Electrical fault isolation in aircraft power distribution networks

Abstract

The present invention provides a power system for aircraft and a corresponding operating method that enables sufficient resilience to electrical failures in an efficient manner. [Solution] The power distribution network (306) of the aircraft's power system (300) operates in at least one normal operating mode such that it provides load balancing with respect to electrical loads (AA, BB, CC, DD) across power sources (A, B, C, D), and the power distribution network (306) operates in at least one electrical fault mitigation operating mode such that in the event of an electrical fault, the network portion of the power distribution network (306) having the electrical fault is isolated from at least one other network portion of the power distribution network.

Description

Detailed Description of the Invention , , , , , , , , , , , , , ,

[0001] [Technical Field] The present invention generally relates to a power system for an aircraft, and to an aircraft equipped with such a power system. For example, the aircraft may be a tailless aircraft having a number of lift / thrust units distributed along a foreplane or a tailplane, and also along a rear wing or a main wing. The power system includes a plurality of electrical loads such as at least one of a number of lift / thrust units and a number of flap actuators, a plurality of power sources such as a number of storage batteries or battery units, and a power distribution network configured to connect the power sources to the electrical loads, each electrical load being provided so as to be driven by at least one associated power source via at least one associated power lane of the power distribution network. The present invention further relates to a method for operating the power system of an aircraft. [Background] Aircraft can generally be classified into fixed-wing and rotary-wing types. Fixed-wing aircraft usually have a plurality of moving wings that guide the movement of the aircraft from one destination to another when arranged controllably. The number and types of moving wings that an aircraft has can vary. Primary control surfaces are usually used to control the movement of the aircraft with respect to the pitch, yaw, and roll axes. Secondary control surfaces are usually used to affect the lift or drag (or both) of the aircraft. Usually, primary control surfaces include elevators, ailerons, and rudders, and secondary control surfaces usually include a plurality of flaps, slats, speed brakes, and spoilers.

[0002] ​​​​​​​​​​​​​For example, rotary-wing aircraft such as helicopters typically separate from the airfoil that generates lift. Although it does not have a rotor blade, the airfoil that constitutes the rotor blade controls pitch and roll. It performs cyclic control for the lift and collective control for the lift.

[0003] Furthermore, aircraft with vertical takeoff and landing capabilities based on propulsion engines are well known, The gin is mounted rotatably to the left-right axis or pitch axis of the aircraft. The aircraft can be controlled to move between its cruising position and its takeoff / landing position. In this context, the engine provides forward thrust, and the aircraft's movement through the air is controlled by appropriate control surfaces. It is controlled by the engine. In the takeoff / landing position, the propulsion engine is controlled by the engine. The thrust generated is angled downwards to enable vertical takeoff or landing. ru.

[0004] Such aircraft have vertical takeoff and landing capabilities and are equipped with electric ducted propellers as their propulsion engines. The aircraft of this type are US2016 / 0023754A1 and US2016 / 0311522A 1 and further publications of the same patent family indicate that the applicant Lilium E.A.K. Proposed by Lilium eAircraft GmbH. Meanwhile, they are developing an aircraft called the Lilium Jet, which is a canard-type aircraft. It is an aircraft with multiple left-front engines in the form of electric ducted propellers, and multiple right-front engines. It is equipped with multiple left rear engines and multiple right rear engines, which are part of a canard-type aircraft. The left and right foretails and the left and right rear wings or main wings of the aircraft are attached to their respective flaps. It can be attached. The first test flight of this Lilium Jet was conducted on October 1, 2019. It was done.

[0005] Another type of aircraft that has vertical takeoff and landing capabilities and operates electrically is US2020 / 00101 As is well known with the 87A1, each aircraft has two independent windings, thereby The electric motor is dual-supply type and includes multiple propulsion assemblies equipped with electric motors. Multiple battery units are configured such that the first winding of each electric motor is based on one of the battery units. It can be driven by a separate battery unit, and the second winding of each electric motor can be driven based on another battery unit. They are linked to an electric motor in pairs. The purpose is to achieve fault tolerance. Various power system architectures are disclosed. According to the first embodiment, six electrical The motor and six battery units each supply power to two electric motors. And, each electric motor receives power from two battery units, using a ring architecture. They are arranged as follows. According to the second embodiment, the six electric motors and four battery units are, Each battery unit supplies power to three electric motors, and each electric motor is powered by two battery units A dual architecture that receives power from the net. Arranged in ture). According to the third embodiment, six electric motors and six storage battery units The Knit system uses two battery units to power two motors, and each electric motor is powered by two batteries. The units are arranged in a hexagram architecture to receive power from the other units. 4th Implementation In terms of configuration, there are six electric motors and four battery units, with each battery unit having three Power is supplied to the electric motors, and each electric motor receives power from two battery units. They are arranged in a star architecture. According to the fifth embodiment, six electric motors and The four battery units are arranged in a star architecture such that each battery unit supplies power to three electric motors and each electric motor receives power from two battery units. According to the sixth embodiment, the six electric motors and the four battery units are arranged in a mesh architecture such that each battery unit supplies power to three electric motors and each electric motor receives power from two battery units. According to the mesh architecture, the first set of battery units drives both windings of the first electrically related motor in common, and the second set of battery units drives both windings of the second electrically related motor in common.

[0006] For all aircraft of such kind and all other types of aircraft, the resilience to mechanical failures is one of the most important aspects, which is also highly relevant to the aircraft's power distribution network.

[0007] All power distribution networks for safety-critical applications such as aircraft have inherent contradictions, that is, isolation prevents fault propagation but integration enables efficient load sharing across power sources. A typical approach involves separate "power lanes" including electrical faults in one lane, but does not gain the benefit of load sharing across power sources. Since electrical faults propagate across the network, causing temporary or permanent power outages, any approach using integration is considered inherently unsafe. Therefore, typical power distribution networks for safety-critical applications strictly follow the direction of isolation and thus miss the opportunity to gain the benefits of integration.

