Power distribution network for electric aircraft

Abstract

The invention relates to a power distribution network for an electrically powered aircraft, comprising: at least one power source; at least one critical power user; at least one non-critical power user; a busbar arrangement comprising a plurality of busbars, wherein each busbar is connected to at least one of the at least one power source, at least one of the at least one critical power user and at least one of the at least one non-critical power user; a controller arrangement arranged to: control power delivery from the at least one power source via the busbar arrangement, detect an operational fault condition; detect critical power usage; and detect non-critical power usage; wherein the busbar arrangement is arranged to provide each busbar with a different connection route to the at least one critical power user and the at least one non-critical power user.

Description

Technical Field

[0001] This invention relates to electric propulsion systems and the arrangement of power distribution networks within aircraft. Background Technology

[0002] Electricity distribution systems connect power sources to electrical loads. There are several alternative power source options (which are much more environmentally friendly than burning typical fossil fuels), but many options utilize air-breathing engines, such as gas turbines and fuel cells.

[0003] One advantage of separating the power source from the load in a power distribution system is that the distribution network provides architectural freedom to position the electric propulsion system and the separate power generation system in preferred locations within the aircraft. For separate power generation systems, this typically allows for higher propulsion efficiency. It also allows for preferred locations of the power source relative to the fuel system and air breathing subsystem, thereby reducing fuel and air delivery and improving safety. Furthermore, the location of the power source can enhance aircraft design, such as reducing weight suspended along the wings and providing center of gravity benefits.

[0004] However, many challenges arise when considering the increased electrical load and electric propulsion of the aircraft. At least the following challenges exist: 1) The separate electric propulsion distribution system and the aircraft power distribution system compete for the same physical space in certain parts of the aircraft. This negates many of the benefits of architectural freedom.

[0005] 2) Both distribution systems require separate power sources. While the scale (power level) may seem electrically appropriate when combined with the complexity of providing fuel and air sources, the additional installation capacity will result in additional weight and drag.

[0006] 3) Merging two power distribution systems is complex due to the different scales of power distribution and special conditions where one system is needed while the other is not (such as aircraft startup and maintenance).

[0007] The arrangement disclosed in this paper provides extremely high efficiency in electric propulsion, takes into account its associated drawbacks, and allows for the use of environmentally friendly fuels on large aircraft.

[0008] Electric propulsion systems offer numerous advantages over combustion propulsion systems, particularly regarding chemical emissions. It is widely believed that, in the long run, electric propulsion systems will make transportation more feasible.

[0009] However, the use of electric propulsion compared to conventional combustion propulsion systems presents many inherent problems. Attempts have been made to overcome these problems in order to increase the feasibility of electric propulsion. The applicant hereby presents further progress in this field. Summary of the Invention

[0010] Various aspects of the invention are set forth in the appended claims.

[0011] According to some embodiments described herein, a power distribution network for an electric aircraft is provided, the power distribution network comprising: at least one power source; at least one critical power user; at least one non-critical power user; a bus arrangement comprising a plurality of buses, wherein each bus is connected to at least one of the at least one power source, at least one of the at least one critical power user, and at least one of the at least one non-critical power user; and a controller arrangement configured to: control power delivery from the at least one power source via the bus arrangement; detect operational failure states; detect critical power usage; and detect non-critical power usage; wherein the bus arrangement is configured to provide different connection routes to at least one critical power user and at least one non-critical power user for each bus.

[0012] This distribution network provides excellent redundancy in response to the absence of operation of certain components within the network. This could occur, for example, during a security incident or similar event. Furthermore, this system provides this excellent redundancy without requiring the significantly oversized design often seen in modern solutions.

[0013] The bus arrangement allows for the remote distribution of network components throughout the aircraft. In this way, the location of components can be selected based on size and weight considerations. This flexibility in network arrangement results in gains in handling the overall weight and center of gravity of the aircraft.

[0014] In operation, when a fault occurs that limits network power (e.g., an operational failure), the controller arrangement can detect both critical and non-critical power usage and subsequently allocate power via the network accordingly. Critical power usage can be power used for propulsion, etc. It is reasonable to consider thrust as critical power usage in an aircraft. In contrast, non-critical power usage can include in-flight entertainment systems, etc.

