Redundant actuation power and controls

Abstract

A redundant power supply system for an aircraft seat, comprising: a first power supply module, the first power supply module including a first AC to DC power converter configured to supply power to a first auxiliary board, the first auxiliary board being configured to supply power to a plurality of aircraft seats via a plurality of communication bus channels; a second power supply module, the second power supply module including a second AC to DC power converter configured to supply power to a second auxiliary board, the second auxiliary board being configured to supply power to the plurality of aircraft seats via the plurality of communication bus channels; and a power link, the power link being configured to connect the first auxiliary board and the second auxiliary board so that the first AC to DC power converter can supply power to the second auxiliary board via the power link.

Description

Technical Field

[0001] Aspects of embodiments of the present disclosure relate to a power system for an aircraft seat actuation system. Background Art

[0002] Modern aircraft seat designs often require powering one or more passenger seats via power supply devices, while also seeking to reduce or minimize the number of component parts required in order to reduce weight and the number of possible failure modes. Therefore, it is advantageous to provide redundant power supplies for passenger seat actuators and other various devices connected to the passenger seats, while also seeking to reduce the number of component parts within the power supply system. In addition, where possible, it is advantageous to create a power supply design that can be used in a redundant manner with devices, i.e., connected seat actuators and peripheral devices, which can incorporate additional microcontrollers for each device. Such a design allows for greater flexibility in evaluating what component parts can be used in the design, while reducing the cost and complexity of the design.

[0003] The design of the aircraft seat power supply should also advantageously provide flexibility regarding the topology of the power supply circuit to allow different Design Assurance Levels (DALs) to be utilized depending on the design needs. For example, if an airline requires all actuators of a passenger seat to meet a specific DAL, it would be advantageous if the power supply design could support that DAL while also meeting the above design goals.

[0004] Aspects of embodiments of the present disclosure relate to systems and methods that allow multiple seats to be powered and controlled by redundant multiple (e.g., a pair) power supplies. Aspects of embodiments of the present disclosure describe an electrical architecture in which a multi-seat system with redundant power supplies can be connected to support full redundancy capabilities while also reducing the required component parts of the system, thereby reducing weight and reducing potential failure modes. Some aspects of embodiments of the present disclosure describe a mechanism for determining which of a pair of redundant power supplies connected to a control area network (CAN) bus containing actuators should be the effective power supply in terms of power and communication at any one time. Aspects of embodiments of the present disclosure describe a method in which a matrix scanning passenger control unit can be connected to both of a pair of redundant power supplies to support full redundant control. Aspects of embodiments of the present disclosure describe the electrical design and operation of matrix scanning electronics in redundant power supplies to support full redundant control. Other aspects of embodiments of the present disclosure describe a method by which a redundant power supply is connected to a peer system (e.g., an in-flight entertainment system) through which the redundant power supply is connected, so that the redundant capabilities and failover characteristics are transparent to the operation of the peer system. Aspects of embodiments of the present disclosure also describe the use of passenger controls and kit peripherals designed and certified at a different Design Assurance Level (DAL) than core actuation components in order to increase design flexibility to utilize certified component parts at varying DAL levels.

[0005] The above information disclosed in this Background section is only for enhancement of understanding of the background of the invention and therefore it may contain information that does not form the prior art that is already known to a person of ordinary skill in the art. Summary of the invention

[0006] According to one embodiment, a redundant power supply system for an aircraft seat comprises: a first power supply module, the first power supply module comprising a first AC to DC power converter configured to supply power to a first auxiliary board, the first auxiliary board being configured to supply power to a plurality of aircraft seats via a plurality of communication bus channels; a second power supply module, the second power supply module comprising a second AC to DC power converter configured to supply power to a second auxiliary board, the second auxiliary board being configured to supply power to the plurality of aircraft seats via the plurality of communication bus channels; and a power link, the power link being configured to connect the first auxiliary board and the second auxiliary board so that the first AC to DC power converter can supply power to the second auxiliary board via the power link.

[0007] According to one embodiment, the redundant power supply system for an aircraft seat may be configured such that the first power supply module is configured to serve as a primary power supply module to supply power to the first auxiliary board and the plurality of aircraft seats.

[0008] According to one embodiment, the redundant power supply system for aircraft seats can be configured such that the second auxiliary board is configured to: monitor the performance of the first power module; and in response to detecting a degradation in the performance of the first power module, begin to supply power to one or more of the plurality of aircraft seats via the second power module.

[0009] According to one embodiment, the redundant power supply system for aircraft seats can be configured such that the second auxiliary board is configured to: monitor a signal on each of the plurality of communication bus channels; and in response to detecting a loss of a signal on one or more of the plurality of communication bus channels, begin powering one or more of the plurality of aircraft seats.

[0010] According to one embodiment, the redundant power supply system for an aircraft seat further includes: a first logic circuit, which is located within the first auxiliary board and is configured to monitor the performance of the redundant power supply system; and a second logic circuit, which is located within the second auxiliary board, wherein the first logic circuit is communicatively linked to the second logic circuit via the power link and the communication bus channel, and the second logic circuit is configured to take control of monitoring the performance of the redundant power supply system from the first logic circuit after receiving a signal from the first logic circuit via the power link or the communication bus channel.

[0011] According to one embodiment, a redundant power supply system for an aircraft seat comprises: a first power supply module, the first power supply module comprising a first AC to DC power converter and a first auxiliary board, the first auxiliary board being configured to supply power to a plurality of aircraft seats via a plurality of communication bus channels; a second power supply module, the second power supply module comprising a second AC to DC power converter and a second auxiliary board, the second auxiliary board being configured to supply power to the plurality of aircraft seats via the plurality of communication bus channels; and a power link, the power link being configured to connect the first AC to DC power converter and the second AC to DC power converter so that the first AC to DC power converter can supply power to one or both of the first auxiliary board and the second auxiliary board.

