Cabin power distribution system and method

Abstract

A vehicle power distribution system is described that includes one or more converter units in electrical communication with a vehicle power supply. The converter unit is configured to receive a three-phase high-frequency alternating current generated by a vehicle power supply and output a single-phase or dual-phase first current. A power outlet and / or a data port may be in electrical communication with the converter unit such that they may receive the first current. The system may also have a simple power supply that may receive the first current and convert it to a second current that may be used to power the on-board entertainment equipment and other components of the vehicle.

Description

[0001] This application claims priority to U.S. non-provisional patent application serial number 17 / 814,008, filed on July 21, 2022, which itself claims priority to U.S. provisional patent application serial number 63 / 336,983, filed on April 29, 2022. These and all other cited external materials are incorporated herein by reference in their entirety. If a definition or use of a term in a reference incorporated by reference is inconsistent or contrary to the definition of that term provided herein, the definition of that term provided herein is deemed to control. Technical Field

[0002] The field of the invention is electrical power distribution in vehicle cabins. Background Art

[0003] The following description includes information that may be helpful in understanding the present invention. No admission is made that any of the information provided herein is prior art or relevant to the presently claimed invention, nor is any admission made that any publication specifically or implicitly referenced is prior art.

[0004] Aircraft power distribution systems typically rely on power supplies or power boxes at each seat or seat group (e.g., seat row) to distribute power to one or more entertainment system units (e.g., seat backs, seat armrests, or landmark units), one or more alternating current (AC) power outlets, and / or one or more USB power outlets. Figure 1A-1B As shown, power may be fed to one or more advanced main control units (AMCUs) 110, which then distribute the power through multiple columns to multiple power supplies 120 distributed throughout the aircraft 102. The power is typically 115VAC three-phase power. The frequency may vary from aircraft to aircraft, but is typically higher (e.g., 380-800 Hz) than the available frequencies (e.g., 50-60 Hz) of common personal electronic devices (PEDs).

[0005] Each power supply 120 can reduce the voltage and / or frequency of the received power as needed for the application. For example, the power supply 120 can provide power to one or more AC power outlets 130 at a reduced voltage of 110VAC and a frequency of 50Hz, while also converting a portion of the received power to a direct current (DC) with a voltage of 5-28VDC when distributing to one or more USB power outlets 132 and / or one or more entertainment system units 134. The power supply 120 can also provide power to one or more light sources 136, which can indicate the status of the A / C power outlets 130, USB ports 132, and / or seat group levels and other components of the aircraft.

[0006] The power supply 120 provides galvanic isolation, but typically requires power input testing because it is directly connected to the aircraft power system. In addition, the requirement for a larger power supply for each seat group increases the overall volume and weight requirements of the system.

[0007] Therefore, there remains a need for improved power distribution systems to eliminate the need for or reduce the overall size of seat / row-specific power supplies when using entertainment units, USB outlets, and / or A / C outlets at seating locations. Summary of the invention

[0008] The inventive subject matter provides apparatus, systems and methods for power distribution within an aircraft or other vehicle that can be used to power multiple power outlets or various components of the vehicle. Although the following discussion is directed to an aircraft, it is contemplated that other vehicles may also utilize the inventive subject matter discussed herein, including, for example, buses, trains, automobiles, ferries, etc., where high frequency AC power must be distributed to multiple power outlets and other components that require lower AC power frequencies and / or DC power for use by passengers or crew.

[0009] It is contemplated that the power outlet may be used to power one or more portable electronic devices of the passengers or crew. As used herein, the term "portable electronic device" is defined to include laptop computers, tablet computers, mobile phones (including, for example, those running APPLE iOS 11, ... TM or ANDROID TM A mobile phone operating software), a smart watch, smart glasses (such as Google Glass), or an equivalent device capable of displaying augmented reality elements to a user wearing the glasses.

[0010] A power distribution system for a vehicle is contemplated to include a converter unit that is in electrical communication with an aircraft power source and is configured to receive aircraft current from the aircraft power source. The aircraft current typically includes three-phase high frequency alternating current having a first frequency and is typically generated by one or more engines of the aircraft. It is contemplated that the frequency of the aircraft current may be between 300-1000 Hz.