[0015] This network allows for the isolation of faulty or faulty components in the event of a failure. Therefore, the network is robust and highly responsive to failures within it. The network can continue to supply power to critical power users based on an understanding of their power consumption and the power the network can provide (taking into account any power loss from faulty components within the network).

[0016] In the example, the network further includes a management system configured to receive signals from the controller configuration in response to detecting an operational failure state and: assess the degree of failure; assess the degree of critical power usage; assess the degree of non-critical power usage; and update the power supply from at least one power source to at least one critical power user and at least one non-critical power user.

[0017] The management system provides a superstructure that sits above and controls other components to provide overall control over power distribution within the network. The management system determines the severity of faults, the severity of critical power usage, and the severity of non-critical power usage, and then controls power distribution based on priority. For example, where the power needs of critical systems can be fully met, the management system then supplies power to non-critical power systems as needed or desired. For instance, power can be supplied to the aircraft's lighting before power is supplied to the aircraft's entertainment system. It is reasonable to consider certain non-critical power uses to have a higher (non-critical) priority than others.

[0018] The management system can determine that, by reconfiguring the network, sufficient power can be provided to all power users (i.e., both critical and non-critical users). In such an instance, the management system can rearrange power distribution to avoid impacting the operation of the entire network and the aircraft as a whole.

[0019] Therefore, the management system provides an integrated control solution for the network.

[0020] In this example, the at least one critical power user is a propulsion element. In this example, the at least one critical power user is a thruster.

[0021] Considering the impact of not providing power for propulsion on the aircraft, such a critical power user is reasonable. When considering how to distribute power to various power users throughout the network, the management system can prioritize providing power to such components.

[0022] In the example, the at least one critical power user includes at least two thrusters, and the bus arrangement is configured to provide two different bus-to-thruster connections for each thruster.

[0023] This arrangement provides increased redundancy for high-priority power users. In this way, even if the bus-to-surge connection is damaged or fails during operation, power can still be supplied to the surger via a different bus connection. This provides a highly robust and secure power distribution network.

[0024] In the example, the at least one power source includes at least one unidirectional power source. In the example, the at least one power source includes at least one fuel cell.

[0025] In the specific examples discussed in this article, the power source may be a fuel cell, etc. A fuel cell can be considered a unidirectional power source. Fuel cells are highly advantageous for power generation in aircraft. Fuel cells also provide sustainable power generation and are therefore beneficial from an environmental perspective.

[0026] In the example, the network further includes a plurality of energy storage systems (ESS) arranged to connect to the bus arrangement, wherein the bus arrangement is arranged to provide two different bus-to-ESS connections for each of the plurality of ESSs.

[0027] This arrangement provides increased redundancy in the power supply. In conjunction with, for example, a fuel cell arrangement (e.g., a fuel cell or fuel cell stack), the network may additionally include further power providers. Such power sources can be storage systems, such as power storage devices. This can be delivered when needed.

[0028] In the example, the ESS includes at least one of the following: at least one battery; and at least one capacitor and / or supercapacitor. Such an ESS example is highly advantageous in providing additional power when the aircraft needs it. Such a moment could be during a fault condition.

[0029] In the example, each of the plurality of buses is electrically, thermally, and magnetically isolated from each other, and the channels of each electrical segment can be arranged and controlled independently by the controller.

[0030] Advantageously, the buses do not interact with each other in terms of parasitic electrical behavior. Such behavior would include eddy currents, etc.

[0031] In the example, the at least one non-critical power user includes at least one of the following: surface control and / or avionics equipment; environmental control systems; navigation systems; communication systems; weather radar systems; thermal management systems; and air delivery systems.

[0032] Such examples represent non-critical power users, where the prevailing view is that propulsion is truly critical for the safe landing of the aircraft. Systems on this list can be high-priority "non-critical," meaning that power can be supplied to these systems once propulsion requirements are met. For example, surface control and / or avionics, navigation systems, and communication systems could be high-priority non-critical power users, while thermal management systems, for example, could be lower priority.

