System and method for charging an aircraft

Abstract

The invention relates to a system (10; 20; 30), comprising an interconnection network (15), at least two propulsion units (3) and at least two energy storage units (13). The interconnection network (15) is configured to alternate between different modes of operation comprising a propulsion mode and a charging mode, and the interconnection network is configured to: create a local direct current (DC) bus (4) between each respective energy storage unit (13) and one of the at least two propulsion units (3) when operating in the propulsion mode; or connecting the at least two energy storage units (13) to a common DC bus (6) configured to receive power from a power source when operating in a charging mode. The invention also relates to a method for reconfiguring power distribution in an aircraft.

Description

Technical Field

[0001] The present disclosure relates to a system for reconfiguring power distribution in an aircraft (aircraft). The present disclosure also relates to a method for reconfiguring power distribution in an aircraft. Background Art

[0002] The propulsion system in an electric aircraft is a system that needs to be designed to maintain operation at all times. In order to reduce the risk of catastrophic failure during flight, multiple powertrain units can be provided, each of which has a propulsion unit powered by an energy storage unit (such as a battery). This configuration is suitable for propulsion during flight, but is not very convenient when charging the energy storage unit on the ground.

[0003] A disadvantage of a separate powertrain unit with a dedicated energy source is that more complex charging wiring is required. Summary of the invention

[0004] Therefore, there is a need to provide a system that simplifies charging of energy storage units while maintaining the various powertrain units during flight.

[0005] An object of the present disclosure is to provide a system that seeks to mitigate, alleviate or eliminate one or more of the above-mentioned drawbacks and disadvantages in the prior art, either singly or in any combination, and to provide a method for reconfiguring power distribution in an aircraft.

[0006] The object is achieved by a system for reconfiguring power distribution in an aircraft, and the system comprises an interconnection network, at least two propulsion units, and at least two energy storage units. The interconnection network is configured to alternate between different operating modes including a propulsion mode and a charging mode, and the interconnection network is configured to: create a local direct current (DC) bus between each respective energy storage unit and one of the at least two propulsion units when operating in the propulsion mode; or connect the at least two energy storage units to a common DC bus configured to receive power from a power source when operating in the charging mode.

[0007] According to a first aspect, the power source is one of the at least one energy storage unit or a ground charging equipment configured to provide power to the system via a charging inlet connection connected to the interconnection network.

[0008] According to a second aspect, the system further comprises at least one auxiliary power source, and the interconnection network is further configured to operate in an enhanced propulsion mode, wherein one of the at least one auxiliary power sources is connected to at least one local DC bus created between each respective energy storage unit and one of the at least two propulsion units, and / or the power source is one of the at least one auxiliary power sources.

[0009] The object is also obtained by a method for reconfiguring power distribution in an aircraft, the aircraft comprising a system including an interconnection network, a control unit, at least two propulsion units, and at least two energy storage units, wherein the interconnection network comprises a switch controlled by the control unit to alternate between operating modes. The method comprises: a step of selecting an operating mode from a group of a propulsion mode and a charging mode; and a step of reconfiguring the interconnection network to the selected operating mode, wherein the reconfiguration comprises: creating a local direct current (DC) bus between each respective energy storage unit and one of the at least two propulsion units when the selected operating mode is the propulsion mode; or connecting the at least two energy storage units to a common DC bus configured to receive power from a power source when the selected operating mode is the charging mode.

[0010] An advantage of the present invention is that balanced and efficient charging is achieved while maintaining individual power supply to each propulsion unit during flight, which improves safety.

[0011] Those skilled in the art may derive further aspects and advantages from the detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] The foregoing will become apparent from the following more particular description of example embodiments, which are illustrated in the accompanying drawings in which like reference numerals refer to the same parts throughout the different views. The drawings are not necessarily drawn to scale, emphasis instead being placed upon illustrating example embodiments.

[0013] Figure 1 A system for reconfiguring power distribution in an aircraft is illustrated;

[0014] Figure 2a The interconnection network is schematically illustrated when placed in an operational mode.