[0011] The converter unit described herein preferably generates and outputs a single-phase or two-phase first current in response to an aircraft current. Preferably, the first current includes a second frequency that is less than the first frequency. Also preferably, the first current and the aircraft current each have a voltage between 100-122VAC. Particularly preferably, the converter unit described herein provides a phase balance of the input aircraft current to prevent overloading of the system downstream. Such phase balance does not typically occur in prior art vehicle power distribution systems. Instead, such systems typically utilize phase rotation in the cable, which typically results in a situation where every third seat group is overloaded (i.e., one of the three phases is overloaded). This phase imbalance causes problems with the generator control unit (GCU) and may cause the circuit to trip.

[0012] The first current preferably comprises a single-phase or two-phase alternating current having a fixed frequency. It is contemplated that the output of the first current may be configured as line-to-line or line-to-neutral.

[0013] One or more power outlets are preferably electrically connected to the converter unit, wherein the power outlet is configured to receive a first current. As described above, the power outlet can be used by passengers, crew members, or other persons to provide power to one or more portable electronic devices or other devices or components that can be charged or otherwise powered using the power outlet. In some embodiments, the power outlet can receive a first current having a voltage of 110VAC and a frequency of 50Hz. Of course, the specific voltage and frequency may vary depending on the application.

[0014] Advantageously, no separate power supply is required to provide power from the converter unit to the power outlet near the seat or other location where the power outlet is located, which can greatly reduce the volume and weight required for power distribution within an aircraft or other vehicle. Instead, the appropriate power can be fed directly to the power outlet.

[0015] In some embodiments, the power outlet comprises an intelligent AC outlet unit (ACOU). In such an embodiment, when a USB or alternative power port is needed, it is contemplated that the ACOU generates DC power rather than a separate power supply. This greatly simplifies the system development and regulatory approval process and may eliminate the need for any major in-floor wiring changes for certain vehicle architectures.

[0016] In other embodiments, a simple power supply (simple power supply unit) centered on the seat or centered on the seat group can be arranged at the seat group in the vehicle. The simple power supply is configured to receive the first current from the control unit and monitor the first current / distribute the first current to a plurality of devices. Therefore, in such an embodiment, different from the prior art system, the simple power supply will not convert the first current for the ACOU, thereby eliminating the conversion function of the seat group. In some embodiments, the simple power supply can provide equipment protection by utilizing GFCI, over / under current monitoring, under / overvoltage monitoring, and / or allow to disable current flow based on the signal received from the distribution unit or other components.

[0017] One or more aircraft devices may be electrically connected to the simple power supply and configured to receive a second current from the simple power supply. In such an embodiment, it is envisioned that the first current is different from the second current. For example, the voltage of the second current is preferably less than the voltage of the first current. As another example, the second current may include a direct current with a voltage less than 50 VDC. In some embodiments, the second current may include a direct current with a voltage less than 48 VDC or less than 42 VDC. In a further embodiment, the second current may include a direct current with a voltage of approximately 28 VDC, and the first current may include an alternating current with a voltage of approximately 110-120 VAC and a frequency between 30-60 Hz.

[0018] Aircraft equipment may include a universal serial bus (USB) port, an in-use light, an entertainment system, or a combination thereof. The entertainment system may include a seat, seat armrest, or landmark display unit having a display screen configured to display content to a passenger.

[0019] Various objects, features, aspects, and advantages of the present subject matter will become more apparent from the following detailed description of preferred embodiments and the accompanying drawings, in which like numerals represent like components. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1A is a schematic diagram of a prior art power distribution system.

[0021] Figure 1B is a schematic diagram of another prior art power distribution system.

[0022] Figure 2 is a schematic diagram of one embodiment of a power distribution system.

[0023] Figure 3 is a schematic diagram of another embodiment of a power distribution system.

[0024] Figure 4 is a schematic diagram of another embodiment of a power distribution system.

[0025] Figure 5 is a schematic diagram of another embodiment of a power distribution system.

[0026] Figure 6 is a schematic diagram of another embodiment of a power distribution system.

[0027] Figure 7 is a schematic diagram of another embodiment of a power distribution system.