[0033] In the example, kitchen loads, toilets, and entertainment systems are low priority among non-critical power users. Communication systems typically have variable priorities. Aircraft communication systems can use three forms of communication (satellite communication (SATCOM), high frequency (HF), and very high frequency (VHF)). Only one of these is relevant at any given stage of flight. Therefore, the two forms of communication not used during that flight stage will be low priority during that stage. Relevant forms of communication can be priority non-critical power users. As mentioned above, priorities can vary for specific communication systems.

[0034] Users can define the priorities of non-critical power users according to their needs. The controller arrangement allows this and enables the handling of power delivery to non-critical power users.

[0035] The network disclosed herein is capable of providing power in a highly responsive and usage-based manner. This is achieved, at least in part, through an intelligent control system within the network and multiple interconnected systems. Specifically, the intelligent control distinguishes between power users that form part of the propulsion power chain (propellers, but also, for example, feeders, inverters) and power users that form part of the auxiliary / secondary power chain. The former are considered critical power users, while the latter are non-critical power users.

[0036] According to some embodiments described herein, an at least partially electric aircraft is provided, which includes a power distribution network according to any of the above embodiments or examples.

[0037] According to some embodiments described herein, a method for controlling a power distribution network in an aircraft is provided, the method comprising: i) at a controller receiving, from at least one of: a power source; a critical power user; a non-critical power user; and a bus arrangement comprising a plurality of buses, wherein each bus is connected to at least one of the at least one power source, at least one of the at least one critical power user, and at least one of the at least one non-critical power user; ii) at the controller receiving user input, wherein the user input indicates thrust demand; iii) the controller calculating the degree of critical power usage for providing the thrust of step (ii), and calculating the degree of non-critical power usage; and iv) the controller sending a signal to at least one of the power source, the critical power user, the non-critical power user, and the bus, wherein the signal indicates the power demand calculated in step iii).

[0038] In the example, the method further includes the following steps: (v) the controller determines whether at least one of the power source, the critical power user, the non-critical power user, and the bus has partially or completely failed; if no failure is found, the process returns to step i); (vi) the controller determines that at least one of the power source, the critical power user, the non-critical power user, and the bus is faulty; (vii) the controller isolates the faulty power source, critical power user, non-critical power user, and / or bus from receiving signals; (viii) the controller recalculates the required power usage level for at least one of the power source, the critical power user, the non-critical power user, and the bus based on step iii); and (ix) the controller sends a signal related to the recalculated power usage level in step (viii). Attached Figure Description

[0039] One or more embodiments of the invention will now be described with reference to the accompanying drawings, and by way of example only, in which: Figure 1 A schematic diagram of a modern aircraft is shown; Figure 2 A schematic diagram of a modern distribution network is shown; Figure 3 A schematic diagram of an allocation network according to an example of this disclosure is shown; Figure 4 A schematic diagram of a portion of an allocation network according to an example of this disclosure is shown; Figure 5 A schematic diagram of an allocation network according to an example of this disclosure is shown; and, Figure 6 A schematic diagram of an electric aircraft according to an example of this disclosure is shown.

[0040] Any reference to prior art documents in this specification should not be construed as an admission that such prior art is widely known or constitutes part of common general knowledge in the art. As used herein, the words “comprises,” “comprising,” and similar terms should not be construed as having an exclusive or exclusionary meaning. In other words, they are intended to mean “including, but not limited to.” The invention is further described with reference to the following examples. It will be understood that the claimed invention is not intended to be limited in any way to these examples. It will also be appreciated that the invention covers not only the individual embodiments described herein but also combinations of embodiments described herein.