[0015] Figure 2b The interconnection network is schematically illustrated when placed in charging mode.

[0016] Figure 3a to Figure 3c illustrates a first embodiment of an interconnection network for reconfiguring power distribution in an aircraft;

[0017] Figures 4a to 4c illustrates a second embodiment of an interconnection network for reconfiguring power distribution in an aircraft;

[0018] Figure 5 is a flow chart illustrating a method for reconfiguring power distribution in an aircraft.

[0019] Figure 6a The interconnection network is schematically illustrated when placed in an operating mode for a parallel hybrid.

[0020] Figure 6bThe interconnection network is schematically illustrated when placed in charging mode for a parallel hybrid. DETAILED DESCRIPTION

[0021] Aspects of the present disclosure will be described more fully below with reference to the accompanying drawings. However, the systems and methods disclosed herein may be implemented in many different forms and should not be construed as limited to the aspects set forth herein. The same reference numerals in the accompanying drawings always refer to the same elements.

[0022] The terms used herein are for the purpose of describing particular aspects of the present disclosure only and are not intended to be limiting of the present invention.As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.

[0023] Some of the example embodiments presented herein are directed to systems and methods for reconfiguring power distribution in an aircraft.

[0024] The aircraft may be, for example, one or more of an airplane, a fixed-wing aircraft, a conventional take-off and landing (CTOL) aircraft (particularly an electric conventional take-off and landing (eCTOL) aircraft), a monoplane, and may be adapted to be piloted by a pilot on board the aircraft. The aircraft or aircraft may, for example, include one or more of a (supporting) wing, a fuselage, a tail, a cockpit, a cabin, flight control surfaces (e.g., ailerons, elevators, rudders, flaps, air brakes, etc.), and a (wheeled and / or retractable) landing gear.

[0025] Figure 1 An energy distribution system 10 is shown for reconfiguring power distribution in an aircraft and optionally providing a low voltage DC bus. In this regard, the term "low voltage DC bus" is exemplified as a 270V DC bus that can be used to power critical and non-critical loads in the aircraft. Other voltages may be used depending on the actual implementation of the system components.

[0026] exist Figure 1In the embodiment of the present invention, the energy distribution system 10 includes four propulsion units 3 powered by four energy storage units 13-1, 13-2, 13-3 and 13-4 (generally indicated as 13) via an interconnection network 15. Each energy storage unit 13 can be any type of unit configured to store electrical energy, such as a battery or a battery pack. In addition, two optional auxiliary power supplies 14-1 and 14-2 (generally indicated as 14) are connected to the interconnection network 15 to provide auxiliary power when needed. Each auxiliary power supply 14 may include, for example, a turbine generator suitable for supplying DC power via a rectifier. Each propulsion unit 3 includes a drive unit 11 and a thruster 12. The drive unit 11 includes an alternating current (AC) motor (not shown) that receives power from the energy storage unit via a DC / AC inverter (not shown) and / or receives power from one of the auxiliary power supplies via the interconnection network 15 in an operating mode. In some examples, the AC motor is an induction motor and the DC / AC inverter is a variable frequency inverter.

[0027] Optionally, the system further comprises a DC / DC converter 5 for energizing a common 270V DC bus 16, which powers critical loads 17a and non-critical loads 17b operating at 270V DC. Another DC / DC converter 18 may be provided to energize a common 28V DC bus 19, which powers critical loads 17a and non-critical loads 17b operating at 28V DC. The loads are generally indicated as 17 and include critical loads 17a and non-critical loads 17.

[0028] The connections from the propulsion unit, the auxiliary power source and the energy storage unit to the interconnection network may include one or more power lines / feeders, and as an example, one power line / feeder may be connected to the positive terminal of the energy storage unit 13 and one power line / feeder may be connected to the negative terminal of the energy storage unit 13. However, in order to simplify the drawings, Figure 1 , Figure 2a and Figure 2b A single line is provided to illustrate the connection.