[0028] Figure 8 is a schematic diagram of another embodiment of a power distribution system. DETAILED DESCRIPTION

[0029] Throughout the following discussion, reference may be made to servers, services, interfaces, portals, platforms, or other systems formed by electronic devices. It should be understood that the use of these terms is considered to mean one or more electronic devices having at least one processor configured to execute software instructions stored on a computer-readable tangible, non-transitory medium. For example, a server may include one or more computers that operate in some manner as a web server, database server, or other type of computer server to perform the roles, responsibilities, or functions described.

[0030] The following discussion provides many exemplary embodiments of the subject matter of the present invention. Although each embodiment represents a single combination of inventive elements, the subject matter of the present invention is considered to include all possible combinations of disclosed elements. Therefore, if one embodiment includes elements A, B, and C, and a second embodiment includes elements B and D, the subject matter of the present invention is also considered to include other remaining combinations and arrangements of A, B, C, or D, even if not explicitly disclosed.

[0031] Figure 2 One embodiment of a power distribution system 200 for an aircraft 202 is shown. Aircraft power may be distributed from an aircraft power source that provides aircraft current 205 to one or more converter units 210. Each converter unit 210 may represent a column of power distribution within the aircraft. In some embodiments, aircraft current 205 comprises three-phase high frequency alternating current having a nominal voltage between 100-122 VAC, and more preferably 115 VAC. The specific frequency may vary depending on the aircraft or other vehicle, but may be between 300-1,000 Hz, and more preferably between 350-850 Hz.

[0032] The converter unit 210 is in electrical communication with the aircraft power supply. The converter unit 210 is configured to receive the aircraft current 205 and output a first current 215 in response to the aircraft current. The first current 215 is preferably a single-phase or two-phase power supply having a fixed frequency less than the frequency of the aircraft current 205. In some embodiments, the converter unit 210 ensures that the aircraft current 205 and the first current 215 are electrically isolated from each other.

[0033] like Figure 2 As shown, the first current 215 can be distributed directly to multiple power sockets 230 throughout the aircraft along one or more rows without having to provide a separate power supply at each seat or seat group. Each power socket 230 is electrically connected to one of the converter units 210 so that each power socket 230 receives the first current 215. Preferably, each seat row of the aircraft 202 can have at least one power socket 230. Therefore, for an aircraft with thirty rows of seats, it is conceivable to provide thirty, sixty or more power sockets 230 in the vehicle 202, depending on the number of power sockets 230 provided at each seat row or seat group.

[0034] Preferably, the first current 215 comprises an alternating current having a voltage between 110-120 VAC and a frequency between 30-60 Hz, more preferably between 50-60 Hz. Of course, the specific characteristics of the current may vary depending on the application.

[0035] The power outlet may be used, for example, to power and / or charge portable electronic devices (such as those described above).

[0036] Although the above description refers to an aircraft, it is contemplated that the power distribution system 200 may be implemented in other vehicles, such as those described above.

[0037] Figure 3 Another embodiment of a power distribution system 300 for an aircraft 302 is shown. Figure 2 Similarly, aircraft electrical power may be distributed to one or more converter units 310 that are in electrical communication with an aircraft power source that provides aircraft current 305. It is contemplated that aircraft current 305 includes a plurality of electrical components having the same characteristics as described above with respect to FIG. Figure 2 The converter unit 310 is configured to receive the aircraft current 305 and output a single-phase or two-phase first current 315 in response to the aircraft current 305. In some embodiments, the converter unit 310 ensures that the aircraft current 305 and the first current 315 are electrically isolated from each other.

[0038] The first current 315 can be distributed to multiple power sockets 332 throughout the aircraft, which may include one or more universal serial bus (USB) or other data or power ports that are electrically connected to one of the converter units 310 so that the power sockets 332 receive the first current 315 without having to provide a separate power supply at each seat or seat group. Preferably, each seat row or seat group of the aircraft 302 may have at least one power socket 332, and in some cases, each seat may include at least one power socket 332. Preferably, the first current 315 preferably includes a direct current with a voltage less than 50VDC. In some embodiments, the first current 315 may include a direct current with a voltage of approximately 28VDC. Of course, the specific characteristics of the current may vary depending on the application.