[0041] The various embodiments described herein are provided only to aid in understanding and teaching the claimed features. These embodiments are provided only as representative examples of embodiments and are not exhaustive and / or exclusive. It should be understood that the advantages, embodiments, examples, functions, features, structures and / or other aspects described herein should not be considered as limitations on the scope of the invention as defined by the claims or on the equivalents of the claims, and other embodiments may be utilized and modified without departing from the spirit and scope of the claimed invention. Various embodiments of the invention may suitably include suitable combinations of, or consist primarily of, the disclosed elements, components, features, portions, steps, devices, etc., other than those specifically described herein. Furthermore, this disclosure may include other inventions not currently claimed but which may be claimed in the future. Detailed Implementation

[0042] The invention described herein relates to an electrical distribution network within an electric aircraft. A specific system used in this invention can be an aircraft having an electrically driven motor or a driveable motor that is at least partially electrically driven. For example, in the arrangements discussed, the propulsion source can be fully electric or partially electric. A partially electric aircraft can use thrust provided partly by an electrical device and partly by a combustion device.

[0043] Figure 1 A simplified schematic diagram of an electric aircraft 100 is shown. These conventional aircraft with more electrical loads include a power distribution system that typically includes three isolated power lines (lanes) from at least three independent power sources. Figure 1 The B787, with its six generators (channels), receives power from three different sources (two engines and an APU) and distributes it across three lines (each line with two channels). Because many electrical loads are located throughout the aircraft, the distribution system must cover the entire aircraft, as many of these loads are critical to its operation. For example, the tail actuators are located at the rear of the aircraft, the ailerons, slats, and flaps are located on the wings; the flight navigation system is located at the front of the aircraft, and the environmental control system is located at the center of the aircraft.

[0044] Therefore, this results in a decentralized and cumbersome power network layout.

[0045] Figure 2 A modern power distribution network with two separate power sources is shown, configured in a fault-tolerant manner to power both the electric propulsion system and the flight actuation system (rotary wing for VTOL operation).

[0046] Figure 3 A schematic diagram of an allocation network 300 according to an example of this disclosure is shown.

[0047] Network 300 includes at least one power source 320a, 320b. Figure 3 The power sources 320a and 320b shown in the example can be a series of power sources. For example, power source 320a can be a fuel cell stack. Fuel cell stack 320a can include a series of individual fuel cells, such as fuel cell 321a. Power source 320b can be a fuel cell stack. Fuel cell stack 320b can include a series of individual fuel cells, such as fuel cell 321b.

[0048] Network 300 includes at least one key power user 361, 362. Key power users 361, 362 can be two propulsion units 361a, 361b, 362a, 362b. In this example, the key power user is a propeller. The at least one key power user can include a series of propellers; for example, a subunit can represent multiple (e.g., four) propellers or multiple (e.g., four) propulsion subunits, etc. Figure 3 As shown, network 300 provides an energy path from the at least one power source 320a, 320b to the at least one critical power user 361, 362. Each thruster may have two units 361a, 261b, 362a, 362b. Each can operate to provide thrust to the aircraft. This provides a certain level of redundancy in network 300 and increases the overall safety of the aircraft.

[0049] Network 300 includes a bus arrangement comprising a plurality of buses 310a, 310b, wherein each bus 310a, 310b is connected to at least one of the at least one power source 321a, 321b, at least one of the at least one critical power user 361, and at least one of the at least one non-critical power user 362.

[0050] The bus arrangement connects a series of power sources to a series of power users. Multiple separate buses 310a, 310b are present to provide redundancy. Redundancy is advantageous for security reasons; however, in this arrangement, it is used to provide both redundancy and robustness, and allows the arrangement to prioritize the reconfiguration of power supply based on considerations of available power and the power required at the time. The bus arrangement is configured to provide different connection routes for each bus to at least one critical power user 361 and at least one non-critical power user 362.

[0051] Figure 3Additional components are shown in the network diagram. These will be discussed shortly. Not shown is a controller arrangement configured to control power delivery from the at least one power source via the bus arrangement, detect operational fault conditions, detect critical power usage, and detect non-critical power usage.

[0052] The controller arrangement operates to acquire information related to power distribution from a power source. The controller arrangement may include a series of detectors or sensors to acquire the operating status (function status) of various components in the network. For example, voltmeters, etc., can determine whether the power source is providing power at the expected rate. This arrangement can be used to detect whether the power source is providing sufficient power output without requiring reconfiguration of power distribution within the network.