[0012] According to one embodiment, a redundant power supply system for aircraft seats and accessory inputs includes: a matrix keypad including multiple wires and multiple switches; a primary power supply module including: a first multi-matrix scan output terminal configured to provide signals to the multiple wires of the matrix keypad; and a first multi-matrix scan input terminal configured to receive the signal from the matrix scan output terminal when one or more of the multiple switches of the matrix keypad are activated; and a secondary power supply module including: a second multi-matrix scan output terminal configured to monitor the signal supplied by the first multi-matrix scan output terminal on the multiple wires; and a second multi-matrix scan input terminal configured to remain in an inactive state, wherein the secondary power supply module is configured to, when the second multi-matrix scan output terminal detects a lack of signal from the primary power supply module: provide a signal to the multiple wires of the matrix keypad via the second multi-matrix scan output terminal; and when one or more of the multiple switches of the matrix keypad are activated, set the second multi-matrix scan input terminal to an active state, which allows a signal to be received through the second multi-matrix scan input terminal via the multiple wires.

[0013] According to one embodiment, the redundant power supply system for aircraft seats and accessory inputs can be configured so that the secondary power supply module is also configured to, when the second multi-matrix scanning output detects the absence of a signal from the main power supply module: control the main power supply module via a power link to set the first multi-matrix scanning output to monitor the signal; and control the main power supply module via the power link to set the first multi-matrix scanning input to an inactive state.

[0014] According to one embodiment, the redundant power supply system for aircraft seats and accessory inputs may be configured such that the plurality of wires and the plurality of switches of the matrix keypad are arranged to form a matrix having a plurality of circuits, each circuit in the matrix including one of the plurality of switches and configured to close when the corresponding switch is activated.

[0015] According to one embodiment, the redundant power system for aircraft seats and accessory inputs may be configured such that the first multi-matrix scan output and the first multi-matrix scan input are configured to scan the matrix keypad to detect the switch activation while the second multi-matrix scan input remains in the inactive state.

[0016] According to one embodiment, the redundant power system for aircraft seats and accessory inputs may be configured such that the second multi-matrix scan output and the second multi-matrix scan input are configured to scan the matrix keypad to detect the switch activation when the first multi-matrix scan input is in the inactive state.

[0017] According to one embodiment, the redundant power system for aircraft seats and accessory inputs may be configured such that the first multi-matrix scanning input and the second multi-matrix scanning input are configured to have a plurality of individual inputs corresponding to the number of columns of the matrix keyboard.

[0018] According to one embodiment, the redundant power supply system for aircraft seats and accessory inputs may be configured such that the second multi-matrix scan output monitors the signal by sampling the one or more signals provided by the first multi-matrix scan output at a set frequency.

[0019] According to one embodiment, the redundant power supply system for aircraft seats and accessory inputs may be configured such that the first multi-matrix scan input and the second multi-matrix scan input are configured to sample the signal at a set frequency.

[0020] According to one embodiment, the redundant power system for aircraft seats and accessory inputs may be configured such that each of the primary power module and the secondary power module includes an AC to DC power converter and an auxiliary board coupled together via the power link.

[0021] According to one embodiment, the redundant power supply system for aircraft seats and accessory inputs can be configured such that the first multi-matrix scan output terminal and the second multi-matrix scan output terminal are configured to sequentially scan the rows of the matrix keypad upon detecting switch activation by the first multi-matrix scan input terminal or the second multi-matrix scan input terminal.

[0022] According to one embodiment, the redundant power supply system for aircraft seats and accessory inputs may be configured such that the active state corresponds to a low input impedance state, and wherein the inactive state corresponds to a high input impedance state.

[0023] According to one embodiment, the redundant power supply system for aircraft seats and accessory inputs may be configured such that the inactive state corresponds to a high input impedance state.

[0024] According to one embodiment, a method for providing a redundant matrix scanning function to a matrix keypad including multiple switches comprises: a first power supply module sending a control voltage signal to a second power supply module; the first power supply module detecting an input to one of the multiple switches of the matrix keypad; the first power supply module sequentially scanning the matrix keypad so that it is possible to determine which switch of the multiple switches is pressed via the sequence of scanning signals sent at a first multi-matrix scanning output terminal and a first multi-matrix scanning input terminal; the second power supply module receiving the control voltage signal from the first power supply module; the second power supply module detecting the loss of the control voltage signal; the second power supply module taking control of the matrix scanning operation of the matrix keypad by monitoring and sending a scanning signal from the second multi-matrix scanning output terminal; setting the second multi-matrix scanning input terminal to an active state from an inactive state through the secondary power supply module so that the second multi-matrix scanning input terminal can receive a signal from the second multi-matrix scanning output terminal; the second power supply module sending a signal to the first power supply module to put the first multi-matrix scanning input terminal into the inactive state.

[0025] According to one embodiment, a redundant power supply system for multiple passive aircraft seat peripheral devices includes: a first power supply module, the first power supply module having a first AC to DC power converter and a first auxiliary board, the first auxiliary board being configured to supply power to the multiple passive aircraft seat peripheral devices via multiple communication bus channels; a second power supply module, the second power supply module having a second AC to DC power converter and a second auxiliary board, the second auxiliary board being configured to supply power to the multiple passive aircraft seat peripheral devices via the multiple communication bus channels; and a power link, which is configured to connect the first AC to DC power converter and the second AC to DC power converter, so that the first AC to DC power converter can supply power to one or both of the first and second auxiliary boards.

[0026] According to one embodiment, the redundant power supply system for multiple passive aircraft seat peripheral devices can be configured such that the second power supply module is configured to, in response to receiving a signal via multiple communication bus channels that the first power supply module has experienced a failure, take control of using a second auxiliary board to power the multiple passive aircraft seat peripheral devices.