[0008] According to the conventional approach, a certain integration may be introduced to compensate for this failure in response to the occurrence of a failure. For example, a conventional aircraft electrical system may use an electromechanical relay to effect integration, but it is only accompanied by a decrease in the safety tolerance value, and thus only the next system failure is developed. According to the conventional approach, a certain integration may be introduced to compensate for this failure in response to the occurrence of a failure. For example, a conventional aircraft electrical system may use an electromechanical relay to effect integration, but it is only accompanied by a decrease in the safety tolerance value, and thus only the next system failure is developed. According to the conventional approach, a certain integration may be introduced to compensate for this failure in response to the occurrence of a failure. For example, a conventional aircraft electrical system may use an electromechanical relay to effect integration, but it is only accompanied by a decrease in the safety tolerance value, and thus only the next system failure is developed. According to the conventional approach, a certain integration may be introduced to compensate for this failure in response to the occurrence of a failure. For example, a conventional aircraft electrical system may use an electromechanical relay to effect integration, but it is only accompanied by a decrease in the safety tolerance value, and thus only the next system failure is developed.

[0009] To enable and prohibit power transmission between relevant parts of the power distribution network according to the current situation and requirements, solid-state and electromechanical switching devices are known to be used in the power distribution network. To enable and prohibit power transmission between relevant parts of the power distribution network according to the current situation and requirements, solid-state and electromechanical switching devices are known to be used in the power distribution network. To enable and prohibit power transmission between relevant parts of the power distribution network according to the current situation and requirements, solid-state and electromechanical switching devices are known to be used in the power distribution network.

[0010] Furthermore, in order to protect the electrical wiring and downstream electrical loads when a short circuit occurs, solid-state and electromechanical circuit protection devices (SPDs) such as solid-state and electromechanical circuit breakers are known to be used in the power distribution network. Also, the so-called "solid-state power controller" or "semiconductor power controller" is also well-known, and these are commonly referred to as "SSPC" as circuit protection devices in power distribution networks including aircraft power distribution networks, and replace conventional electromechanical circuit breakers or even "old-fashioned" fuses. Furthermore, in order to protect the electrical wiring and downstream electrical loads when a short circuit occurs, solid-state and electromechanical circuit protection devices (SPDs) such as solid-state and electromechanical circuit breakers are known to be used in the power distribution network. Also, the so-called "solid-state power controller" or "semiconductor power controller" is also well-known, and these are commonly referred to as "SSPC" as circuit protection devices in power distribution networks including aircraft power distribution networks, and replace conventional electromechanical circuit breakers or even "old-fashioned" fuses. Furthermore, in order to protect the electrical wiring and downstream electrical loads when a short circuit occurs, solid-state and electromechanical circuit protection devices (SPDs) such as solid-state and electromechanical circuit breakers are known to be used in the power distribution network. Also, the so-called "solid-state power controller" or "semiconductor power controller" is also well-known, and these are commonly referred to as "SSPC" as circuit protection devices in power distribution networks including aircraft power distribution networks, and replace conventional electromechanical circuit breakers or even "old-fashioned" fuses. Furthermore, in order to protect the electrical wiring and downstream electrical loads when a short circuit occurs, solid-state and electromechanical circuit protection devices (SPDs) such as solid-state and electromechanical circuit breakers are known to be used in the power distribution network. Also, the so-called "solid-state power controller" or "semiconductor power controller" is also well-known, and these are commonly referred to as "SSPC" as circuit protection devices in power distribution networks including aircraft power distribution networks, and replace conventional electromechanical circuit breakers or even "old-fashioned" fuses. Furthermore, in order to protect the electrical wiring and downstream electrical loads when a short circuit occurs, solid-state and electromechanical circuit protection devices (SPDs) such as solid-state and electromechanical circuit breakers are known to be used in the power distribution network. Also, the so-called "solid-state power controller" or "semiconductor power controller" is also well-known, and these are commonly referred to as "SSPC" as circuit protection devices in power distribution networks including aircraft power distribution networks, and replace conventional electromechanical circuit breakers or even "old-fashioned" fuses. Furthermore, in order to protect the electrical wiring and downstream electrical loads when a short circuit occurs, solid-state and electromechanical circuit protection devices (SPDs) such as solid-state and electromechanical circuit breakers are known to be used in the power distribution network. Also, the so-called "solid-state power controller" or "semiconductor power controller" is also well-known, and these are commonly referred to as "SSPC" as circuit protection devices in power distribution networks including aircraft power distribution networks, and replace conventional electromechanical circuit breakers or even "old-fashioned" fuses. Furthermore, in order to protect the electrical wiring and downstream electrical loads when a short circuit occurs, solid-state and electromechanical circuit protection devices (SPDs) such as solid-state and electromechanical circuit breakers are known to be used in the power distribution network. Also, the so-called "solid-state power controller" or "semiconductor power controller" is also well-known, and these are commonly referred to as "SSPC" as circuit protection devices in power distribution networks including aircraft power distribution networks, and replace conventional electromechanical circuit breakers or even "old-fashioned" fuses.

[0011] A solid-state power controller (SSPC) is a circuit protection device like a fuse or another type of circuit breaker, and thus aims to protect the electrical wiring and downstream electrical loads when a short circuit occurs. Compared with conventional electromechanical devices (fuses and circuit breakers), the SSPC opens more quickly when a short circuit occurs and is lighter A solid-state power controller (SSPC) is a circuit protection device like a fuse or another type of circuit breaker, and thus aims to protect the electrical wiring and downstream electrical loads when a short circuit occurs. Compared with conventional electromechanical devices (fuses and circuit breakers), the SSPC opens more quickly when a short circuit occurs and is lighter A solid-state power controller (SSPC) is a circuit protection device like a fuse or another type of circuit breaker, and thus aims to protect the electrical wiring and downstream electrical loads when a short circuit occurs. Compared with conventional electromechanical devices (fuses and circuit breakers), the SSPC opens more quickly when a short circuit occurs and is lighter A solid-state power controller (SSPC) is a circuit protection device like a fuse or another type of circuit breaker, and thus aims to protect the electrical wiring and downstream electrical loads when a short circuit occurs. Compared with conventional electromechanical devices (fuses and circuit breakers), the SSPC opens more quickly when a short circuit occurs and is lighter It can be reduced to a certain quantity, allowing for the use of smaller volumes, and is software-resettable. (No need to manually contact it for maintenance or carry spare fuses.) It is very flexible in terms of current and voltage trip ratings, and can help avoid potential failures. It can perform a refractory test, record data regarding the health of the electrical system, and switchgear It has numerous advantages, including the ability to perform further functions, including the function of placement. SSPC is used to communicate data with the microcontroller and higher-level control entities. The communication interface, for monitoring at least one electrical state of each load channel. One or more load channels having a monitoring function, and, for example, at least one metal Oxide field-effect transistor (MOSFET), at least one bipolar transistor Each load channel such as a BJT, silicon controlled rectifier (SCR), and triac Includes solid-state switches inside. The microcontroller controls each load channel. Monitor at least one electrical state, including the current flowing through the flannel to each load. For example, if an electrical trip condition occurs, such as when the detected current exceeds a certain threshold, This commands the solid-state switch to open. Multiple electrical trip conditions apply. It may be configured to resolve different types of electrical faults.