[0053] Additional components include external power sources, such as energy storage systems (ESS). ESS can be represented by components 331a, 331b, 332a, and 332b. These components can be used to provide additional power to the bus when there is an additional power demand. In a safety incident, power source 321a may be able to provide power as expected. Power source 321a may fail completely and therefore not provide power. In this incident, the controller arrangement can configure ESS 331a to provide additional power to the bus for distribution to power users 361 and 362. In this way, although a power failure (or operational failure state) may occur, no user receives reduced power because ESS 331a, 331b, 332a, and 332b allow for a fault mitigation mechanism. ESS can be a capacitor, supercapacitor, or battery, etc.

[0054] Network 300 includes at least one non-critical power user 350a, 350b. Network 300 may have a secondary aircraft system (SAS) powered by buses 310a, 310b. Such a secondary aircraft system is shown as elements 350a, 350b. SAS 350a, 350b may include systems such as galley loads, toilets, and entertainment systems. SAS 350a, 350b may include systems such as navigation and communication systems. SAS 350a, 350b may include nose landing gear and aileron control systems. SAS 350a, 350b includes all power users except for propulsion-generating power users. In the terminology used herein, these users are non-critical power users. Of course, some may be powered throughout flight, such as aileron control.

[0055] In use, the controller arrangement can limit the power supplied to the SAS350a and 350b according to priority and power load demand. The controller arrangement can also prioritize the propulsion generator 361 to some extent.

[0056] The non-critical power users 350a and 350b can be two recreational power users. The non-critical power user can also be one recreational power user and one communication system power user. In this example, the non-critical power user can be a communication system or environmental control. In this example, the non-critical power user is not a propulsion system and therefore not a thruster. The at least one non-critical power user can include a series of non-critical units, such as a weather radar system. The non-critical power users can be prioritized. This priority ranking can be used to determine how much power should be supplied to the non-critical power users during any operational failure (or similar situation). As an example, in a power safety event where the power source fails to provide power, the aircraft's recreational systems can be de-prioritized, and no power is directed to them. In contrast, energy continues to flow to critical power users for thrust, and to a subset of non-critical power users, such as navigation and communication systems. Figure 3 As shown, network 300 provides an energy path from the at least one power source to the at least one non-critical power user.

[0057] Network 300 can utilize various power converters and interface converters to provide power with highly useful electrical characteristics. For example, network 300 includes DC / DC converters 341 and 342 to provide power limiting capabilities. This function is controlled by the controller. In the example, converters 341 and 342 are rated at 50% and 50%, or 100% and 0%, or 0% and 100%, respectively (and any reasonable value in between). Additionally, the total power (100%) can be reduced to (80%) by changing it to be rated at 40% and 40%, or 80% and 0%, or 0% and 80%, respectively.

[0058] As can be seen, the routing in network 350 provides a very high level of redundancy and allows power from the power source to be supplied to both critical and non-critical power users as needed. In more severe failure conditions (e.g., when power source 320 is unavailable), the controller arrangement will selectively determine which users receive power and how much of their desired power delivery they will receive. In such instances, the controller may use energy from secondary power sources (such as ESS, etc.). In such instances, the secondary aircraft system may not receive power (or may receive the minimum possible power for minimum functionality).

[0059] Now for reference Figure 4This diagram illustrates a portion of a network 400 according to the present disclosure. Network portion 400 includes power sources 421a, 421b, 421c, and 421d associated with a first busbar 410a (in a busbar arrangement). Network portion 400 also includes power sources 422a, 422b, 422c, and 422d associated with a second busbar arrangement 410b. These buses provide energy to electricity users (according to...). Figure 3 (the busbar), however, the power user is not shown.

[0060] A controller arrangement 470 is shown. This controller arrangement controls connection 472 to switch between an open state (bus not connected) and an on state (bus connected). When the power sources provide the expected power output, i.e., there is no operational fault (any reduction in performance output from the power sources is considered included in the term "operational fault"), the buses are electrically isolated from each other and the connection is open. In the presence of any type of operational fault, such as one or more power sources failing to provide the expected amount of power, such as power source 421a failing, the controller arrangement 470 may seek to electrically connect buses 410a and 410b so that the power sources can share the load of the failed power source.