[0039] In some embodiments, the first current 315 can be distributed in a rail-to-rail manner, with a positive source line and a negative return line. In one such embodiment, the first current 315 has a voltage of ±28 VDC, where the positive line or rail has a voltage of +28 VDC and the negative line or rail has a voltage of -28 VDC.

[0040] In other embodiments, the first current 315 can be distributed in a line-to-neutral manner.

[0041] Although the above description refers to an aircraft, it is contemplated that the power distribution system 300 may be implemented in other vehicles, such as those described above.

[0042] Figure 4 Another embodiment of a power distribution system 400 for an aircraft 402 is shown. Aircraft power may be distributed to one or more converter units 410 that are in electrical communication with an aircraft power source that provides an aircraft current 405. It is contemplated that the aircraft current 405 comprises a three-phase high frequency alternating current having the same characteristics as described above. The converter unit 410 is configured to receive the aircraft current 405 and output a first current 415 comprising single-phase or two-phase power in response to the aircraft current 405. It is contemplated that the converter unit 410 may ensure that the aircraft current 405 and the first current 415 are electrically isolated from each other.

[0043] The first current 415 can be distributed throughout the aircraft to (i) a plurality of power outlets 430 electrically connected to one of the converter units 410 and (ii) a plurality of data or power ports 432 electrically connected to one of the converter units 410, so that the plurality of power outlets 430 and the plurality of data or power ports 432 receive the first current 415 without requiring a separate power supply at each seat or seat group. Each seat or row / group of seats in the aircraft 402 can have at least one data or power port 432 and / or at least one power outlet 430. As shown, the first current 415 preferably comprises an alternating current having a voltage of 110-120VAC and a frequency of approximately 50Hz. Of course, the specific characteristics of the current can vary depending on the application.

[0044] In some contemplated embodiments, at least some of the power outlets 430 may include an ACOU that can convert received alternating current into direct current for use with a USB or other data port 432, inductive charging, or otherwise. In such an embodiment, the first current 415 will be received by one or more ACOUs, which convert the received first current 415 into a second current 425 received by the data port 432. In such an embodiment, it is contemplated that the second current 425 includes a direct current having a voltage less than 50 VDC. In some embodiments, the second current 425 may include a direct current having a voltage less than 48 VDC or less than 42 VDC. In further embodiments, the second current 425 may include a direct current having a voltage of approximately 28 VDC, although the specific characteristics of the current may vary depending on the application.

[0045] Although the above description refers to an aircraft, it is contemplated that the power distribution system 400 may be implemented in other vehicles such as those described above.

[0046] Figure 5 Another embodiment of a power distribution system 500 for an aircraft 502 is shown. Aircraft power may be distributed to one or more converter units 510 in electrical communication with an aircraft power source that provides an aircraft current 505. It is contemplated that the aircraft current 505 includes a three-phase high frequency alternating current having the same characteristics as described above. The converter unit 510 is configured to receive the aircraft current 505 and output a single-phase or two-phase first current 515 in response to the aircraft current 505.

[0047] In some embodiments, the converter unit 510 ensures that the aircraft current 505 and the first current 515 are electrically isolated from each other. In this way, the point of electrical isolation can be moved from a local power supply provided at a seat or seat group to a central converter unit 510.

[0048] The first current 515 can be distributed throughout the aircraft to: (i) a plurality of power outlets 530 in electrical communication with one of the converter units 510 and (ii) a plurality of data or power ports 532 in electrical communication with one of the converter units 510, such that the plurality of power outlets 530 and the plurality of data or power ports 532 all receive the first current 515. Each seat or row / group of seats in the aircraft 502 can have at least one data or power port 532 and / or at least one power outlet 530. As shown, the first current 515 preferably comprises alternating current having a voltage of 110-120 VAC and a frequency of approximately 50 Hz. Of course, the specific characteristics of the current may vary depending on the application.