[0012] For example, a vehicle management system having at least one Electrical System Controller (ESC) From the system (VMS) to centralized control of more SSPCs (e.g., >40 SPP) Various SSPC distribution architectures, such as optimized hierarchical architectures, are well known. The control is achieved via a solid-state power manager (SSPM), and these It is grouped together with the associated SSPC within the secondary power distribution unit (SPDU). A lesser-known hierarchical architecture typically comes from the Vehicle Management System (VMS). It is used for centralized control of a smaller number of SSPCs (e.g., <40 SPPs). PCs are grouped within a Primary Power Distribution Unit (PPDU). SSPC distribution architecture The technology includes at least two electrical system controls within the Vehicle Management System (VMS). It has an ESC and at least two solids within each secondary power distribution unit (SPDU) Even with a state-of-the-art power manager (SSPM), redundancy is still provided. good.

[0013] Battery or battery unit for supplying power to various electrical loads or aircraft equipment For the power system of an electric aircraft having multiple power sources of different forms, the failure of these power sources Equal discharge is undesirable and can cause problems. In addition, unbalanced discharge of the battery can lead to This can negatively impact the aircraft's range. In order to achieve high performance in aircraft, lift / thrust units are crucial. In at least certain situations, such as flight control, where an increase in driving force to the knit is required. and each of the electrical loads or aircraft equipment such as each of the multiple lift / thrust units However, it would be preferable if it could be driven by multiple independent power sources.

[0014] Considering the above, the object of the present invention is to provide sufficient recovery power in an efficient manner against electrical failures. This provides a power system and corresponding operating method for aircraft that makes it possible to achieve this. That is what it is.

[0015] A further objective of the present invention is to address the need for increased power and achievable flight range in flight operations. Power systems and corresponding operations for aircraft that enable high aircraft performance in the longitudinal direction. The goal is to provide a method.

[0016] A further object of the present invention is to achieve uniform discharge of a power source in the form of a battery or battery unit. To provide a power system for aircraft and a corresponding operating method that makes it possible to realize this. That is what it is. [Overview of the prefecture] To achieve at least one of these objectives, the present invention provides a plurality of electrical loads, Multiple power sources, and a power distribution network configured to connect the power sources to electrical loads. Each electrical load receives power via at least one associated power lane of the power distribution network. For aircraft, equipped to be driven by at least one associated power source. We provide power systems.

[0017] A power distribution network has multiple switchable or disconnectable power links. Each power link is equipped with at least one of a road protection device and a circuit switching device, and each power link has two connections Each power link has a connection port, and in the first operating mode, power is supplied to one of the connection ports. A drive power lane or drive power lane section is connected to one of the other connection ports. To transmit power to the driven power lane or driven power lane section, connect the connection port. It is configured such that, in the second operating mode, the drive power lane or the drive power lane section and In order to prevent the transmission of power between the driven power lane or the driven power lane section, It is configured to block connections between adjacent ports.

[0018] The power distribution network has at least one normal operating mode and at least one electrical It is configured to operate in fault mitigation mode.

[0019] In normal operating mode, the power distribution network provides at least one of the above-mentioned multiple power sources. One power source group is associated with at least one of the above multiple electrical loads. The power lane or power lane section associated with it, and the first operating mode associated with it. A power source that is commonly driven through at least one power link that is a dot. It provides load balancing.

[0020] In electrical fault mitigation mode, the power distribution network distributes power to those with electrical faults. The network portion of the distribution network is at least one power link in the second operating mode This isolates it from at least one other network portion of the power distribution network. This provides electrical fault isolation.

[0021] The proposed power system combines the advantages of a separate electrical network with the advantages of an integrated system. It also enables the integration of the advantages of electrical networks in the normal operation of aircraft. In the expected normal operating mode, the integration between network power lanes is performed by the power source. It enables efficient load balancing across the power distribution network. In the event of an electrical failure, the power distribution network The mark is responsible for the electrical fault mitigation operating mode, which involves isolation between the power lanes involved and This also provides isolation of electrical faults.

[0022] Such integration, according to conventional approaches, is difficult for safety-critical applications such as flight. Although it may be considered unsafe for the system, according to the present invention, an integrated electrical network The integration can be realized for the normal operation of the aircraft, along with all the advantages resulting from it.

[0023] In addition, the power system of the present invention provides a separate power supply during the normal operation of an aircraft. Through the use of the horn, a predetermined electrical load is provided which is immutably assigned to a predetermined power source. This is substantially distinct from conventional power distribution networks for aircraft. This allocation is power This results in uneven power demand depending on the power source, which is particularly relevant for battery-powered electric vehicles / electric aircraft. Not ideal for machine applications. Next, following a power lane failure, the electrical load... To ensure continuity of supply, separation is achieved by introducing some degree of integration. It must be cut off. This loss of separation will result in a reduction of the safety margin.

[0024] According to the present invention, a completely different approach is pursued. Multiple or all power sources, and Multiple or all electrical loads are integrated or connected together during normal operation. This is for load balancing across power sources, and together with that, uniform power distribution to power sources. It is optimal for the demand. The battery, which functions as a power source, discharges uniformly. All electricity Air faults are safely isolated before they can propagate, and then integrated after the fault has disappeared. This allows for safe reconstruction, and the network returns to normal operation. This involves using appropriate technical elements such as solid-state power controllers (SSPCs). This can be done in an extremely fast manner, and this can be done in the event of a faulty power source or failure The purpose of isolation is not to isolate the load, but to intentionally mitigate electrical failures. For the purpose of this invention, it may be used as the first stage of immediate isolation.

[0025] Compared to a standard integrated network, fault isolation through intentional separation is It is possible to eliminate faults easily and quickly. In contrast to the numerous power sources that would apply in some cases, one or a limited number of electric power sources When only the power source is supplying power to a fault, the power distribution network is isolated or partially isolated. This is because it is easier to eliminate failures in the workpiece.