[0061] In this way, when one or more power sources fail, the burden of handling the power loss is distributed across more than one bus, making the perceived power loss less severe. In the example shown, if power source 421a fails, in a normal arrangement, power sources 421b, 421c, and 421d are overrated to handle the power loss. In this arrangement, controller arrangement 470 can connect connection 472, thus sharing the burden with the other four power sources. Component 471 could be a reconfigurable component 471, etc., for actuating connection 472 in response to a signal from controller arrangement 470.

[0062] Now for reference Figure 5 The diagram illustrates an overview of network 500. Network 500 includes a series of connections shown as "X". Each of these connections can be disconnected or connected, as controlled by a controller arrangement. Therefore, the power path from the power source to the power user through network 500 can be controlled by the controller arrangement, and redundancy can be managed. Network 500 includes a series of fuel cells (FC1, etc.), buses (PB1, etc.), SAS, propulsion power converters (PPC1, etc.), and propulsion motors (PM1, etc.). A series of connections exist between these, and the controller arrangement can actuate them as deemed advantageous.

[0063] In modern layouts, redundancy is maintained for safety. In this layout, redundancy can be reduced to allow the system to react to operational failures and better handle power supply to users. For example, power can be supplied between busbars by making connections. This reduces redundancy but increases the overall system tolerance to power failures.

[0064] Now for reference Figure 6 The diagram illustrates a network within the aircraft according to this disclosure. The aircraft 600 can be an electric aircraft. Accordingly, the aircraft can be fully electric or partially electric.

[0065] The aircraft has the network described above. Aircraft 600 has a series of power sources that supply power to electricity users. These power sources also supply power to the power distribution center within the aircraft. The power sources can also supply power to secondary distribution centers. Figure 6 The network has a series of primary power distribution centers (PDCs). There are a first-channel PDC (Ch1), a second-channel PDC (Ch2), a third-channel PDC (Ch3), and a fourth-channel PDC (Ch4). The left side has Ch1 and Ch3 PDCs (as is customary), while the right side has Ch2 and Ch4 PDCs. This PDC arrangement improves redundancy and security. In the event of a failure on the left side, the right-side system should remain operational, thus significantly improving overall security.

[0066] The main power distribution center is connected to a series of secondary distribution centers (SDCs). Specifically, the Ch1 PDC is connected to SDC1-3 in the middle section of aircraft 600, SDC1-3 in the rear section of aircraft 600, and SDC1-3 in the front section of aircraft 600. Each of these can be positioned so as to be close to the power user associated with that section of aircraft 600. This results in less wiring required, providing a lighter system, and therefore a system that requires less fuel to operate.

[0067] Specifically, the Ch1 PDC supplies power to the propulsion unit located in the middle section of aircraft 600. The SDCs 1-3 in the forward section of aircraft 600 supply power to the nose landing gear, communication and navigation systems, landing lights, and de-icing system within the cockpit. The SDCs 1-3 in the aft section of aircraft 600 supply power to the rudder and elevators, as well as the fuel cell balancing unit and avionics bay. The SDCs 1-3 in the middle section of aircraft 600 supply power to the main landing gear, galley system (including the environmental control system), and entertainment system.

[0068] The same arrangement can be found on the right side, where Ch2 PDC and Ch4 PDC supply power to the secondary distribution center SDC on that side, specifically SDC 2-4 located at the front, middle and rear positions.

[0069] By powering the SDC from two PDCs, additional redundancy is provided, thus improving the ability to recover from losses and failures.

[0070] Connections may exist between PDCs, and these connections may be actuated as needed by a controller arrangement. In the example, the Ch2 PDC may experience a power source failure. The controller arrangement can determine that the failure is severe enough that the remaining power source for the Ch2 PDC cannot compensate for the power loss. The controller arrangement can connect the Ch2 PDC to any of the Ch1 PDC, Ch3 PDC, and / or Ch4 PDC to offload the lost power load and reduce the impact on the overall system for power users.