[0029] The interconnected network 15 is controlled by the control unit 1 to reconfigure the interconnected network to operate in at least two modes, wherein the first mode is a propulsion mode and the second mode is a charging mode. The control unit 1 may be, for example, a central control unit, or a distributed control unit having several control (sub) units that may be configured to communicate with each other.

[0030] In push mode, Figure 2aAs illustrated in , each energy storage unit 13 is connected to one propulsion unit 3, and the interconnection network 15 is reconfigured to provide a local DC bus 4 between one energy storage unit and one propulsion unit. Optionally, if necessary, an auxiliary power supply 14 can be connected to one or more propulsion units. In this example, if necessary, the local DC bus 4 can also be connected (as indicated by the dotted lines) to redistribute energy from the energy storage unit to the propulsion unit 3. This has been disclosed in the co-pending application SE2250982-2 of the same applicant, which is incorporated herein by reference.

[0031] In charging mode, the interconnection network 15 is reconfigured to create a common DC bus 6 to which the energy storage units are connected, such as Figure 2b . The propulsion unit 3 may be connected to a common DC bus 6. A power source is connected to the common DC bus to charge one or more of the energy storage units 13. The power source may be one of the energy storage units 13 having a higher state of charge (SOC) than the other energy storage units, but more typically the power source is one of the auxiliary power sources 14 (if present) or is configured to be connected via a charging inlet 25 (see also Figure 3a to Figure 3c and Figures 4a to 4c )External charging equipment (not shown) connected to the common DC bus.

[0032] In the description, switches are used to reconfigure the interconnection network 15 between the propulsion unit and the energy storage unit (and the auxiliary power supply when it is available in the system). Each switch is configured to close and close the connection in the DC bus configuration to connect / disconnect the energy storage unit, the propulsion unit, the DC / DC converter or the auxiliary power supply to the feeder / power line. This Figure 3a to Figure 3c and Figures 4a to 4c Medium picture.

[0033] Figure 3a The system 20 is schematically illustrated when the interconnection network 15 is placed in propulsion mode. In this configuration, switches are implemented only in the forward feeder, and each energy storage unit 13 is connected to one propulsion unit 3 via the local DC bus by turning on switches 21a-21d (generally indicated as 21) and 23a-23d (generally indicated as 23), and optionally, the energy storage unit 13 is connected to the DC / DC converter 5 to excite the low voltage DC bus by turning on a separate switch (see Figure 1 ). In propulsion mode, no auxiliary power source 14 is connected to the local DC bus.

[0034] Figure 3b The system 20 is schematically illustrated when the interconnected network 15 is placed in an enhanced propulsion mode. This configuration is similar to Figure 3a, except that each auxiliary power source 14 is connected to two local DC buses by turning on switches 22a-22d (generally indicated as 22). The boost propulsion mode is typically used during flight to provide additional power to the propulsion unit 3 beyond the power provided by the energy storage unit 13.

[0035] Furthermore, the boost propulsion mode can be modified to a charging mode by charging the energy storage units 13-1 and 13-3 using power provided from the auxiliary power source 14-1. This can be performed when the aircraft is on the ground and not connected to external charging equipment.

[0036] Figure 3c The system 20 is schematically illustrated when the interconnected network 15 is placed in a ground charging mode via a charging inlet connection 25. The auxiliary power source 14 (if present) is disconnected from the system by opening the switch 22. The charging switches 24a-24d (generally indicated as 24) are closed to create a common DC bus for charging using the local DC bus. As previously described, the propulsion unit 3 and / or the inverter 5 can be disconnected from the common DC bus if desired.

[0037] exist Figure 3a to Figure 3c Only one charging inlet 25 is shown, and additional charging inlets may be included in the charging inlet 25 to allow different types of ground charging equipment to be connected to provide power in the charging mode.