[0049] In some embodiments, at least some power outlets 530 may include an ACOU that can convert the received alternating current into a direct current (second current) 525 for use by a USB or other data port 532, an inductive charger, or other device. In such an embodiment, the first current 515 is received by the power outlet 530, and the power outlet 530 can convert the received first current 515 into a second current 525 received by the data port 532. In such an embodiment, it is envisioned that the second current 525 may include a direct current with a voltage less than 50VDC. In some embodiments, the second current 525 may include a direct current with a voltage less than 48VDC or less than 42VDC. In some further embodiments, the second current 525 may include a direct current with a voltage of approximately 28VDC, but the specific properties of the current may vary depending on the application.

[0050] For example, in a vehicle having components 534 of an in-flight or in-vehicle entertainment system that require power to seat backs or other locations within the vehicle, it is contemplated that the first current 515 may be further distributed to one or more simple power supply units or power supplies 520 that may be used to convert the first current 515 to a second current 525. Figure 5 In the illustrated embodiment, a simple power supply 520 converts the first alternating current 515 into a third direct current 528 having a voltage less than 50 VDC, and in some embodiments, a third direct current 528 having a voltage less than 28 VDC. This direct current can then be used to power an in-flight entertainment component 534, which may include a seat back unit (SBU) having a display screen for displaying content to passengers. The power supply 520 can power other devices or components as needed (including USB or other data ports 532), especially those that require lower voltage direct current.

[0051] It is contemplated that the power supply 520 can ensure that the first current 515 and the third current 528 are electrically isolated from each other.

[0052] Although the above description refers to an aircraft, it is contemplated that the power distribution system 500 may be implemented in other vehicles, such as those described above.

[0053] Figure 6 Another embodiment of a power distribution system 600 for an aircraft 602 is shown. The system 600 is Figure 5 is similar to the system shown in , except that the power distribution system 600 does not provide power directly to a universal serial bus (USB) or other data port.

[0054] As with the above-described systems, aircraft power may be distributed to one or more converter units 610 that are in electrical communication with an aircraft power source that provides an aircraft current 605. It is contemplated that the aircraft current 605 comprises a three-phase high frequency alternating current having the same characteristics as described above. The converter unit 610 is configured to receive the aircraft current and output a single-phase or two-phase first current 615 in response to the aircraft current 605. It is contemplated that the converter unit 610 may ensure that the aircraft current 605 and the first current 615 are electrically isolated from each other.

[0055] The first current 615 can be distributed throughout the aircraft 602 to a plurality of power sockets 630 on the aircraft 602, which are electrically connected to one of the converter units 610 so that the plurality of power sockets 630 receive the first current 615. It is contemplated but not required that each seat or row / group of seats in the aircraft 602 have at least one power socket 630. As shown, the first current 615 preferably comprises a single-phase or two-phase power source having an alternating current with a voltage of 110-120VAC and a frequency of about 50Hz. Of course, the specific characteristics of the first current 615 can vary depending on the application.

[0056] and Figure 5 Similar to the illustrated system 500, the power distribution system 600 may also be distributed to one or more simple power supply units or supplies 620, which may be used to convert the first current 615 into a second current 625. The simple power supply 620 converts the AC first current 615 into a DC current (second current 625) having a voltage of less than 50 VDC, and in some embodiments 28 V DC, which may be used to power various components of the aircraft 602, including an in-flight entertainment component 634 or an in-vehicle entertainment system, which may include a seat back unit (SBU) having a display screen for displaying content to passengers.

[0057] Although the above description refers to an aircraft, it is contemplated that the power distribution system 600 may be implemented in other vehicles, such as those described above.

[0058] Figure 7Another embodiment of a power distribution system 700 for a vehicle is shown. As shown, power can be distributed to at least one converter unit 710, which is in electrical communication with a vehicle power supply that provides a vehicle current 705. It is contemplated that the power supply can output a vehicle current 705 comprising three-phase power of approximately 115VAC. In some embodiments, it is contemplated that the vehicle current 705 has a high frequency between 300-1000 Hz. However, the specific frequency and voltage will depend on the vehicle and other factors.

[0059] The converter unit 710 is configured to receive the vehicle current 705 and output a first current 715. It is contemplated that the vehicle current 705 and the first current 715 are electrically isolated from each other. In some embodiments, the first current 715 may have a voltage of approximately 110 VAC, a frequency between 30-60 Hz, and preferably approximately 50 Hz. Of course, the specific characteristics of the first current 715 may vary depending on the application. The converter unit 710 preferably generates single-phase or dual-phase power using three-state discrete logic.