[0026] A power distribution network is a series of power distribution networks that employ multiple According to different partial load balancing modes, the relevant power across the power source in a time-varying manner This results in partial load balancing for air loads, and multiple power source groups of the multiple power sources mentioned above. And, multiple related electrical load groups of the above multiple electrical loads are provided, and at least one To drive the related electrical load group in common, the electric load that is active at a given time Each of the one or more groups of power sources changes continuously, preferably periodically. It may be configured as follows. However, in connection with this disclosure, the power in normal operating mode Permanent and continuous load balancing across the power source is preferable.

[0027] To gain an advantage, the power distribution network generates power at the power sources of the above power source group. An electrical fault occurs from at least one other power source in the power source group, and also from the electrical fault. A load group that can be isolated from at least one electrical load, and the electrical load group An electrical fault occurring in the electrical load of the power source group affects at least one power source in the power source group. , and a state that can be isolated from at least one other electrical load in the above electrical load group It appears that it is configured to take on the role of electrical fault mitigation operation mode, and is therefore affected by electrical faults. Unaffected, at least one power source belonging to the above power source group is affected by an electrical failure. It is unaffected and drives at least one electrical load belonging to the above electrical load group. This may be made possible, and the isolation of electrical faults may change its operating mode from the first operating mode to the second This is achieved by switching to at least one power link in two operating modes.

[0028] If necessary, multiple electrical loads of the same type may form an electrical load group. Alternatively, multiple different types of electrical loads may form an electrical load group. Multiple different groups of eel species may be established.

[0029] According to a preferred embodiment, the power distribution network comprises all power sources of the plurality of power sources However, each power lane or power lane section, and each power in the first operating mode A power link drives all of the above multiple electrical loads in common, It is configured to provide load balancing across all power sources in normal operating mode, A distribution network is one in which multiple or all power sources that are not affected by electrical failures are powered This enables the driving of multiple or all electrical loads that are unaffected by air faults. In a manner that allows for the isolation of electrical faults occurring in power sources or electrical loads, It is configured to perform electrical fault mitigation operation modes.

[0030] Controls concerning the architecture and structure of power distribution networks and the arrangement of their power lanes. There are no limits. According to a preferred approach, the power distribution network has multiple Class I power lines It may be equipped with a lane, and each Type 1 power lane is associated with another Type 1 power lane. Each type 1 power lane has at least one associated power source, A related electrical load that is not associated with another Class 1 power lane By having, at least one associated power source is in each of the first type power lanes. It is connected to, or can be connected to, at least one associated electrical load via By doing so, it is not necessarily required to drive through another Type 1 power lane, and at least Another power source supplies at least one electrical load through each of its first-class power lanes. It enables driving. According to the conventional approach mentioned earlier, these first type The power lanes will always be separated from each other, or during normal aircraft operation.

[0031] Integration between multiple Type 1 power lanes is provided in addition to another type of power lane. This may be implemented by a number of power lanes of the same type. In this regard, multiple power lanes of the first type It is connected via a connection lane device in the power distribution network, or is connectable. The connection lane device includes one or more Type 2 power lanes, and at least one By transmitting power between these Type 1 power lanes via Type 2 power lanes, This means it is associated with at least one Class 1 power lane group, or all These Type 1 power lanes and related power sources across the power sources associated with Type 1 power lanes It is proposed to enable load balancing for connected electrical loads.

[0032] The connection lane device is associated with each of the Type 2 power lanes, each of the Type 1 power lanes. At least two are connected to or can connect to a connecting lane via a power lane. Preferably, at least one associated with at least three first-class power lanes It may be advantageous to include connection lanes.

[0033] The connection lane device may preferably include one or more second-type power lanes. Two Type 1 power lanes are connected via a Type 2 power lane, or To make this possible, each Type 2 power lane has two associated Type 1 power lanes. This allows power to be transmitted between two Type 1 power lanes via a Type 2 power lane. By doing so, two power sources associated with two Type 1 power lanes This enables load balancing for electrical loads associated with Type 1 power lanes. In this case, the transmission of power between two Type 1 power lanes via a Type 2 power lane is not always Furthermore, it is preferable that it does not participate in the transmission of power through another Type 2 power lane.

[0034] Type 1 and Type 2 power lanes are arranged in various different ways or according to various topologies. They may be arranged in this manner. Generally, a power distribution network may have multiple first Two, three, or more Type 2 power lanes associated with a Type 2 power lane. When equipped with a system, each of the above-mentioned multiple Type 1 power lanes is a Type 2 Connected to at least one other Type 1 power lane via a power lane, or It would be appropriate for it to be connectable.

[0035] In this regard, according to the first implementation approach, the above-mentioned multiple Type 1 power lanes, and Each of the above subgroups of Type 1 power lanes is a Type 2 power Through the lanes, the above-mentioned multiple Type 1 power lanes, or sub-lanes of the above-mentioned Type 1 power lanes By being connected to or connectable to the other two in the group, a ring-shaped toporomorphic structure is formed. Further proposals suggest enabling load balancing across electrical loads in the G-force.

[0036] According to a second implementation approach implemented in addition or as an alternative, the above-mentioned multiple Type 1 The power lane, or two of the subgroups of the above-mentioned multiple Type 1 power lanes The lane, via each of the Type 2 power lanes, connects to the above-mentioned multiple Type 1 power lanes, or just one other power lane from the subgroup of the above-mentioned Type 1 power lanes, and They are connected to or can be connected to each other, and the above-mentioned multiple first-class power lanes, Each of the other power lanes in each of the above subgroups of the above multiple Type 1 power lanes is 1 If one or more such other power lanes are provided, each of the second type power Through the lanes, the above-mentioned multiple Type 1 power lanes, or sub-lanes of the above-mentioned Type 1 power lanes By being connected to or able to connect to two other power lanes in the group And, in line topologies along all of these Type 2 power lanes, the electrical load It is proposed to enable load balancing across the network. This is only possible with two Type 1 power lanes. This includes cases where such facilities are provided, and these are connected to each other via a Type 2 power lane, Or it is connectable.

[0037] As an alternative to the first and second implementation approaches, or as one of the first and second implementation approaches. Alternatively, according to a third implementation approach that is carried out in conjunction with both, the above-mentioned multiple Type 1 power levels A lane, or one of the subgroups of the above-mentioned multiple Type 1 power lanes , via each of the Type 2 power lanes, the above multiple Type 1 power lanes, or the above It is connected to at least three other power lanes from a subgroup of Type 1 power lanes. By being either or being connectable, across electrical loads in a star topology It is proposed to enable load balancing of these at least three other power lanes. Each may include multiple power lanes according to the line topology described above, as needed. It may also be the power lane that serves as the starting point for the power lane line.