[0038] In addition, when the charging mode is selected, each energy storage unit 13 may have a different state of charge (SOC). If the SOCs in the energy storage units are substantially the same (e.g., if the difference in the SOCs in the energy storage units is below a specific and / or predetermined target value), the charging switch 24 may be turned on to connect all the energy storage units 13 to the common DC bus. However, if there are differences in the SOCs between the energy storage units 13 (e.g., if the difference in the SOCs between the energy storage units 13 exceeds the target value), the control unit 1 (in Figure 1) monitors the SOC of each energy storage unit 13, and applies and / or coordinates segmented charging to avoid high inrush current. The control unit 1 may, for example, monitor the SOC measured by each energy storage unit 13. When segmented charging is applied, the energy storage units 13 are sequentially connected to a common DC bus via each corresponding charging switch based on the SOC of each corresponding energy storage unit. Specifically, when segmented charging is applied, the energy storage unit 13 with the lowest SOC is first connected to the common DC bus to receive power from, for example, the external / ground charging equipment. Once the difference in SOC between the energy storage unit and the energy storage unit with the next lowest SOC is lower than the target value, the energy storage unit with the next lowest SOC is connected to the common DC bus, and so on, until all energy storage units are connected to the common DC bus. At this point, the charging of the energy storage units can continue until the target charging SOC is reached.

[0039] The target value for interconnecting at least one energy storage unit may depend on several variables. The target value depends (strongly) on the internal resistance of the energy storage unit. Since energy storage units cannot regulate the current flowing in and out, the internal resistance and the voltage difference are properties that determine the magnitude of the current flowing between the energy storage units. The internal resistance of the energy storage unit depends on several variables such as temperature, state of charge, state of health, while the voltage difference depends only on the difference in the state of charge of the energy storage units. Therefore, the target value for interconnecting the energy storage units may be a dynamic value that should take into account the above variables.

[0040] Figures 4a to 4c Description and Figure 3a to Figure 3c A system similar to the system disclosed in , except that dual switches (for the positive and negative power lines / feeders) are used to improve safety and reduce the risk of failure.

[0041] Figure 4a The system 30 is schematically illustrated when the interconnection network 15 is placed in propulsion mode. In this configuration, each energy storage unit 13 is connected to one propulsion unit 3 via the local DC bus by turning on switches 21 and 31a-31d (generally denoted as 31) and switches 23 and 33a-33d (generally denoted as 33), and optionally, the energy storage unit 13 is connected to the DC / DC converter 5 to energize the low voltage DC bus by turning on a separate switch (see Figure 1 ). In propulsion mode, no auxiliary power source 14 is connected to the local DC bus.

[0042] Figure 4b The system 30 is schematically illustrated when the interconnected network 15 is placed in an enhanced propulsion mode. This configuration is similar to Figure 4a, except that each auxiliary power source 14 is connected to two local DC buses by turning on switches 22 and 32a-32d (generally indicated as 32). As mentioned above, the enhanced propulsion mode is generally used during flight to provide additional power to the propulsion unit 3 beyond the power provided by the energy storage unit 13.

[0043] Furthermore, the boost propulsion mode can be modified to a charging mode by charging the energy storage units 13-1 and 13-3 using power provided from the auxiliary power source 14-1. This can be performed when the aircraft is on the ground and not connected to an external charging device. Figure 4c Medium picture.

[0044] Figure 4c The system 30 is schematically illustrated when the interconnection network 15 is placed in charging mode when charging equipment is not connected to the charging inlet connection 25. Each auxiliary power source 14 provides power by closing switches 22 and 32 to create two common DC buses using local DC buses, and the charging switches are closed. As previously mentioned, the propulsion unit 3 and / or the inverter 5 can be disconnected from the common DC bus if necessary.

[0045] Figure 5 is a flow chart illustrating a method for reconfiguring power distribution in an aircraft comprising a system including an interconnection network, a control unit, at least two propulsion units, and at least two energy storage units, wherein the interconnection network comprises switches controlled by the control unit to alternate between operating modes.

[0046] In a first step S10, an operating mode is selected from the group of a propulsion mode and a charging mode; and if the propulsion mode is selected, the process continues to step S11 to create a local direct current (DC) bus through an interconnection network, and each corresponding energy storage unit, and one of the at least two propulsion units are connected to the interconnection network.