[0060] The first current 715 can be distributed to a plurality of power supply units 730 along a plurality of columns throughout the vehicle, each power supply unit including one or more sockets. In some contemplated embodiments, each power supply unit 730 can include a standard plug socket (e.g., a U.S. or European standard socket) and include one or more USB or other data or power ports.

[0061] In some embodiments, the converter unit 710 or a separate control unit can provide the host system with the ability to cut off power to the individual power supply units 730, provide configurable current limiting and / or GFI protection, etc. In one embodiment, the converter unit 710 or the control unit is configured to receive the first current 715 from the control unit and enable or disable the first current 715 from flowing to one or more power supply units 730 based on one or more factors. These factors can include, for example, whether a plug is inserted into a socket of the power supply unit 730, whether a voltage of the first current 715 exceeds a first threshold or is less than a second threshold, and whether the first current 715 exceeds a first threshold or is less than a second threshold.

[0062] In other embodiments, the converter unit 710 or a separate control unit may receive input from an operator or another system of the vehicle and be configured to enable or disable the first current 715 to the one or more power supply units 730 based on the received input.

[0063] In other embodiments, the converter unit 710 or a separate control unit is configured to implement a three-state control of the power supply unit 730, wherein the three states applied to the power supply unit 730 include an enabled mode, a restricted mode, and a disabled mode. In the enabled mode, current flows to the power supply unit 730, and the power supply unit 730 can be used to power, for example, a device. In the restricted mode, current continues to flow to the power supply unit 730 that has already drawn power, but the unused power supply units 730 are disabled (or current is prevented from flowing to them). In the disabled mode, all power supply units 730 are disabled (or current is prevented from flowing to them).

[0064] Advantageously, each power supply unit 730 may be configured to convert the received alternating first current 715 into a second current 725. The second current 725 preferably comprises direct current, which may be used to power a device plugged into a USB or other port 740. This eliminates the need to provide a plurality of power supplies 730 at each seat group (e.g., Figure 1A-1B ) at the point where a separate power supply is used, otherwise the incoming current needs to be converted. It is contemplated that the second current 725 may have a voltage less than 50 VDC. In some embodiments, the second current may have a voltage less than 48 VDC or less than 42 VDC. In further embodiments, the second current may have a voltage of approximately 28 VDC.

[0065] The first current 715 may further be used to power one or more in-use lights 736 or other components of the vehicle. An in-use light (IUL) may be used to indicate the status of the power unit 730, USB or other port and / or seat group level.

[0066] exist Figure 8 In the illustrated alternative embodiment, another embodiment of a power distribution system 800 is shown. The online power can be distributed to one or more converter units 810, which are in electrical communication with a vehicle power supply that provides a vehicle current 805. In some embodiments, it is contemplated that the vehicle current 805 includes a voltage between 100-122VAC, a high frequency between 300-1,000Hz, and more preferably between 350-850Hz. Of course, the specific voltage and frequency will depend on the specific application.

[0067] The converter unit 810 is configured to receive the vehicle current 805 and output a first current 815 in response to the vehicle current 805. It is contemplated that the converter unit 810 ensures that the vehicle current 805 and the first current 815 are electrically isolated from each other. In some embodiments, the first current 805 preferably comprises an alternating current having a voltage between 110-120 VAC and a frequency of approximately 50 Hz. Of course, the specific nature of the current may vary depending on the application.

[0068] In some embodiments, the converter unit 810 or control unit can provide a main system cut-off of power to individual seats or groups of seats (e.g., individual power outlets), configurable current limiting and / or GFI protection, etc. In addition, the converter unit 810 can generate single-phase or dual-phase power using three-state discrete logic.