[0071] Critical-level power users can connect to each of the Ch1, Ch2, Ch3, and Ch4 PDCs to provide the highest possible chance of system operational availability in the event of a failure. Less critical power users can connect to only some or one of the Ch1, Ch2, Ch3, and Ch4 PDCs. In the event of a failure in that PDC, less critical power users may not be able to receive sufficient power and will experience a failure.

[0072] It can be seen that propulsion motors PM1 and PM2 are connected to each of Ch1 PDC, Ch2 PDC, Ch3 PDC, and Ch4 PDC. In contrast, in Figure 6 In the example, no SDC is connected to each of Ch1 PDC, Ch2 PDC, Ch3 PDC, and Ch4 PDC.

[0073] For added redundancy, the power distribution cables can be arranged such that they pass through both the upper and lower sections of the aircraft. For example, the Ch1 PDC cable could be located on the upper left side of the aircraft, while the Ch3 PDC cable could be located on the lower left side. The same applies to the Ch2 and Ch4 PDCs. Again, this improves the resilience of the arrangement. In this way, unless a fault affects both sides of the aircraft as well as the upper and lower sections, some electrical systems should function normally under this arrangement. Therefore, this arrangement provides an excellent level of resilience against all faults except the most severe ones.

[0074] The network layout allows for intelligent reconfiguration units. In fact, through numerous PDCs and numerous SDCs, the reconfiguration unit is able to account for a wide range of faults and provide a system that prioritizes power users and thus maximizes flight safety.

[0075] The reconfiguration unit, along with the controller, maintains power supply in the event of a power source failure. The arrangement of connections within the network allows for fault isolation and power load sharing. This arrangement is robust and highly reliable.

[0076] The controller layout and reconfiguration unit is intelligent to determine when to switch in order to optimize for failure conditions in the electric aircraft distribution system and / or electric propulsion system.

[0077] The faults discussed in this article may involve the power source, or additionally or alternatively, any aspect of the aircraft's network.

[0078] Alternatively, the controller arrangement and reconfiguration elements can be arranged to detect power usage based on historical power usage. This can be used to provide anticipated power load from a network perspective. In this way, the controller arrangement 335 can provide a proactive and robust solution for power management. Recurring power load variations (e.g., during takeoff and climb) can be better accounted for in real time through predictive power load handling (such as the landing gear mentioned above).

[0079] In this way, the power demand of components within the network can be detected based on current quantities (i.e., instantaneous single measurements), on a continuous basis (i.e., a series of tracked measurements), or on expected quantities (i.e., predictions based on historical usage).

[0080] As described above, when a fault is identified, the controller arrangement is able to detect the extent of the fault. This broadly determines the percentage of power loss that has occurred and can be expected to occur in the future (e.g., if the fault condition might have spread before being contained via connection actuation). When this is determined, the controller is able to control bus connections, component isolation, and reduction of power supplied to non-critical power users.

[0081] This is a management system that sits atop the system; it's a superstructure that provides control over the operation of the entire network. This represents a shift from modern methods.

[0082] The electric propulsion bus's power controller and the aircraft power distribution controller oversee the operation of the electric aircraft's power distribution. These controllers communicate with each other to ensure safe and optimal operation. The control algorithms allow for highly efficient power flow performance. These are the highest-level control elements controlling the network's functions.

[0083] As mentioned above, both fuel cells and ESS can be used to provide electricity to power users. Fuel cells can be unidirectional, while ESS can be bidirectional.

[0084] It may be desirable to position the ESS close to the interface power converter to provide a certain level of power quality isolation between the aircraft electrical distribution and the electric propulsion bus.

[0085] In a preferred embodiment, the system may have four separate power sources on four channels, but is physically configured as three lines to meet the power distribution system requirements of conventional aircraft.

[0086] The network can include additional safety components, such as intelligent protection units to prevent power overloads, etc. These protection units can be configured to "make" and "break" to match the aircraft's state and safety conditions. For example, if the protection is set to a high electric propulsion power level, it will fail to detect any problems during special situations such as startup, when the aircraft's power distribution system requires a lower current level.