[0047] In optional step S12, it is determined whether at least one auxiliary power source is available, if not available, the process continues to step S13, where power is provided to each propulsion unit from the connected energy storage unit (step S14a). If the auxiliary power source is available, in step S13, it is possible to choose to use the power provided by the energy storage unit (step 14a) and / or the power provided by the auxiliary power source (step 14b).

[0048] If the charging mode is selected, the process continues to step S15, where at least two energy storage units are connected to a common DC bus created by the interconnection network, and the common DC bus is configured to receive power from the power source. If no auxiliary power source is available (determined in step S16), a power source for charging is selected in step S17 from a group of ground charging equipment (step S18a) or one of the energy storage units (step S18b). However, if an auxiliary power source is available, the auxiliary power source may be selected (step S18c) as the power source for charging the energy storage unit.

[0049] Figure 6a and Figure 6b Another energy distribution system 10 for reconfiguring power distribution in an aircraft is shown. Here, the energy distribution system 10 may (specifically) include an interconnection network 15, two propulsion units, and two energy storage units 13-1 and 13-2. Each propulsion unit 3 includes a drive unit 11. The drive unit 11 includes an AC motor (not shown) that receives power from the energy storage unit 13-1 or 13-2 via a DC / AC inverter (not shown) via the interconnection network 15 in an operating mode. Each propulsion unit 3 further includes an engine 26 suitable for providing rotational power. The engine 26 can be, for example, a heat engine, such as a turbine. The engine 26 / heat engine / turbine can, for example, be (suitable for) being fueled by aviation fuel (preferably sustainable aviation fuel). Each propulsion unit 3 further includes a gearbox 27 and a propeller 12, wherein the drive unit 11 (specifically its AC motor) and the engine 26 are coupled to the propeller 12 via the gearbox 27 (i.e., a parallel hybrid).

[0050] Figure 6a and Figure 6b The interconnection network 15 in the embodiment is controlled by the control unit 1 to reconfigure the interconnection network to operate in at least two modes, wherein the first mode is a propulsion mode and the second mode is a charging mode. In the propulsion mode, each energy storage unit 13 is connected to the drive unit 11 of a propulsion unit 3, such as Figure 6a As shown in FIG. 1 , the interconnection network 15 is reconfigured to provide a local DC bus 4 between one energy storage unit and one propulsion unit. In charging mode, the interconnection network 15 is reconfigured to create a common DC bus 6 to which the energy storage units 13-1 and 13-2 are connected, such as Figure 6b The power source is connected to the common DC bus to charge one or more of the energy storage units 13. Here, the power source is typically an external charging device (not shown) configured to be connected to the common DC bus via a charging inlet connection 25.

[0051] The present disclosure relates to a system for reconfiguring power distribution in an aircraft, wherein the system includes an interconnection network, at least two propulsion units, and at least two energy storage units. The interconnection network is configured to alternate between different operating modes including a propulsion mode and a charging mode, wherein the interconnection network is configured to create a local direct current (DC) bus between each respective energy storage unit and one of the at least two propulsion units when operating in the propulsion mode, or to connect the at least two energy storage units to a common DC bus configured to receive power from a power source when operating in the charging mode.

[0052] According to some embodiments, the power source is one of the at least one energy storage unit or a ground charging equipment configured to provide power to the system via a charging inlet connection connected to the interconnection network.

[0053] According to some embodiments, the system further includes at least one auxiliary power source, and the interconnection network is further configured to operate in an enhanced propulsion mode, wherein one of the at least one auxiliary power sources is connected to at least one local DC bus created between each respective energy storage unit and one of the at least two propulsion units, and / or the power source is one of the at least one auxiliary power sources.

[0054] According to some embodiments, the interconnection network comprises switches controlled by the control unit to alternate between the operation modes.The switches may comprise energy storage switches configured to connect / disconnect each energy storage unit to / from a local DC bus or a common DC bus.

[0055] According to some embodiments, the switch further comprises a propulsion switch configured to connect / disconnect each propulsion unit to / from each respective local DC bus in a propulsion mode, or to connect / disconnect each propulsion unit to / from a common DC bus in a charging mode.