[0027] According to one embodiment, the redundant power supply system for a plurality of passive aircraft seat peripheral devices may be configured such that the second power supply module is configured to, in response to receiving a signal via the power link that the first power supply module has experienced a failure, take control of supplying power to the plurality of passive aircraft seat peripheral devices using the second auxiliary board. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The drawings, together with the specification, illustrate exemplary embodiments of the present invention, and, together with the description, serve to explain the principles of the present invention.

[0029] Figure 1 It is a representation of a power supply module connected to a series of passenger seats (PAX) and does not have redundant features.

[0030] Figure 2 is a representation of a pair of power modules connected to a plurality of passenger seats (PAX) with a partial redundancy feature according to an embodiment of the present disclosure.

[0031] Figure 3A is a representation of a pair of power modules connected to a plurality of passenger seats (PAX) with full redundancy features according to an embodiment of the present disclosure.

[0032] Figure 3B is a flowchart describing operations performed by a secondary power module when monitoring the operation of a primary power module and taking control if a fault is detected according to an embodiment of the present disclosure.

[0033] Figure 3C is a representation of a redundant power supply system that includes redundant communication links between two power supply modules of the power supply system and a peer system.

[0034] Figure 4A is a representation of a pair of power modules connected to multiple passenger seats (PAX) according to an embodiment of the present disclosure, featuring full redundancy in a DAL-D configuration for actuators and a DAL-E configuration for peripheral devices such as a passenger control unit (PCU) and lights.

[0035] Figure 4B is a representation of a redundant power supply configuration for a passive peripheral device according to an embodiment of the present disclosure.

[0036] Figure 4C is a representation of a redundant power supply configuration for a passive peripheral device during a failover event according to an embodiment of the present disclosure, wherein a secondary power supply module has assumed control of powering the passive peripheral device.

[0037] Figure 5 is a diagram of redundant matrix scan control according to an embodiment of the present disclosure.

[0038] Fig. 6A is a diagram of redundant matrix scan control during failover mode according to an embodiment of the present disclosure.

[0039] Figure 6BA flow chart is provided describing a method of switching control of matrix monitoring and scanning operations to a secondary power supply module in the event of a loss of a control voltage signal sent from a primary power supply module according to one embodiment of the present disclosure. DETAILED DESCRIPTION

[0040] In the following detailed description, by way of illustration, only some exemplary embodiments of the present invention are shown and described. As will be appreciated by those skilled in the art, the present invention can be implemented in many different forms, and should not be construed as being limited to the embodiments set forth herein. The description of the features or aspects within each exemplary embodiment should generally be considered to be applicable to other similar features or aspects in other exemplary embodiments. Throughout the specification, identical reference numerals represent identical elements.

[0041] Modern aircraft seat designs typically involve seats with electric actuators and other connected peripheral devices, such as lights, heaters, and other devices that enhance passenger comfort, which require a source of DC current. Typically, this involves a power supply unit that is configured to convert AC current supplied by the aircraft (e.g., from an alternator or generator connected to the engine) into DC current that can be supplied to the passenger seats. Depending on the constraints on the design, such as meeting a specified Design Assurance Level (DAL) or other requirements that manufacturers may have for their aircraft seats, the power supply unit may provide power to one or more passenger seats at a time.

[0042] However, as the power requirements of aircraft seats become more and more significant, the need for increased reliability in the design of power circuits becomes increasingly important. In particular, it is important to reduce the number of passenger seats that will be without power due to the failure of a single component within the power system. To provide redundancy, designs typically increase the number of power supply units so that each power supply powers fewer passenger seats, which increases the weight of the system and adds additional failure modes due to the increased number of components, or designs include redundancy in the power supply design. Typically, including redundancy in the power supply design rather than increasing the number of power supplies reduces the number of components, and therefore reduces weight and reduces possible failure modes, both of which are important design goals for aircraft seat design.

[0043] Aspects of embodiments of the present disclosure relate to redundant designs for power circuit topologies. Specifically, aspects of embodiments of the present disclosure relate to designs that include partial redundancy, i.e., designs that can continue to operate all passenger seats connected to the power supply in the event of a single component failure within a majority of the power circuit, or fully redundant power supply designs that can withstand single component failures of any component within the power circuit. Because the failure rates of the various components of the power supply system are relatively low, it is expected that there will often not be more than one failure at a time within a single power circuit. Therefore, partially or fully redundant designs can advantageously provide increased reliability with the added benefit of reducing overall system weight and complexity.

[0044] Aspects of embodiments of the present disclosure relate to designs of power supply devices comprising multiple connections so as to allow a primary power supply and a secondary power supply to be present within a system, and to allow the secondary power supply to take control from the primary power supply when a failure or tilt in system performance in the primary power supply is detected. In addition, the power supply system may be configured to be communicatively connected to a peer system, such as an in-flight entertainment system (IFE), to indicate to the maintenance personnel of the aircraft that the primary power supply has failed. It will be appreciated by those skilled in the art that the power supply system may be connected to the peer system via any appropriate means. This may include connecting both the primary power supply module and the secondary power supply module to the peer system, thereby creating a redundant communication channel, which may allow the secondary power supply module to take control of the communication with the peer system in the event of a failure of the primary power supply module. The connection between the power supplies is generated using a power link that connects an auxiliary board within a pair of power modules, each module having a power supply and an auxiliary board therein.

[0045] The auxiliary board includes multiple communication bus channels, such as CAN bus channels, and circuitry for monitoring the performance of the connected power supplies. For simplicity, all communication bus channels will be referred to herein as CAN bus channels, although other types of communication bus channels may be used within the scope of the present disclosure. As described in more detail below, additional circuitry allows redundant monitoring of controls from the input terminals using matrix scanning techniques. By connecting the power modules at their respective auxiliary boards using power links, an at least partially redundant configuration can be created. Figure 2 This configuration is described in more detail. By connecting not only the auxiliary boards via the power link, but also connecting the passenger seats to the respective CAN bus channels for each auxiliary board, a redundant configuration can be created that can tolerate the failure of any one component and still be able to provide power to the passenger seats. Figure 3A This configuration is described in more detail. Figure 3C A configuration including a redundant communication channel connecting a power supply module to a peer system is described in .