[0038] According to a preferred variation of the third implementation approach, the connection lanes of the connection lane device are, Through the second type power lane, the above-mentioned multiple first type power lanes, or the above-mentioned multiple first It is connected to at least three power lanes from a subgroup of the type of power lane, or Alternatively, the ability to connect allows for load balancing across electrical loads in a star topology. It is proposed that this be made possible. Each of these at least three other power lanes In this case as well, if necessary, multiple power rails according to the line topology described above. It may also be a power lane that serves as the starting point for a power lane line that includes a power lane.

[0039] A variation of the third implementation approach is that the connection lanes, instead of the first type of power lane, are arranged in a star configuration. It has the significant advantage of functioning as a hub or center of topology, and thereby, The likelihood that the hub or center of this device could be directly affected by an electrical failure is extremely low. The b or center, along with any of the related Type 1 power lanes, originates here. Each Type II power link is isolated from any possible electrical faults. This is acceptable if an electrical fault directly affects any one of the Type 1 power lanes. Even if it occurs, it will be possible to maintain partial load balancing.

[0040] Preferably, each of the first type power lanes is equipped with a first type power link, which is In the first operating mode, at least one related power link of this first type It enables the transmission of power from the power source to at least one associated electrical load, and its second In operation mode, at least one associated power source via this first type of power link To block the transmission of power from to at least one associated electrical load.

[0041] Such a first-class power link is essentially a conventional circuit breaker like a fuse. Alternatively, it can be used with electromechanical or solid-state circuit protection devices, which protect against short circuits. When activated, it protects the electrical wiring and downstream electrical loads. Therefore, each first A type of power link indicates an electrical fault, at least one preset or pre-set In response to a determinable electrical trip condition, a first magnitude of order (order, scale, degree) The operating mode is changed from the first operating mode to the second operating mode within the trip time interval. It may be configured as follows.

[0042] A Class 1 power link is subject to one or more predetermined electrical trip conditions. It may be configured to trip. Any suitable electrical trip known in the art The conditions may be implemented. This implementation is a hard one, like conventional fuses and circuit breakers. This may be done on the garment, and these may be a predetermined series of actions performed by the manufacturer. It has predetermined electrical trip conditions such as a trip curve, thereby preventing the device from tripping. When issuing a command to change the top curve, the device part number will likely need to be changed. .

[0043] For example, at least one predetermined electrical trip condition is i) Class 1 power trip ii) Current transmitted via the link that exceeds a predetermined current trip threshold, Within a defined reference time interval, electricity is wasted via a Type 1 power link and is subject to a predetermined electrical At least one of the i2t quantities that represent the electrical energy exceeding the i2t trip threshold. It may include.

[0044] In a preferred implementation, each of the first power links may be, for example, electromechanical or solid-state. Electromechanical or solid-state power distribution network, such as by Tate circuit breakers. It is provided by a circuit protection device. A solid-state device is preferred. A first-class power supply The link is one or more solid-state power controllers in the power distribution network. It is not ruled out that this will be achieved by SSPC.

[0045] Power distribution networks can be configured to provide both integration and separation. To make this possible, a Type 2 power lane is provided, each equipped with a Type 2 power link. It is proposed that, in its first operating mode, the first power link of the second type It enables the transmission of power between different types of power lanes, and in its second operating mode, this second type This prevents the transmission of power between Type 1 power lanes via the power link.

[0046] Each Type 2 power link indicates an electrical fault, at least one preset, and In response to pre-configurable electrical trip conditions, when tripping occurs on the order of second magnitude... Configured to change the operating mode from the first operating mode to the second operating mode within an interval. It may be done. The power distribution network may implement the isolation required for fault isolation. Therefore, in order to enable a sufficiently fast response to electrical faults, Class 1 electric The trip time interval of the first magnitude order of a power link is the second magnitude of a power link. It is proposed that this will significantly exceed the trip time interval of the order of magnitude. Along with that, 1 Only one or more Type 2 power links trip, and the system switches to the second operating mode, Within the time interval before one or more Type 2 power links trip, Type 1 power links Neither of the devices trips, and it is possible to prevent switching to the second operating mode. Fault isolation After achieving this, and only afterward, usually, even after isolation or partial isolation, there is still an electrical failure. Only one specific Class 1 power link will be affected and trip.

[0047] Various suitable electrical trip conditions known in the art, one or more Class II electrical trip conditions This may be carried out by a corresponding configuration of force links. In this regard, at least one The predetermined electrical trip conditions are: i) transmitted via a Class 2 power link, ii) A current exceeding a predetermined current trip threshold, ii) Within a predetermined reference time interval, Power is wasted through two types of power links and exceeds a predetermined electrical i2t trip threshold. i2t represents the amount of electrical energy, iii) within a predetermined reference time interval the power system If it accumulates in the related components of the system, the power distribution network will be affected based on the thermal model. The controller determines when thermal energy exceeds a predetermined thermal energy trip threshold. It is proposed that it include at least one of the following: Rugi.

[0048] To make it fast enough, each Type 2 power link is typically a power distribution network. The associated solid-state circuit protection device can, for example, shut down the solid-state circuit. It should be provided by a device. Therefore, a sufficiently high-speed conventional solid-state circuit shielding A circuit breaker may be used to carry out the present invention in relation to a Type 2 power link, which If any of the Type 1 power links trips and before switching to the Type 2 operating mode, Achieves separation between power lanes.

[0049] However, according to a particular preferred approach, each Type II power link is used for power distribution. This is provided by the network's associated solid-state power controller, which is, A microcontroller and at least one load channel forming a Type II power link and at least one that is included in the load channel and can operate under the control of a microcontroller The microcontroller is equipped with solid-state switches. The switch is set to a conductive state corresponding to the first operating mode of the second type power link, and the second type power link It is configured to switch between a non-conductive state corresponding to the second operating mode of the link and a load channel. Monitor the current electrical state of at least one channel to guide the solid-state switch. It responds to the occurrence of electrical trip conditions by switching from a conductive state to a non-conductive state. It is configured as follows: Using one or more solid-state power controllers, the second type Significant advantages can be achieved by implementing a power link.