[0056] According to some embodiments, the switch further includes an auxiliary switch configured to connect / disconnect each auxiliary power source to / from the local DC bus during the enhanced propulsion mode or to connect / disconnect each auxiliary power source to / from the common DC bus in the charging mode.

[0057] According to some embodiments, the switch further comprises a charging switch configured to create a common DC bus in a charging mode.

[0058] According to some embodiments, the local DC bus and the common DC bus comprise a positive power feeder and a negative power feeder, and switches of the interconnection network are arranged on the positive power line and / or the negative power line.

[0059] According to some embodiments, the reconfiguration network is configured to create a common DC bus using each respective local DC bus.

[0060] According to some embodiments, the enhanced propulsion mode may be modified to another charging mode by charging the energy storage unit using power provided from the auxiliary power source when the ground charging equipment is not connected to the charging inlet connection.

[0061] According to some embodiments, when a charging mode is selected, if there is a difference in the state of charge (SOC) between the energy storage cells, the control unit is configured to monitor the SOC of each energy storage cell and apply segmented charging, wherein when segmented charging is applied, the energy storage cells are sequentially connected to the common DC bus based on the SOC of each corresponding energy storage cell.

[0062] The present disclosure further relates to a method for reconfiguring power distribution in an aircraft, the aircraft comprising a system including an interconnection network, a control unit, at least two propulsion units, and at least two energy storage units, wherein the interconnection network comprises a switch controlled by the control unit to alternate between operating modes. The method comprises the steps of selecting an operating mode from a group of a propulsion mode and a charging mode; and reconfiguring the interconnection network to the selected operating mode, wherein the reconfiguration comprises: when the selected operating mode is the propulsion mode, creating a local direct current (DC) bus between each corresponding energy storage unit and one of the at least two propulsion units; or when the selected operating mode is the charging mode, connecting the at least two energy storage units to a common DC bus configured to receive power from a power source.

[0063] According to some embodiments, the method further comprises selecting a power source from one of at least one energy storage unit or a group of ground charging equipment configured to provide power to the system via a charging inlet connection connected to the interconnected network.

[0064] According to some embodiments, the system further includes at least one auxiliary power supply, and the group of operating modes further includes an enhanced propulsion mode, wherein one of the at least one auxiliary power supply is connected to at least one local DC bus created between each respective energy storage unit and one of the at least two propulsion units, and / or the power supply is one of the at least one auxiliary power supply.

[0065] According to some embodiments, the enhanced propulsion mode may be modified to another charging mode by charging the energy storage unit using power provided from the auxiliary power source when the ground charging equipment is not connected to the charging inlet connection.

[0066] According to some embodiments, when a charging mode is selected, if there is a difference in the state of charge (SOC) between the energy storage cells, the control unit monitors the SOC of each energy storage cell and applies segmented charging, wherein when segmented charging is applied, the energy storage cells are sequentially connected to a common DC bus based on the SOC of each corresponding energy storage cell.

[0067] The present disclosure further relates to a computer program for reconfiguring power distribution in an aircraft, the computer program comprising instructions, which when executed on at least one processor causes the at least one processor to implement a method according to any one of the above embodiments. The present disclosure further relates to a computer-readable storage medium carrying the computer program for reconfiguring power distribution in an aircraft according to any one of the above embodiments. The present disclosure further relates to an aircraft, comprising a system according to any one of the above embodiments.

[0068] Aspects of the present disclosure are described with reference to the accompanying drawings (e.g., block diagrams and / or flow charts). It should be understood that some entities in the drawings (e.g., blocks of the block diagrams) and combinations of entities in the drawings may be implemented by computer program instructions, which may be stored in a computer-readable memory or loaded onto a computer or other programmable data processing device. Such computer program instructions may be provided to a processor of a general-purpose computer, a special-purpose computer, and / or other programmable data processing device to form a machine, so that instructions executed by the processor of the computer and / or other programmable data processing device create a device for implementing the functions / actions specified in the block diagrams and / or flow charts.