[0046] Figure 11 is a representation of a passenger seat power supply system 10 that does not have a redundant configuration. The system 10 includes only a single power supply module 100A, which includes an AC / DC power supply 110 and an auxiliary board 120. Multiple passenger seats 130A-D are connected to the auxiliary board 120 via a CAN bus channel 140. As shown, each passenger seat 130 may have its own CAN bus channel 140, however, such a configuration is not required and multiple passenger seats 130 may share a CAN bus channel 140. This configuration lacks redundancy because a failure of the AC power in the power supply 110 or the auxiliary board 120 will take all connected passenger seats 130A-D offline. As depicted, a failure of any of those components within this configuration will leave all four connected passenger seats 130A-D without power.

[0047] Figure 2 It is a representation of a partially redundant power supply system 20, which includes two power supply modules (a main power supply module 100A and a secondary power supply module 100B), which are connected at their respective auxiliary boards 120A and 120B via a power link 150. Here, for the sake of simplicity, it will be assumed that the power supply module 100A and its components are the "main" power supply, and the power supply module 100B and its components are the "secondary" power supply. However, this designation is only for the sake of simplicity, and the functions of the power supplies can be reversed within the scope of the present disclosure. In addition, it should be noted that the designation of "main" and "secondary" refers only to the respective roles of the components operating as part of the redundant power supply system 30. The term "standby" is similar to the use of "secondary" within the present disclosure. Similarly, the terms "first" and "second" are used here to refer to paired groups of components contained in the linked main power supply module 100A and the secondary power supply module 100B. The component parts within each of the main power supply module 100A and the secondary power supply module 100B are intended to be interchangeable.

[0048] In this configuration, a failure of either the primary power supply 110A or the secondary power supply 110B or the AC power entering either power module can be mitigated by directing power to the passenger seats 130A-H via the remaining power circuits that do not have component failures. For example, if the primary power supply 110A fails, power can be directed from the secondary power supply module 100B to the primary auxiliary board 120A of the primary power supply module 100A via the power link 150 and then distributed to the passenger seats 130A-D via the CAN bus channel 140. This configuration provides advantages over Figure 1The benefits of improved reliability of the power supply system 10 of FIG. 100A are achieved, but it does not provide "full" redundancy because a failure of one of the primary auxiliary board 120A or the secondary auxiliary board 120B will leave those passenger seats 130 connected to the failed auxiliary board without power. Therefore, it is advantageous to design a power supply circuit topology that increases connectivity between the primary power supply module 100A and the secondary power supply module 100B to improve system redundancy.

[0049] Figure 3A is a representation of a redundant power supply system 30 according to one embodiment of the present disclosure. Figure 2 The arrangement shown is similar, with the primary auxiliary board 120A and the secondary auxiliary board 120B connected via a power link 150. However, in Figure 3A In the arrangement shown, each passenger seat 130 is connected along a corresponding one of a plurality of CAN bus channels 140 that form a communication channel or link between the primary auxiliary board 120A and the secondary auxiliary board 120B. This configuration provides for each passenger seat 130 to be simultaneously connected to both the primary auxiliary board 120A and the secondary auxiliary board 120B, which can achieve redundancy in powering the passenger seats 130 down to the auxiliary board level. Redundancy is increased by using a shared CAN bus channel 140 between the primary auxiliary board 120A and the secondary auxiliary board 120B. This configuration also supports the connection of multiple passenger seats 130 per CAN bus channel 140, although for simplicity this is not shown. Figure 3A Also not shown is the communication connection between the power system 30 and a peer system such as an IFE, however, later in Figure 3C Such a description is provided in .

[0050] Once the circuits of the power system 30 are connected, it is still necessary to monitor the performance of the primary components, and if a fault or performance degradation is detected within the primary power module 100A, it is necessary to transfer control of powering the passenger seats 130 to the secondary components. The control and monitoring functions may be performed by logic circuits, which are depicted as primary logic circuits 160A and secondary logic circuits 160B, which may be included within the corresponding primary auxiliary board 120A or secondary auxiliary board 120B. The primary logic circuit 160A and the secondary logic circuit 160B may be implemented using, for example, a microprocessor, a microcontroller, an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), etc., as known to those skilled in the art.

[0051] The main logic circuit 160A may also be responsible for monitoring and scanning the matrix keypad, which will be described in more detail below, and if a fault is detected, this function may be monitored and taken over by the secondary logic circuit 160B. In the case of powering the passenger seats 130, the main logic circuit 160A may be responsible for monitoring the performance of the main power supply 110A and also send signals to the secondary auxiliary board 120B regarding the performance of the main power module 100A. The secondary logic circuit 160 monitors the signals received from the main auxiliary board 120A and may be configured to assume control of the power system 30 once a fault signal is detected.

[0052] This configuration may be referred to as "full" redundancy in the sense that for each component of the power module, there is a primary component and a secondary component that can be used to power the passenger seats 130. This configuration also reduces the amount of control required to implement the system 30 within the aircraft by reducing the number of connectors required to establish connections within the system 30. For example, by having each passenger seat 130 connected via a tap of one of a plurality of CAN bus channels 140, only one connector is required on the seat 130 in order to have power available to it from either the primary power module 100A or the secondary power module 100B. This reduction in control reduces complexity, communication bus channel length, and weight of the overall design. This reduction is advantageous in the context of systems used within aircraft where space is limited and weight reduction is an important goal of system design.