[0050] Using a solid-state power controller as the power link is particularly preferable. According to a particularly preferred embodiment that can be realized in any way, the power distribution network is electrically... When the system switches from normal operating mode to electrical fault mitigation mode in response to a fault, It is configured to provide electrical fault isolation by having at least three fault isolation stages. The first fault isolation stage is a small step in switching from its first operating mode to its second operating mode. At the very least, a single power link provides isolation of power lanes from one another, and the subsequent... 2. Fault isolation stage is when a power link switches from its first operating mode to its second operating mode. This results in fault isolation within power lanes still affected by electrical failures, and later The subsequent third fault isolation stage involves switching from its second operating mode to its first operating mode, It is isolated from electrical failures by at least one other power link, which has two operating modes. At least one power link connects to a power source unaffected by electrical failures. This brings about a partial recovery of load balancing for electrical loads that are not affected by electrical failures. vinegar.

[0051] The first fault isolation stage is included in each of the second type power lanes, and its first operating mode or Then, by at least one Type 2 power link, the system switches to its second operating mode. This may preferably result in the separation of one type of power lane from each other.

[0052] The second fault isolation stage involves isolating faults within the first type of power lane within this first type of power lane. Includes a first-class power link that switches from its first operating mode to its second operating mode. Therefore, it may preferably be brought about.

[0053] The third fault isolation stage is included in each of the second type power lanes, and in its second operating mode or Then it switches to the first operating mode and continues to be in the second operating mode for at least one At least one Class II power link isolated from electrical faults by another power link The link connects power sources that are not affected by electrical failures, and is not affected by electrical failures. Preferably, this may result in a partial recovery of load balancing for electrical loads that are not affected. .

[0054] The third fault isolation stage involves multiple Type II power links, as well as electrical faults that are not directly connected to the fault location. one or more were connected only via one or more other Type II power links. Several power links may have also tripped and switched to the second operating mode, This is particularly beneficial. After achieving fault isolation, such Type 2 power links can be partially integrated again. In order to introduce and partially restore load balancing across power sources, their first operating mode You can switch back to that again.

[0055] Therefore, it remains in the second operating mode and is protected from one or more Class II electrical failures. At least one other power link isolating the power link, each of which is a Type 2 power link. The system may include at least one Type II power link. However, the Maintaining two operating modes, and protecting one or more Class II power links from electrical failures. At least one other power link isolating it, in accordance with the second fault isolation stage, its first operation It is also possible to include a first-type power link that has switched from one operating mode to its second operating mode. That is the case.

[0056] The power distribution network may preferably include at least one controller. This involves switching from the first operating mode to the second operating mode according to the first fault isolation stage. Any of the multiple Type II power links that have been replaced is in a second operating mode, with at least one other The power link isolates it from electrical failures, and therefore allows for partial recovery of load balancing. Whether to switch back to the first operating mode depends on one measured electrical quantity and multiple measured values. A fixed amount of electricity, and at least one of the current operating modes of one or more power links It is configured to identify based on one of the following, which means that the power source is affected by the third fault isolation stage. It is configured to control the partial recovery of load balancing.

[0057] In this regard, it may result in local control of partial recovery of load balancing. For example, the second A type of power link is one or more solid-state power components in a power distribution network. When formed by the load channel of the tractor, each solid-state power The controller's microcontroller is in a state where its solid-state switch is not conducting. At least one current electrical state of each load channel, preferably solid The current electrical state of each of at least one on both sides of the load channel of the do-state switch Monitor the state and determine if the load channel is in the second operating mode of at least one other power link This isolates it from electrical faults, and therefore restores conduction, partially restoring load balancing. By being configured to determine whether to switch again, the third fault isolation stage It may preferably be configured to control the partial recovery of load balancing across power sources. .

[0058] According to another preferred approach, at least one higher level of the power distribution network Controllers, for example, so-called secondary power distribution units (SPDUs) solid state power When implementing a Force Manager (SSPM) or a corresponding SSPC distribution architecture The vehicle management computer (VMC)'s electrical system controller (ESC), or the navigation system. The aircraft's flight control computer system includes one or more circuit protection devices and / or 1 Receive status data or status signals from one or more solid-state power controllers. By being configured to do so, or / or, power lanes or It is configured to monitor the current electrical state of the power lane section, and also currently the second Any of the multiple Type II power links in operation mode will be used for partial recovery of load balancing. Whether the system should be instructed to switch back to the operating mode depends on these state data and these The third fault interval is configured to make decisions based on one or both of the monitoring parameters. It may be configured to control the partial recovery of load balancing across power sources during the deactivation phase.

[0059] To achieve at least one of the above-mentioned objectives, the present invention further comprises a plurality of electrical loads and Multiple power sources and a power distribution network configured to connect the power sources to electrical loads. Each electrical load receives power via at least one associated power lane of the power distribution network. The aircraft's power supply is configured to be powered by at least one associated power source. It provides a method for operating the system. The power distribution network has multiple switchable, or equipped with a disconnectable power link, each of which is a power distribution network. Located within the lanes, in the first operating mode of the power link, via each power lane To enable the transmission of power, and in the second operating mode of the power link, This blocks the transmission of power through the power lane.

[0060] This method requires the power distribution network to operate in at least one normal operating mode. This includes, which means that at least one power source group of the above multiple power sources is in the first operating mode Each power lane includes at least one power lane that is equipped with a power link. Through this, at least one related group of electrical loads of the above-mentioned multiple electrical loads is driven in common. It provides dynamic load balancing across power sources.

[0061] This method operates the power distribution network in at least one electrical fault mitigation mode. This further includes causing the network of a power distribution network having an electrical fault. The link unit operates in a second operating mode, with at least one power link, to power distribution network Electrical fault isolation such that the workpiece is isolated from at least one other network part. To drip.

[0062] The method of the present invention, as described above with respect to the power system of the present invention, addresses serious failures. Without compromising safety, the advantages of the conventional separation approach and the advantages of the conventional integration approach. This brings about the combination of the two.

[0063] Each power distribution network in a power system is a Type 1 power link. A first type of power lane may be provided which is equipped with a power distribution network of the power system. Each twerk has one or more of its own Type 2 power links. It may have a second type of power lane. Each first type of power lane has at least one associated By connecting the power source to at least one associated electrical load, another Type 1 power rail can be connected. Without necessarily involving drive via a circuit, at least one associated power source is required. It may also be possible to drive one related electrical load. Furthermore, each of the second type of electric The power lane is connected to at least two related Type 1 power lanes, or is connected to This is made possible, and by enabling the transmission of power between Type 1 power lanes, these Related to these first-class power lanes, across power sources associated with a first-class power lane The system may be designed to enable load balancing for the attached electrical loads.