[0069] In some embodiments and according to some aspects of the present disclosure, the functions or steps noted in the boxes may occur in a different order than the order noted in the operation diagram. For example, two boxes shown in succession may actually be performed substantially simultaneously, or the boxes may sometimes be performed in reverse order, depending on the functions / actions involved. In addition, according to some aspects of the present disclosure, the functions or steps noted in the boxes may be performed continuously in a loop.

[0070] The description of the example embodiments provided herein is for illustrative purposes. The description is not intended to be exhaustive or to limit the example embodiments to the exact form disclosed, and according to the above teachings, modifications and changes may be made, or modifications and changes may be obtained from the practice of various alternatives to the provided embodiments. The examples discussed herein are selected and described to explain the principles and essence of the various example embodiments and their practical applications, so that those skilled in the art can utilize the example embodiments in various ways and make various modifications suitable for the intended specific purposes. The features of the embodiments described herein may be combined in all possible combinations of methods, devices, modules, systems, and computer program products. It should be understood that the example embodiments presented herein may be practiced in any combination with each other.

[0071] It should be noted that the word "comprising" does not necessarily exclude the presence of other elements or steps than those listed, and the word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. It should be further noted that any reference numerals do not limit the scope of the claims, that example embodiments may be implemented at least in part by both hardware and software, and that some "means", "units" or "equipment" may be represented by the same item of hardware.

[0072] The various example embodiments described herein are described in the general context of method steps or processes, which in one aspect can be implemented by a computer program product embodied in a computer-readable medium, which includes computer executable instructions, such as program code, executed by a computer in a networked environment. Computer-readable media may include removable and non-removable storage devices, including but not limited to read-only memory (ROM), random access memory (RAM), compact disk (CD), digital versatile disk (DVD), etc. In general, program modules may include routines, programs, objects, components, data structures, etc. that perform specific tasks or implement specific abstract data types. Computer executable instructions, related data structures, and program modules represent examples of program codes for performing the steps of the methods disclosed herein. A specific sequence of such executable instructions or related data structures represents an example of corresponding actions for implementing the functions described in such steps or processes.

[0073] In the drawings and the specification, exemplary embodiments have been disclosed. However, many variations and modifications may be made to these embodiments. Accordingly, although specific terms are used, they are used only in a general and descriptive sense, not for the purpose of limitation, and the scope of the embodiments is defined by the claims.

Claims

1. A system (10; 20; 30) for reconfiguring power distribution in an aircraft, the system comprising an interconnection network (15), at least two propulsion units (3) and at least two energy storage units (13), wherein the interconnection network (15) is configured to alternate between different operating modes including a propulsion mode and a charging mode, wherein the interconnection network (15) comprises switches controlled by a control unit (1) to alternate between the operating modes, wherein the interconnection network is configured to: When operating in propulsion mode, creating a local direct current (DC) bus (4) between each respective energy storage unit (13) and one of the at least two propulsion units (3); or When operating in a charging mode, the at least two energy storage units (13) are connected to a common DC bus (6) configured to receive power from a power source.

2. The system according to claim 1, wherein: The power supply is: ground charging equipment configured to provide power to the system via a charging inlet connection (25) connected to the interconnected network (15); or One of the at least one energy storage unit (13).

3. The system according to claim 1 or 2, wherein: The system further comprises at least one auxiliary power source (14), and the interconnection network (15) is further configured to operate in an enhanced propulsion mode, wherein one of the at least one auxiliary power source (14) is connected to at least one local DC bus (4) created between each respective energy storage unit (13) and one of the at least two propulsion units (3); and / or The power source is one of the at least one auxiliary power source (14).

4. The system according to any one of claims 1 to 3, wherein: The switch comprises: An energy storage switch (21; 31) is configured to connect / disconnect each energy storage unit to / from a local DC bus (4) or a common DC bus (6).

5. The system according to any one of claims 1 to 4, wherein: The switch further comprises: A propulsion switch (23; 33) is configured to connect / disconnect each propulsion unit (3) to / from each corresponding local DC bus (4) in the propulsion mode, or to connect / disconnect each propulsion unit (3) to / from the common DC bus in the charging mode.