[0053] The monitoring function of the slave auxiliary board 120B performed by the logic circuit 160B is performed by Figure 3B. The process begins at 310 at the secondary auxiliary board 120B by monitoring the CAN bus channel 140 associated with the connected passenger seat 130 and the signal sent along the power link 150. The secondary auxiliary board 120B may also be configured to receive performance information about the main power supply 110A from the main auxiliary board 120A via the linked CAN bus channel 140 or the power link 150, and if necessary, take control before a fault occurs. For example, if the secondary auxiliary board 120B receives a signal that the main power supply 110A is overheated and will experience a fault, control may be preemptively moved to the secondary auxiliary board 120B. At 320, the secondary auxiliary board 120B determines whether there is a fault in powering one of the CAN bus channels 140, or whether there is a performance degradation of the power supply 110A from the active power module 100A. If no performance degradation fault is detected at 320, the process returns to 310. If a fault or degradation is detected at 320, the process moves to 330, where the secondary auxiliary board 120B may assume control of powering all seats via the CAN bus channels 140, or only the single CAN bus channel 140 where the fault was detected. After 330, the secondary auxiliary board 120B (which has now assumed control of powering the passenger seats 130) moves to 340, where a signal is sent to the primary auxiliary board 120A to disable the primary power source 110A. This signal may be sent via one of the CAN bus channels 140 or via the power link 150. Finally, at 350, a signal reporting that control was assumed by the secondary auxiliary board 120B may be sent to a connected peer system, such as an in-flight entertainment system (IFE), to alert aircraft maintenance personnel of the fault.

[0054] Figure 3C Yes Figure 3A , but includes communication links 170A and 170B that connect the primary power module 100A and the secondary power module 100B to the peer system 180, respectively. According to some embodiments of the present disclosure, the communication link 170A may be connected to the auxiliary board 120A of the primary power module 100A. Similarly, according to some embodiments of the present disclosure, the communication link 170B may be connected to the auxiliary board 120B of the secondary power module 100B. Those skilled in the art will appreciate that the peer system may be any system configured to operate in conjunction with the power system 30, such as, but not limited to, an in-flight entertainment system (IFE).

[0055] Figure 4Ais a representation of a "full" redundant power system 30 having a pair of passenger seats and actuators 130 connected along a CAN bus channel 140 between two connected power modules, namely a primary power module 100A and a secondary power module 100B, the system being configured to include peripheral devices connected in such a manner that the passenger seats and actuators 130 and the peripheral devices meet different DAL levels. Those skilled in the art will appreciate that various components having different DAL levels may be utilized in accordance with aspects of the present disclosure. Figure 4A , the passenger seats and actuators 130 are shown in a DAL-D configuration, where DAL-D refers to the safety criticality level of the component, so that the failure of the component will only cause a slight reduction in the safety factor or a slight increase in the workload of the crew. In addition, peripheral devices such as passenger control units (PCUs) and lights are shown as connected in a DAL-E configuration, where DAL-E refers to the safety criticality level of the component, so that the failure will have no adverse effect on the aircraft or crew workload. This configuration is provided as an example of an embodiment according to aspects of the present disclosure. Within the scope of the present disclosure, other configurations may be utilized, such as a configuration featuring passenger seats and actuators 130 configured to have a DAL-C level. For more information on DAL levels, generally refer to Radio Technical Commission for Aeronautics (RTCA), DO-178C. Those skilled in the art will also understand that passive peripheral devices are not limited to PCUs and lights, but may also include other types of peripheral devices that can improve passenger comfort, such as heating pads and pneumatic systems.

[0056] exist Figure 4A In Figure 3A As shown, the passenger seats and actuators 130 are connected to multiple CAN bus channels 140 via taps, thereby reducing the amount of control required for the system by reducing the number of connectors in the power system 30. By establishing more communication links between the primary power module 100A and the secondary power module 100B, redundancy is achieved while attempting to reduce weight and complexity. Monitoring and control of the system 30 is maintained by the primary logic circuit 160A and the secondary logic circuit 160B of the corresponding primary auxiliary board 120A and the secondary auxiliary board 120B. There is also a power link 150 within the system, which connects the primary auxiliary board 120A to the secondary auxiliary board 120B and provides an additional communication link between the primary power module 100A and the secondary power module 100B. The operation of the power system 30 is similar to Figure 3A, but the passenger seats and actuators 130 are described as being individually connected along multiple CAN bus channels 140 in a DAL-D configuration, while the peripheral devices are connected in a DAL-E configuration. As will be appreciated by those skilled in the art, peripheral devices may be developed at different DAL levels, with lower DAL levels generally being cheaper to manufacture. Some embodiments of the present disclosure may provide flexibility to provide configurations having different components connected to the power system 30, wherein the different components have varying DAL levels. This is advantageous because it allows designs to accommodate designs requiring varying DAL levels within a single system in an attempt to reduce overall system cost and complexity.

[0057] Figure 4B 1 is a representation of a redundant power supply configuration for powering a plurality of passive peripheral devices 410. The primary power supply module 100A is connected to the plurality of passive devices 410 via a communication bus channel 140. The communication bus channel is also connected to the secondary power supply module 100B. During normal operation, as depicted herein, the primary power supply module 100A powers the plurality of passive peripheral devices 410, and the supply of power is monitored by the secondary power supply module 100B. For simplicity, in Figure 4B Internal components of the primary power module 100A and the secondary power module 100B are not shown. In addition, the power link 150 is not shown.

[0058] Figure 4C yes Figure 4B 4. A representation of a system during a failover event, wherein the secondary power module 100B has assumed control of powering the plurality of passive devices 410. As depicted, after control has been assumed by the secondary power module 100B, the primary power module 100A may assume a monitoring function. However, this operation is not required, and the connection between the primary power module 100A and the plurality of passive peripheral devices 410 may cease to function. For simplicity, in Figure 4C Internal components of the primary power module 100A and the secondary power module 100B are not shown. In addition, the power link 150 is not shown.

[0059] Figure 3A , Figure 3B , Figure 4A , Figure 4B and Figure 4C Redundancy is shown, which can be achieved by increasing the number of communication links connecting the primary and secondary components of the system 30 to provide power to the passenger seat 130. However, redundant control of the system can also be achieved in this type of configuration, as will be discussed below in the context of redundant matrix scanning functions for a matrix keypad that can be included as a peripheral device for the passenger seat 130.