[0069] The first current 815 can be distributed throughout the aircraft to one or more simple power supply units 820, which can be arranged at each seat group of the vehicle. Each simple power supply unit 820 can be configured to distribute the first current 815 to one or more ACOUs while monitoring the first current. Therefore, in such an embodiment, unlike the prior art system, one or more simple power supply units 820 will not convert the first current for the ACOU, thereby eliminating the conversion function of the seat group. In some embodiments, one or more simple power supply units 820 can provide equipment protection by utilizing GFCI, over / under current monitoring, under / over voltage monitoring, and / or allow current flow to be disabled based on signals received from a distribution unit or other components.

[0070] The simple power supply unit 820 allows the first current 815 to pass without conversion to allow the first current 815 to be distributed to multiple power outlets 830 (ACOU) electrically connected to one of the converter units 810. The ACOU 830 can process the first current 815 as needed and convert the first current 815 into a second current 825. For example, the ACOU 830 can convert the first current 815 into a lower voltage and / or direct current for use by one or more USB or other data ports 832, which may not be able to operate under the first current 815. In some embodiments, the ACOU 830 can convert the first current 815 into a direct current (second current 825) with a voltage less than 50VDC, in some embodiments 28VDC, with a certain hold time. The power supply for one or more USB or other data ports 832 can also be supplied as a direct current with a voltage of 28VDC, no hold time, or other voltages less than 50VDC. It is conceivable that the data port 832 can be controlled and operated by a tri-state circuit.

[0071] The second current 825 may also be used to power one or more entertainment units 834, in-use lights 836, or other components of the vehicle. For example, an in-use light (IUL) may be used to indicate the status of a power unit 830, USB or other port and / or seat group level.

[0072] As used herein, unless the context dictates otherwise, the term "coupled to" is intended to include direct coupling (where two elements coupled to each other are in contact with each other) and indirect coupling (where at least one additional element is located between the two elements). Therefore, the terms "coupled to" and "coupled with..." are used synonymously.

[0073] In some embodiments, the numerals representing the number of components, properties such as concentration, reaction conditions, etc., used to describe and claim certain embodiments of the present invention should be understood to be modified by the term "about" in some cases. Therefore, in some embodiments, the numerical parameters listed in the written description and the appended claims are approximate values, which can vary according to the desired properties sought to be obtained by the specific embodiment. In some embodiments, the numerical parameters should be interpreted according to the number of reported significant figures and applying common rounding techniques. Although the numerical ranges and parameters of the wide range of some embodiments of the present invention are approximate values, the numerical values ​​listed in the specific examples are reported as accurately as possible. The numerical values ​​presented in some embodiments of the present invention may contain certain errors, which are necessarily caused by the standard deviation found in their respective test measurements.

[0074] Unless the context dictates otherwise, all ranges described herein should be interpreted as including their endpoints, and open ranges should be interpreted as including only commercially practical values. Similarly, unless the context dictates otherwise, all lists of values ​​should be interpreted as including intermediate values.

[0075] As used in the description herein and in the claims that follow, the meanings of "a," "an," and "the" include plural references unless the context clearly dictates otherwise. Additionally, as used in the description herein, the meaning of "in" includes "in" and "on," unless the context clearly dictates otherwise.

[0076] The description of numerical ranges herein is intended only as a shorthand method for each individual value in the range of individual citations. Unless otherwise specified herein, each individual value with a range is incorporated into the specification, just as described separately herein. All methods described herein can be performed in any suitable order, unless otherwise specified herein or the context has other clear contradictions. The use of any and all embodiments or exemplary language (e.g., "for example") provided herein with respect to certain embodiments is intended only to better illustrate the present invention, and is not intended to limit the scope of the present invention claimed. Any language in the specification should not be interpreted as indicating that any unclaimed element is essential for the practice of the present invention.

[0077] The grouping of alternative elements or embodiments of the present invention disclosed herein should not be construed as limiting. Each group member may be cited and claimed individually, or may be cited and claimed in any combination with other members or other elements in the group found herein. For reasons of convenience and / or patentability, one or more group members may be included in the group, or deleted therefrom. When any such inclusion or deletion occurs, the specification is deemed to include the modified group hereby, thereby satisfying the written description of all Markush groups used in the appended claims.