[0087] The foregoing discloses a robust and responsive network to power failures. Critical and non-critical power users have been discussed above. While this may vary based on controller placement and user preferences, it has been considered in specific examples above. In some examples, critical users are considered those who convert electrical energy into propulsion. This can be combined with other similar systems that enable flight. Non-critical power users can be those who use electrical energy to enhance passenger comfort, such as air conditioning or entertainment systems.

[0088] In a safety incident, passenger comfort should not be prioritized; instead, flight recovery capability should be prioritized. The system disclosed in this paper provides this performance and is an improvement upon modern systems.

Claims

1. A power distribution network for an electric aircraft, comprising: At least one power source; At least one key electricity user; At least one non-critical electricity user; A bus arrangement comprising a plurality of buses, wherein each bus is connected to at least one of the at least one power source, at least one of the at least one critical power user, and at least one of the at least one non-critical power user; Controller arrangement, the controller arrangement being configured to: Controlling the transmission of power from the at least one power source via the busbar arrangement; Detect operational malfunctions; Monitoring critical power usage; and, Testing non-critical power usage The bus arrangement is configured to provide each bus with a different connection route to at least one critical power user and at least one non-critical power user.

2. The distribution network of claim 1, further comprising a management system configured to receive a signal from the controller configuration in response to detecting an operational failure state and: Assess the extent of the fault; Assess the extent of critical electricity usage; Assess the extent of non-critical electricity use; Updating the power supply from at least one power source to at least one critical power user and at least one non-critical power user.

3. The distribution network according to claim 1 or 2, wherein at least one critical power user is a propulsion element.

4. The distribution network according to any one of claims 1 to 3, wherein at least one critical power user is a thruster.

5. The distribution network of claim 4, wherein the at least one critical power user comprises at least two thrusters, and The bus arrangement is configured to provide two different bus connections to each thruster.

6. The distribution network according to any one of claims 1 to 5, wherein the at least one power source comprises at least one unidirectional power source.

7. The distribution network according to any one of claims 1 to 6, wherein the at least one power source comprises at least one fuel cell.

8. The distribution network according to any one of claims 1 to 7, further comprising a plurality of energy storage systems (ESS) arranged for connection to the bus arrangement. The bus arrangement is configured to provide two different bus-to-ESS connections for each of the plurality of ESSs.

9. The distribution network of claim 8, wherein the ESS comprises at least one of the following: At least one battery; and, At least one capacitor and / or supercapacitor.

10. The distribution network according to any one of claims 1 to 9, wherein each of the plurality of buses is electrically, thermally and magnetically isolated from each other, and wherein the channel of each electrical segment can be arranged independently by the controller.

11. The distribution network according to any one of claims 1 to 9, wherein the at least one non-critical power user includes at least one of the following: Surface control and / or avionics equipment; Environmental control system; Navigation system; Communication systems; Weather radar system; Thermal management system; and, Air delivery system.

12. An aircraft that is at least partially electric, comprising a power distribution network according to any one of claims 1 to 11.

13. A method for controlling a power distribution network in an aircraft, the method comprising: i) At the controller, receive a signal indicating the power flow from at least one of the following: Power source; Key electricity users; Non-critical electricity users; A bus arrangement comprising a plurality of buses, wherein each bus is connected to at least one of the at least one power source, at least one of the at least one critical power user, and at least one of the at least one non-critical power user; ii) At the controller, user input is received, wherein the user input indicates thrust demand; iii) The controller calculates the degree of critical power usage used to provide the thrust in step (ii), and calculates the degree of non-critical power usage; and, iv) The controller sends a signal to at least one of the power source, the critical power user, the non-critical power user, and the bus, wherein the signal indicates the required power calculated in step iii).

14. The method of claim 13, further comprising the following steps: (v) The controller determines whether at least one of the power source, the critical power user, the non-critical power user, and the bus has partially or completely failed; if not, return to step i). (vi) The controller determines a fault in at least one of the power source, the critical power user, the non-critical power user, and the bus. (vii) The controller isolates the faulty power source, critical power user, non-critical power user and / or bus from receiving signals; (viii) The controller recalculates the required power usage of at least one of the power source, the critical power user, the non-critical power user, and the busbar according to step iii). (ix) The controller sends a signal related to the degree of power usage recalculated in step (viii).

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