6. The system according to claim 3, wherein: The switch further comprises: An auxiliary switch (22) is configured to connect / disconnect each auxiliary power source (14) to / from the local DC bus during the enhanced propulsion mode, or to connect / disconnect each auxiliary power source (14) to / from the common DC bus during the charging mode.

7. A system according to any one of claims 1 to 6, wherein: The switch further comprises: A charging switch (24; 34) is configured to create the common DC bus (6) in the charging mode.

8. The system according to any one of claims 1 to 7, wherein: The local DC bus and the common DC bus comprise a positive power feeder and a negative power feeder, and the switches of the interconnection network are arranged on the positive power line and / or the negative power line.

9. The system according to any one of claims 1 to 8, wherein: The interconnected network is configured to use each respective local DC bus (4) to create the common DC bus (6).

10. The system according to any one of claims 1 to 9, wherein: The system further comprises: A DC / DC converter (5) is configured to energize a common DC bus configured to power critical loads and non-critical loads during a propulsion mode and / or a charging mode.

11. The system according to claim 3, wherein: When ground charging equipment is not connected to the charging inlet connection (25), the enhanced propulsion mode can be modified to another charging mode by charging the energy storage unit (13-1) using power provided from the auxiliary power source (14-1).

12. The system of claim 1, wherein: When the charging mode is selected, if there is a difference in the state of charge SOC between the energy storage units (13), the control unit (1) is configured to monitor the SOC of each energy storage unit (13) and apply segmented charging, and Wherein, when segmented charging is applied, energy storage units (13) are sequentially connected to the common DC bus based on the SOC of each corresponding energy storage unit.

13. A method for reconfiguring power distribution in an aircraft, the aircraft comprising a system including an interconnection network (15), a control unit (1), at least two propulsion units (3) and at least two energy storage units (13), wherein the interconnection network (15) comprises switches controlled by the control unit (1) to alternate between operating modes, wherein the method comprises the following steps: selecting ( S10 ) an operating mode from the group consisting of a propulsion mode and a charging mode; as well as Reconfiguring the interconnect network to the selected operating mode, wherein the reconfiguring comprises: creating (S11) a local direct current (DC) bus between each respective energy storage unit and one of the at least two propulsion units when the selected operating mode is the propulsion mode; or When the selected operating mode is the charging mode, the at least two energy storage units (13) are connected (S15) to a common DC bus (6) configured to receive power from a power source.

14. The method according to claim 13, wherein: The method further comprises: The power source is selected (S17) from one of the at least one energy storage unit or a group of ground charging equipment configured to provide power to the system via a charging inlet connection connected to the interconnected network.

15. The method according to claim 13 or 14, wherein: The system further comprises at least one auxiliary power source, and the set of operating modes further comprises an enhanced propulsion mode, wherein one of the at least one auxiliary power source is connected to at least one local DC bus created between each respective energy storage unit and one of the at least two propulsion units; and / or The power source is one of the at least one auxiliary power source.

16. The method according to claim 15, wherein: When ground charging equipment is not connected to the charging inlet connection (25), the enhanced propulsion mode is modified to another charging mode by charging the energy storage unit (13-1) using power provided from the auxiliary power source (14-1).

17. The method according to any one of claims 13 to 16, wherein: When the charging mode is selected, if there is a difference in the state of charge (SOC) between the energy storage units (13), the control unit (1) monitors the SOC of each energy storage unit and applies segmented charging, and Wherein, when segmented charging is applied, energy storage units (13) are sequentially connected to the common DC bus based on the SOC of each corresponding energy storage unit.

18. A computer program for reconfiguring power distribution in an aircraft, the computer program comprising instructions which, when executed on at least one processor, cause the at least one processor to implement the method according to any one of claims 13 to 17.

19. A computer readable storage medium carrying a computer program for reconfiguring power distribution in an aircraft according to claim 18.

20. An aircraft comprising a system according to any one of claims 1 to 12.

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