[0078] Those skilled in the art will appreciate that, in addition to the modifications already described, more modifications may be made without departing from the inventive concept herein. Therefore, the subject matter of the present invention should not be limited except for the spirit of the appended claims. In addition, when interpreting the specification and claims, all terms should be interpreted in the broadest possible manner consistent with the context. Specifically, the terms "include" and "comprise" should be interpreted as referring to elements, components or steps in a non-exclusive manner, indicating that the referenced elements, components or steps may exist, be used or be combined with other elements, components or steps that are not explicitly referenced. When the specification claims refer to at least one thing selected from the group consisting of A, B, C... and N, the text should be interpreted as requiring only one element in the group, rather than A plus N, or B plus N, etc.

Claims

1. Vehicle power distribution system, including: an aircraft power supply, the aircraft power supply providing aircraft current; a converter unit configured to receive a three-phase high frequency alternating current having a first frequency from a power source and generate a single-phase or two-phase first current, and wherein the first current includes a second frequency less than the first frequency, wherein the converter unit is configured to provide a phase balance of the input current; A power outlet is in electrical communication with the converter unit, wherein the power outlet is configured to receive the first current.

2. The vehicle power distribution system of claim 1, wherein the three-phase high frequency alternating current and the first current each have a voltage between 100-122 VAC.

3. The vehicle power distribution system of claim 1, wherein the first current comprises a single-phase alternating current having a fixed frequency.

4. The vehicle power distribution system of claim 1, wherein the first current comprises a two-phase alternating current having a fixed frequency.

5. The vehicle power distribution system according to any one of claims 1-4, wherein the output of the converter unit is configured as line-to-line.

6. The vehicle power distribution system according to any one of claims 1-4, wherein the output of the converter unit is configured to have a neutral line return.

7. The vehicle power distribution system of any of claims 1-6, wherein the first frequency is between 300-1,000 Hz and the second frequency is between 30-60 Hz.

8. The vehicle power distribution system of any one of claims 1-7, wherein the second frequency is approximately 60 Hz.

9. The vehicle power distribution system of any one of claims 1-8, wherein the first current is received by the power outlet.

10. The vehicle power distribution system of any one of claim 9, wherein the power outlet comprises an AC outlet, a Universal Serial Bus port, or an inductive charger.

11. The vehicle power distribution system of any one of claims 9-10, wherein the power outlet is configured to power or charge a portable electronic device.

12. The vehicle power distribution system according to any one of claims 1 to 11, further comprising: A control unit is configured to receive the first current from the converter unit and enable or disable flow of the first current to the power outlet based on one or more factors.

13. The vehicle power distribution system of claim 12, wherein the control unit is configured to receive a signal that a plug is detected in the power outlet.

14. The vehicle power distribution system of claim 12, wherein the control unit is configured to monitor the first current and disable flow of the first current to the power outlet if a voltage of the first current exceeds a first threshold or is less than a second threshold.

15. The vehicle power distribution system of claim 12, wherein the control unit is configured to monitor the first current and disable flow of the first current to the power outlet if the first current exceeds a first threshold or is less than a second threshold.

16. The vehicle power distribution system of claim 12, wherein the control unit is configured to receive input from an operator or another system of the vehicle, and wherein the controller is configured to enable or disable flow of the first current to the power outlet based on the input.

17. The vehicle power distribution system of claim 12, wherein the control unit is configured to implement a three-state control of the power outlet, wherein three states applied to the power outlet include an enabled mode, a restricted mode, and a disabled mode.

18. The vehicle power distribution system of claim 1, further comprising: a power supply disposed at the seat group, the power supply configured to receive a first current and output a second current in response to the first current; An aircraft device is in electrical communication with the power supply, wherein the aircraft device is configured to receive power from the second current, and wherein the first current is different from the second current.

19. The vehicle power distribution system of claim 18, wherein the second current comprises direct current.

20. The vehicle power distribution system of any of claims 18-19, wherein the first current comprises a frequency between 30-60 Hz and a voltage between 110-120 VAC, and wherein the second current comprises a voltage less than 50 VDC.

21. The vehicle power distribution system of any one of claims 18-20, wherein the first current and the second current are electrically isolated from each other.

22. The vehicle power distribution system of any of claims 18-20, wherein the aircraft equipment comprises a universal serial bus port, an in-use light, or an in-flight entertainment system.

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