[0060] Figure 51 is a diagram of a redundant configuration of a matrix keypad 200 having various switches 210 connected between a main power module 100A and a secondary power module 100B, respectively, during normal operation. Various switches 210 are placed in crossed rows and columns, thereby creating a switch matrix, wherein each switch 210 has a corresponding row and column position. When operating normally, the main power module 100A scans an active signal through a first multi-matrix scan output terminal 230A via its auxiliary board 120A so that a detectable signal is provided at a first multi-matrix scan input terminal 240A when a switch 210 of the matrix keypad 200 is pressed. The scan signal is also monitored by a second multi-matrix scan output terminal 230B of the secondary power module 100B. The second multi-matrix scan output terminal 230B can be a similar or "paired" matrix scan output terminal group included in the secondary power module 100B.

[0061] The scanning signal may be provided to the matrix keypad 200 circuit at a frequency set according to the design requirements of the system. Those skilled in the art will appreciate that any suitable scanning frequency may be utilized within the scope of the present disclosure.

[0062] By providing a second multi-matrix scan output 230B of the secondary power supply module 100B in addition to the second multi-matrix scan input 240B, redundancy is built into the matrix scan function. Figure 3A As shown, there is a set of "paired" matrix scan outputs (first multi-matrix scan output 230A and second multi-matrix scan output 240A) connected to the matrix keypad 200. Similarly, there is a set of "paired" matrix scan inputs (first multi-matrix scan input 240A and second multi-matrix scan input 240B) that can receive matrix scan signals.

[0063] When the main power supply module 100A is operating, the matrix scan signal is provided by the first multi-matrix scan output terminal 230A and received by the first multi-matrix scan input terminal 240A. When the first multi-matrix scan input terminals 240A receive matrix scan signals, they are in an "active" state. If the first multi-matrix scan input terminals 240A are set not to receive matrix scan signals, they will be referred to as being in an "inactive" state here. According to various aspects of an embodiment of the present disclosure, the active state may correspond to a reduced input impedance of the first multi-matrix scan input terminal 240A. Similarly, the inactive state may correspond to an input impedance higher than the input impedance of the active state. However, within the scope of the present disclosure, both the active state and the inactive state may correspond to a high input impedance state, and the "active" and "inactive" descriptors refer only to the matrix scan input terminals configured to receive or not receive matrix scan signals.

[0064] The second multi-matrix scan output terminal 230B of the secondary power module 100B can perform the same function as the first multi-matrix scan output terminal 230A of the main power module 100A, and by setting the second multi-matrix scan input terminal 240B from an inactive state to an active state, and correspondingly reversing the state of the first multi-matrix scan input terminal 240A of the main power module 100A from an active state to an inactive state, the second power module 100B can take control of the matrix scanning function.

[0065] When the secondary power module 100B detects a signal loss (loss of a control voltage signal, or a detected lack of a scan signal) from the primary power module 100A, the secondary power module 100B takes control of the monitoring and scanning functions of the matrix keypad 200 via the second multi-matrix scan output terminal 230B, and sends a signal to the second multi-matrix scan input terminal 240B to enter an active state. The secondary power module 100B may also simultaneously send a signal to the primary power module 100A to place the first multi-matrix scan input terminal 240A in an inactive state. Fig. 6A This inversion of control is described in .

[0066] Fig. 6A It is a description of a redundant configuration of a matrix keypad 200 having various switches 210 connected between a primary power module 100A and a secondary power module 100B during a failover event, wherein the secondary power module 100B has assumed control of the matrix scan function. As described above, the secondary power module 100B has assumed control of providing signals to the matrix keypad 200 and the primary power module 100A, which is described as taking a monitoring role. This monitoring by the failed power module is optional and does not need to exist to operate for redundancy of the matrix keypad 200. The input impedance states of the first multi-matrix scan input terminal 240A and the second multi-matrix scan input terminal 240B have been reversed so that the signal from the second multi-matrix scan output terminal 230B is received by the second multi-matrix scan input terminal 240B. In this way, a fault in the primary power module 100A will not result in a loss of function of the matrix keypad 200 because the matrix scan function can be performed by the second multi-matrix scan output terminal 230A and the second multi-matrix scan input terminal 240B of the secondary power module 100B.

[0067] Figure 6BA flow chart describing a method for switching control of matrix monitoring and scanning operations of a secondary power module 100B in the event of a loss of a control voltage signal sent from a primary power module 100A is provided. The method begins at 610, where the primary power module 100A sends a control voltage signal to the secondary power module 100B via a power link 150. Then, at 620, the first power module 100A provides monitoring and scanning operations to the matrix keypad 200 via the first multi-matrix scan output 230A and the first multi-matrix scan input 240A. This is the normal operating mode of the matrix keypad. At 630, the secondary power module 100B detects that the matrix scan signal is lost. Then, at 640, the secondary power module 100B takes control of monitoring and scanning of the matrix keypad 200 via the second multi-matrix scan output 230B and the second multi-matrix scan input 240B. Simultaneously with 640, the method causes the secondary power module 100B to set the second multi-matrix scan input 240B to an active state at 650. This allows the signal to be received by the second multi-matrix scan input terminal 240B. Finally, at 660, the secondary power supply module 100B sends a signal to the primary power supply module 100A to set the first multi-matrix scan input terminal 230A to an inactive state (e.g., a disabled state or a high input impedance state). Those skilled in the art will appreciate that in the event that the primary power supply module 100A is not operating due to a fault, the operations included in 660 may be omitted. Therefore, according to Figure 6B In this way, the secondary power module 100B has detected the loss of the matrix scan signal and has switched control of the matrix keypad 200 monitoring and scanning operations to the secondary power module 100B component. This provides redundancy for the matrix keypad 200 in the event of a failure of the primary power module 100A.