[0064] With respect to such a power distribution network, this method preferably involves electrical fault mitigation. In order to isolate electrical faults in the code, the operation of one or more Class II power links This may include changing the mode from the first operating mode to the second operating mode.

[0065] This method is for load balancing across power sources in normal operating mode, or / or for power For the recovery of partial load balancing across power sources in the pneumatic fault mitigation mode, preferably , further comprising maintaining one or more Type 2 power links in a first operating mode. Also, or / and one or more operating modes of second type power links, second operating mode This may further include changing from the first operating mode.

[0066] To make it advantageous, the method of the present invention generally involves i) at least one power link, By switching from the first operating mode to the second operating mode, the power lanes can be controlled from each other. ii) a first fault isolation step that brings about their separation, and ii) the power link to its first operating mode By switching to its second operating mode, it is still affected by electrical failures. iii) Second operation, which results in fault isolation in the power lane. Mode is isolated from electrical failure by at least one other power link. This involves switching a power link from its second operating mode to its first operating mode. Therefore, the electrical fault affects power sources that are not affected by the electrical fault. Subsequent third fault isolation stage results in partial recovery of load balancing for electrical loads that are not affected. It may include "pp" and "pp".

[0067] When Type 1 and Type 2 power lanes and Type 1 and Type 2 power links are provided, The method preferably involves i) providing at least one power link of type 2 in its first operating mode By switching to its second operating mode, the separation of the first type of power lanes from each other is achieved. ii) the first fault isolation step, which brings about the first fault isolation step, which is still affected by the electrical fault. Fault isolation within a power lane of type 1 refers to the first type of power link included in this power lane. A subsequent second failure caused by switching from the first operating mode to its second operating mode. Isolation step and iii) electrical failure by at least one other Class II power link Isolated from and in a second operating mode, at least one type 2 power link, its second By switching from the 2nd operating mode to the 1st operating mode, the shadow caused by an electrical failure Loads relating to electrical loads unaffected by electrical faults, spanning unaffected power sources. This may include a subsequent third fault isolation step that results in a partial recovery of the distribution.

[0068] By successively performing the first, second, and third fault isolation stages, electrical fault isolation is achieved. As described above, significant advantages are realized with respect to the power system of the present invention configured in such a way. It can be done.

[0069] Considering the above, the present invention provides a power distribution network that can handle electrical faults, particularly short circuits. It provides a safe isolation method, which involves two or more stages of circuit protection operating at different speeds. Use the device. To gain an advantage, use a solid-state power controller (SSPC). Its uniquely fast isolation time and resettable nature prevent the propagation of electrical faults while ensuring safety. It may be used to enable full load balancing.

[0070] The present invention further provides a general power system for aircraft, which is the present invention Characterized by being configured to operate in accordance with the law.

[0071] The power system and method for operating the power system of the present invention are, in principle, all It is applicable to or may be installed inside an aircraft of a certain type. Therefore, this The present invention comprises a power system as described above, or follows the method of the present invention as described above. To provide an aircraft equipped with a power system configured to operate. This aircraft is preferred Alternatively, a single-seat aircraft, an aircraft with vertical takeoff and landing capabilities, and a canard aircraft It is at least one of the aircraft. Furthermore, the aircraft is preferably electric as described above. It is a mobile aircraft.

[0072] According to a preferred embodiment, the power system is of significant importance to maintaining the safe operation of the aircraft. Having at least one group of electrical loads of a common type of aircraft equipment configuration Also, aircraft equipment is often attached to one or both of the aircraft's fuselage and / or wings, at least Multiple aircraft equipment, each having two common types of aircraft equipment, and various subgroups of aircraft equipment. The system is designed to fail without compromising the aircraft's flight performance and controllability. They are arranged in a number and configuration to achieve the necessary resilience. Common types of aircraft equipment are available. It may also be an electric lift / thrust unit for an airborne aircraft.

[0073] To gain an advantage, the aircraft equipment of the subgroups, or each of the subgroups It is associated with one specific common power lane in the power distribution network of a power system. This common power lane allows them to be driven in common, for subgroups, or each of them. Each subgroup of aircraft equipment is located on either the fuselage and / or wings of the aircraft. By being installed in a symmetrically distributed arrangement, they can be used directly or between common power lanes. Electrical failures that indirectly affect and cause malfunctions in this subgroup of aircraft equipment are To avoid compromising the flight performance and controllability of aircraft.

[0074] Each specific common power lane in the power distribution network is, as previously discussed, It may also be a Type 1 power lane. Load balancing across multiple or all subgroups is As previously discussed, this may be made possible by a Type 2 power link. [Brief explanation of the drawing]

[0075] [Figure 1] A schematic diagram of an aircraft flight control system is shown, comprising a user interface for the pilot, a redundant flight control computer system, and an electronic or optoelectronic bus system connecting aircraft equipment to the flight control computer system, where the aircraft equipment belongs to the aircraft's power system (not shown). [Figure 2] This is a schematic diagram of a canard-wing aircraft of the first modified example, viewed from above. The first modified example may be realized as a single-seat aircraft with VTOL capabilities, and may be equipped with the aircraft equipment according to the present invention and a power system that includes a power source for supplying power to the aircraft equipment. [Figure 3] This is a schematic diagram of a canard-wing aircraft of the second modification, viewed from above. The second modification may be realized as a single-seat aircraft with VTOL capabilities, and may be equipped with the power system according to the present invention. [Figure 4] Two types of lift / thrust units are schematically shown in subfigures 4a) and 4b), respectively: one with three propulsion engines attached to or integrated with the flap, as shown in Figure 4a), and another with one propulsion engine attached to or integrated with the flap, as shown in Figure 4b). [Figure 5] The lift / thrust units in Figure 4, along with their respective aircraft wings, are shown in side views in subfigures 5a), 5b), 5c), and 5d) at four different flap deflection angles relative to the wings. [Figure 6] This provides a schematic overview of a typical aircraft power system. [Figure 7] A schematic diagram of an aircraft power system with a power distribution network illustrating the first conventional approach is shown. [Figure 8] A schematic diagram of an aircraft power system with a power distribution network illustrating the second and third conventional approaches is provided. [Figure 9] Figure 8 schematically illustrates an aircraft power system as an example of a modified approach to the conventional one. [Figure 10] A schematic example of a line topology suitable for a power distribution network in an aircraft power system in which the present invention may be implemented is provided. [Figure 11] Figure 10 provides a schematic example of the first modified version of the network topology. [Figure 12] A second variation of the network topology shown in Figure 10 is schematically illustrated. [Figure 13] A ring topology suitable for a power distribution network in an aircraft power system is schematically illustrated, and the present invention may be carried out based thereon. [Figure 14] A star topology suitable for a power distribution network of an aircraft power system is schematically illustrated, and the present invention may be carried out based thereon. [Figure 15] A star topology suitable for a power distribution network in an aircraft power system is schematically illustrated, and this is particularly preferred; the present invention may be carried out based on this topology. [Figure 16] A simplified version of the canard-wing aircraft shown in Figure 2 is schematically represented in subfigure 16a), an undesirable configuration of the aircraft's power system is illustrated in subfigure 16b), and a desirable configuration of the aircraft's power system is illustrated in subfigure 16c). [Modes for carrying out the invention]

