full power and the power of non-critical end component loads is reduced; Wherein, the critical end component loads are determined dynamically according to the current aircraft operation, the current aircraft operation including one of takeoff, landing, and steady flight; Wherein, each of the adjustable voltage levels is adjusted based on at least one of the following: the distance from the corresponding end component load, the change in the load of the corresponding end component load over time, and the change in the load of the corresponding end component load due to the temperature change of the corresponding end component load.

2. The vehicle management system according to claim 1, wherein, The power distribution controller is further configured to: once a fault is detected, interrupt the operation of an individual power distribution circuit.

3. The vehicle management system according to claim 2, wherein The power distribution controller is further configured to: turn off the individual power distribution circuit without interrupting the remaining power distribution circuits among the plurality of power distribution circuits.

4. The vehicle management system according to claim 1, wherein The power distribution controller is further configured to prioritize the end component loads and distribute power to the end component loads according to the priorities assigned to the respective end component loads.

5. A method for controlling the power distribution of a vehicle by a vehicle management system according to any one of claims 1 - 4, the method comprising: Monitoring the power load on each of a plurality of end components; And Adjusting the power supplied to each of the plurality of end components according to the power load; When the total power is not sufficient to fully supply power to all end component loads simultaneously, selectively distributing power such that critical end component loads maintain full power and the power of non-critical end component loads is reduced. Wherein, the critical end-component load is dynamically determined according to a current aircraft operation, and the current aircraft operation includes one of takeoff, landing, and steady flight. Wherein, adjusting the power supplied to each of the plurality of end-components includes: adjusting the power supplied to an end-component among the plurality of end-components according to at least one of the following: a distance from a corresponding end-component load, a change in load of the corresponding end-component load over time, and a change in load of the corresponding end-component load due to a temperature change of the corresponding end-component load. Wherein, power is supplied to the end-component load through a pair of parallel power distribution lines. When the power transmission of the pair of parallel power distribution lines is normal, each of the pair of parallel power distribution lines supplies a part of the power to the end-component load. When one of the pair of parallel power distribution lines is interrupted, the power supply to the end-component load is adjusted to supply full power through the other one of the pair of parallel power distribution lines.

6. The method according to claim 5, further comprising: Once a fault occurs in a corresponding one of the plurality of end-components is detected, the operation of an individual power distribution circuit is interrupted.

7. The method according to claim 6, wherein, Determining the fault according to at least one of the following: a sensed voltage level, a sensed current level, and a sensed power level of the corresponding end-component among the plurality of end-components.

8. The method according to claim 6, further comprising: Turning off the individual power distribution circuit without interrupting the remaining power distribution circuits among the plurality of power distribution circuits.

9. The method according to claim 5, Among them, The critical end-component load corresponds to a first end-component among the plurality of end-components and the non-critical end-component load corresponds to a second end-component among the plurality of end-components.

10. The method according to claim 5, further comprising: Prioritizing the plurality of end-components; And Allocating power to the plurality of end-components according to the priorities assigned to the respective end-components.

11. A vehicle management system for controlling the power distribution of a vehicle, wherein, The power distribution function is integrated in a computing facility of the vehicle management system, and the vehicle management system includes: A processor; and A non-transitory computer-readable medium storing program code that, when run by the processor, executes a computer-implemented method for power distribution, and the program code includes: Program code for monitoring the power load on each of the plurality of end-components; and Program code for adjusting the power supplied to each of the plurality of end-components according to the power load, wherein adjusting the power supplied to each of the plurality of end-components includes adjusting the power supplied to an end-component among the plurality of end-components according to at least one of the following: a distance from a corresponding end-component load, a change in load of the corresponding end-component load over time, and a change in load of the corresponding end-component load due to a temperature change of the corresponding end-component load. Program code for selectively distributing power to the multiple terminal components when the total power is insufficient to fully supply all terminal component loads simultaneously, such that critical terminal component loads maintain full power and the power of non-critical terminal component loads is reduced, wherein the critical terminal component loads are dynamically determined based on the current aircraft operation, and the current aircraft operation includes one of takeoff, landing, and steady flight. Wherein power is supplied to the terminal component loads through a pair of parallel power distribution lines, and when the power transmission of the pair of parallel power distribution lines is normal, each of the pair of parallel power distribution lines respectively provides a part of the power to the terminal component loads. When one of the pair of parallel power distribution lines is interrupted, the power supply to the terminal component loads is adjusted to provide full power through the other of the pair of parallel power distribution lines.

12. The vehicle management system according to claim 11, further comprising: Program code for interrupting the operation of an individual power distribution circuit without interrupting the remaining power distribution circuits among the multiple power distribution circuits once a corresponding terminal component among the multiple terminal components is detected to have failed.

13. The vehicle management system according to claim 11, further comprising: Among them, The critical terminal component load corresponds to a first terminal component among the multiple terminal components, and the non-critical terminal component load corresponds to a second terminal component among the multiple terminal components.

14. The vehicle management system according to claim 11, further comprising: Program code for prioritizing the multiple terminal components; and Program code for distributing power to the multiple terminal components according to the priorities assigned to the respective terminal components.

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