[0068] The above description of the circuit topology for the redundant power supply system 30 and the redundant operation for the matrix scanning keypad 200 all rely on the same design parameters of providing linked component pairs to the passenger seat 130 and the matrix keypad 200. This enables the logic circuits built into the primary auxiliary board 120A and the secondary auxiliary board 120B of the primary power module 100A and the secondary power module 100B, respectively, to transfer operation to the secondary unit when a failure or performance degradation in one of the primary components is detected. In addition, linking the primary power supply 110A and the secondary power supply 110B via the power link 150 at the auxiliary board level, while also connecting the passenger seat 130 between the primary auxiliary board 120A and the secondary auxiliary board 120B using the linked communication bus channel 140, provides a "completely" redundant power supply system 30. Similarly, by providing matrix scanning functionality to the main auxiliary board 120A and the sub-auxiliary board 120B, the matrix keypad 200 connected between the auxiliary boards can have redundant operation by switching control to the second matrix scanning output terminal 230B and inverting the input impedance states of the first multi-matrix scanning input terminal 240A and the second multi-matrix scanning input terminal 240B.

[0069] The terms used herein are for the purpose of describing a particular embodiment, rather than for the purpose of limiting the concept of the present invention. As used herein, the singular forms "one" and "an" are intended to also include plural forms, unless the context clearly indicates otherwise. It should also be understood that when used in this specification, the terms "include" and / or "comprise" specify the presence of the features, integers, steps, operations, elements and / or parts, but do not exclude the presence or addition of one or more other features, integers, steps, operations, elements, parts and / or their combinations. As used herein, the term "and / or" includes any and all combinations of one or more associated listed items. When before the list of elements, expressions such as "at least one" modify the entire list of elements without modifying the individual elements of the list. In addition, when describing the embodiments of the present invention, "may" is used to refer to "one or more embodiments of the present invention". In addition, the term "exemplary" is intended to refer to an example or illustration.

[0070] As used herein, the terms "use," "use," and "used" may be considered synonymous with the terms "utilize" and "utilized," respectively.

[0071] Although the present invention has been described in detail with particular reference to illustrative embodiments of the invention, the embodiments described herein are not exhaustive nor are they intended to limit the scope of the invention to the precise forms disclosed. For example, although various embodiments are described in the context of aircraft seat and suite controls, the embodiments may be extended to types of seat and suite controls such as, for example, seat and suite controls in an automobile, train, or moving vehicle, as will be understood by those skilled in the art. Therefore, those skilled in the art and technology to which the present invention pertains will appreciate that changes and variations may be made to the described structures and methods of assembly and operation without intentionally departing from the principle, spirit, and scope of the invention as set forth in the appended claims and their equivalents.

Claims

1. A redundant power supply system for an aircraft seat, comprising: a first power module including a first AC to DC power converter configured to provide power to a first auxiliary board, the first auxiliary board configured to provide power to a plurality of aircraft seats via a plurality of communication bus channels; a second power module including a second AC to DC power converter configured to provide power to a second auxiliary board, the second auxiliary board configured to provide power to the plurality of aircraft seats via the plurality of communication bus channels; a power link configured to connect the first auxiliary board and the second auxiliary board so that the first AC to DC power converter can power the second auxiliary board via the power link; a first logic circuit located within the first auxiliary board and configured to monitor performance of the redundant power supply system; as well as a second logic circuit, wherein the second logic circuit is located in the second auxiliary board, wherein the first logic circuit is communicatively linked to the second logic circuit via the power link and the communication bus channel, and the second logic circuit is configured to take control of monitoring the performance of the redundant power supply system from the first logic circuit after receiving a signal from the first logic circuit via the power link or the communication bus channel, and Each of the plurality of communication bus channels forms a communication link between the first auxiliary board and the second auxiliary board. 2 . The redundant power supply system for an aircraft seat according to claim 1 , wherein the first power supply module is configured to serve as a main power supply module to supply power to the first auxiliary board and the plurality of aircraft seats.

3. The redundant power supply system for an aircraft seat according to claim 2, wherein the second auxiliary board is configured as: monitoring the performance of the first power module; and In response to detecting a degradation in performance of the first power module, powering one or more of the plurality of aircraft seats via the second power module is initiated.

4. The redundant power supply system for an aircraft seat according to claim 2, wherein the second auxiliary board is configured as: monitoring a signal on each of the plurality of communication bus channels; and In response to detecting a loss of a signal on one or more of the plurality of communication bus channels, power is initiated to one or more of the plurality of aircraft seats.

5. A redundant power supply system for an aircraft seat, comprising: a first power module including a first AC to DC power converter and a first auxiliary board configured to provide power to a plurality of aircraft seats via a plurality of communication bus channels; a second power module including a second AC to DC power converter and a second auxiliary board configured to provide power to the plurality of aircraft seats via the plurality of communication bus channels; a power link configured to connect the first AC to DC power converter and the second AC to DC power converter so that the first AC to DC power converter can power one or both of the first auxiliary board and the second auxiliary board; a first logic circuit located within the first auxiliary board and configured to monitor performance of the redundant power supply system; as well as a second logic circuit, wherein the second logic circuit is located in the second auxiliary board, wherein the first logic circuit is communicatively linked to the second logic circuit via the power link and the communication bus channel, and the second logic circuit is configured to take control of monitoring the performance of the redundant power supply system from the first logic circuit after receiving a signal from the first logic circuit via the power link or the communication bus channel, and wherein each of the plurality of communication bus channels forms a communication link between the first auxiliary board and the second auxiliary board.

6. A redundant power system for aircraft seats and accessory inputs, comprising: A matrix keypad, including a plurality of wires and a plurality of switches; Main power supply module, including: a first multi-matrix scan output configured to provide signals to a plurality of conductors of a matrix keypad; and a first multi-matrix scan input configured to receive the signal from the matrix scan output when one or more of the plurality of switches of the matrix keypad are activated; and Auxiliary power module, including: a second multi-matrix scan output configured to monitor signals supplied by the first multi-matrix scan output on the plurality of conductors; and a second multi-matrix scan input terminal, which is configured to remain in an inactive state, Wherein, the secondary power supply module is configured to detect the absence of a signal from the primary power supply module at the second multi-matrix scanning output terminal: providing signals to a plurality of conductors of the matrix keypad via the second multi-matrix scan output; and When one or more of the plurality of switches of the matrix keypad are activated, the second multi-matrix scan input is set to an active state that allows signals to be received through the second multi-matrix scan input via the plurality of conductors.

7. The redundant power supply system for aircraft seats and accessory inputs according to claim 6, wherein the secondary power supply module is further configured to, upon detecting a loss of a signal from the primary power supply module at the second multi-matrix scan output: controlling the main power module via a power link to set the first multi-matrix scan output to monitor the signal; and The main power module is controlled via the power link to set the first multi-matrix scan input terminal to an inactive state.

8. A redundant power system for aircraft seats and accessory inputs according to claim 6, wherein the plurality of wires and the plurality of switches of the matrix keypad are arranged to form a matrix having a plurality of circuits, each circuit in the matrix including one of the plurality of switches and configured to close when the corresponding switch is activated.

9. A redundant power system for aircraft seats and accessory inputs as described in claim 6, wherein the first multi-matrix scan output terminal and the first multi-matrix scan input terminal are configured to scan the matrix keypad to detect the switch activation while the second multi-matrix scan input terminal remains in the inactive state.

10. The redundant power system for aircraft seats and accessory inputs of claim 6, wherein said second multi-matrix scan output and said second multi-matrix scan input are configured to scan said matrix keypad to detect said switch activation when said first multi-matrix scan input is in said inactive state.

11. The redundant power system for aircraft seats and accessory inputs of claim 6, wherein the first multi-matrix scanning input and the second multi-matrix scanning input are configured to have a plurality of individual inputs corresponding to the number of columns of the matrix keypad.

12. The redundant power system for aircraft seats and accessory inputs of claim 6, wherein the second multi-matrix scan output monitors the signal by sampling the one or more signals provided by the first multi-matrix scan output at a set frequency.

13. The redundant power system for aircraft seats and accessory inputs of claim 6, wherein the first multi-matrix scan input and the second multi-matrix scan input are configured to sample the signal at a set frequency.

14. The redundant power system for aircraft seats and accessory inputs of claim 6, wherein each of the primary power module and the secondary power module comprises an AC to DC power converter and an auxiliary board coupled together via a power link.

15. A redundant power system for aircraft seats and accessory inputs according to claim 6, wherein the first multi-matrix scan output terminal and the second multi-matrix scan output terminal are configured to sequentially scan the rows of the matrix keypad when switch activation by the first multi-matrix scan input terminal or the second multi-matrix scan input terminal is detected.

16. The redundant power system for an aircraft seat and accessory input of claim 6, wherein the active state corresponds to a low input impedance state, and wherein the inactive state corresponds to a high input impedance state.

17. The redundant power system for aircraft seats and accessory inputs of claim 6, wherein: The inactive state corresponds to a high input impedance state.

18. A method for providing a redundant matrix scanning function to a matrix keypad including a plurality of switches, comprising: The first power module sends a control voltage signal to the second power module; detecting, by the first power module, an input to one of a plurality of switches of the matrix keypad; Scanning the matrix keypad in sequence by the first power module so that it is possible to determine which of the multiple switches is pressed via the sequence of scan signals sent on the first multi-matrix scan output terminal and the first multi-matrix scan input terminal; The second power module receives the control voltage signal from the first power module; detecting, by the second power supply module, the loss of the control voltage signal; The second power supply module controls the matrix scanning operation of the matrix keypad by monitoring and sending the scanning signal from the second multi-matrix scanning output terminal; By means of the second power supply module, setting the second multi-matrix scan input terminal to change from an inactive state to an active state, so that the second multi-matrix scan input terminal can receive a signal from the second multi-matrix scan output terminal; The second power module sends a signal to the first power module to place the first multi-matrix scan input terminal in the inactive state.

19. A redundant power supply system for a plurality of passive aircraft seat peripheral devices, comprising: a first power module including a first AC to DC power converter and a first auxiliary board configured to power a plurality of passive aircraft seat peripheral devices via a plurality of communication bus channels; a second power module including a second AC to DC power converter and a second auxiliary board configured to provide power to the plurality of passive aircraft seat peripheral devices via the plurality of communication bus channels; as well as a power link configured to connect the first AC to DC power converter and the second AC to DC power converter so that the first AC to DC power converter can power one or both of the first auxiliary board and the second auxiliary board; a first logic circuit located within the first auxiliary board and configured to monitor performance of the redundant power supply system; as well as a second logic circuit, wherein the second logic circuit is located in the second auxiliary board, wherein the first logic circuit is communicatively linked to the second logic circuit via the power link and the communication bus channel, and the second logic circuit is configured to take control of monitoring the performance of the redundant power supply system from the first logic circuit after receiving a signal from the first logic circuit via the power link or the communication bus channel, and Each of the plurality of communication bus channels forms a communication link between the first auxiliary board and the second auxiliary board.

20. The redundant power system for a plurality of passive aircraft seat peripheral devices according to claim 19, wherein: The second power module is configured to, in response to receiving a signal via the plurality of communication bus channels that the first power module has experienced a fault, assume control of powering the plurality of passive aircraft seat peripheral devices using the second auxiliary board.

21. The redundant power system for a plurality of passive aircraft seat peripheral devices of claim 19, wherein: The second power module is configured to, in response to receiving a signal via the power link that the first power module has experienced a fault, assume control of powering the plurality of passive aircraft seat peripheral devices using the second auxiliary board.

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