[0076] [Detailed explanation] Below are the key advantages of traditional power network integration, along with traditional power network isolation. The "first approach" and the "second approach" to achieve the main advantages of in a suitable and synergistic manner. Two approaches are described, both of which are approaches of the present invention, and thereby, All examples given to implement the two approaches are not limited to the present invention. This is an embodiment. However, in relation to this disclosure, “First Approach” is “Second Approach” It is preferable to "-ch".

[0077] Figures 1-5 illustrate an example of an aircraft, which is equipped with a power system according to the present invention. It may be designed to allow it.

[0078] Figure 1 schematically illustrates and explains an unspecified example of an aircraft flight control system 10. The flight control system includes a flight control computer system 12, which is based on a conventional concept, This may be implemented according to the concept of providing redundancy. An example is three redundant flight control computers. Such a conventional triple architecture (tri) comprising 12a, 12b, and 12c (plex architecture), and redundant flight control computers, on the one hand, A pilot user interface, and on the other hand, controlled based on pilot commands. The aircraft's elements and equipment may be redundantly connected. As an example of the conventional concept of redundancy, U S7,337,044B2, US8,935,015B2 and US8,818,575B Reference to 2 may also be used.

[0079] In Figure 1, various parts of the aircraft are schematically represented by elements 14-20, These are sensors and actuators (for example, to control the movement of control surfaces such as flaps). This may also represent actuators, propulsion engines, etc., and these are controlled by an appropriate control bus. The system, for example, via the CAN bus system 22 to the flight control computer system 12 Therefore, it may be controlled and monitored.

[0080] The flight control system 10 includes a left side stick device 30a and a right side stick device It also features a pilot user interface that can accommodate the 30b, and a left-side stick. The device includes a left side stick 32a with a side stick sensor assembly 38a. The right side stick device has a side stick sensor assembly 38a. It is equipped with an Idstick 32b. The flight control computer system 12 is electronic or optical. Control signals from the pilot user interface via the scientific coupling links 42a and 42b You may receive it.

[0081] Figures 2 and 3 show two canard aircraft as examples that are not limited to this invention and that the present invention is suitable for them. It may be used, or it may be equipped with a flight control system 10 as shown in Figure 1. The tail-type aircraft 200 has a fixed left rear wing or fixed left main wing 2 at the rear of the aircraft fuselage 203. 02, and a fixed right rear wing or fixed right main wing 204, and a fixed left in the forward part of the aircraft's fuselage. It has a forewing, or fixed left foretwing 206, and a fixed right forewing, or fixed right foretwing 208. Each wing is provided with multiple arrays of flaps 210, 212, 214, and 216. For example, at least six flaps on each forewing or canard, and each on each rear wing or main wing. At least 12 flaps may be provided.

[0082] The embodiment shown in Figure 2 has two flaps per forewing or canard, and per wing per tread or main wing. The embodiment shown in Figure 3 has four flaps, and each of the forewings or canards has six flaps. It has 12 flaps on each of the rear wings or main wings.

[0083] The flaps in both embodiments are pivotably or operably mounted to their respective wings. They are kicked, and each electric actuator device preferably controls each flap to each other. Each flap can be independently pivoted around a pivot axis or actuated by a pivot component. Each flap can pivot between an upper first operating position and a lower second operating position. Positions where the inclination is minimal or negligible with respect to the longitudinal axis, and in some cases, the first position above. The operating position may be the position where the downward tilt is greatest with respect to the longitudinal axis of the aircraft. In some cases, a second downward movement position may be adopted. However, the downward tilt is at its maximum. If the position where this occurs coincides with the vertical direction of the flap, the second downward movement position is the flap point. Alternatively, to make it slightly forward, a position beyond the point where the downward tilt is greatest. That is also acceptable.

[0084] For each of these flaps, at least one form of an electric ducted propeller A propulsion engine is attached. The ducted propeller is preferably fitted with a flaps. It is mounted on the top surface. Alternatively, the propulsion engine has a ducted propeller. The air channels of each propulsion engine, which rotate within the respective front or rear wings, It is located above the top surface and is integrated with each flap in a manner that aligns with the top surface. That's good too.

[0085] Preferably, the flaps are in a lower second operating position, or the ducted propeller is perpendicular to the aircraft. First and second operating positions that provide only downward vertical thrust, giving rise to takeoff and landing (VTOL) capability. It may take a position that coincides with another operating position between positions. Upper first operating position, or flat The first and In another operating position between the second operating position and the second operating position, the operating ducted propeller is at maximum capacity for the aircraft. It provides forward thrust. The flaps direct the thrust direction of the propulsion engine or propulsion module. This is not only to control the aircraft's behavior, but also to influence the aircraft's movement in the air based on the principles of normal aerodynamics. It also functions as a control surface that exerts a certain effect.

[0086] In the embodiment shown in Figure 2, the flap has multiple propulsors in the form of duct propellers. A propulsion module is provided that integrates the engine. For example, such a propulsion module The aircraft may have three such propulsion engines, thereby allowing each flap to... Three propulsion engines, each with a ducted propeller configuration, are provided. In this case, The aircraft will be equipped with a total of 36 propulsion engines.

[0087] Figure 4a) shows an array of three propulsion engines 232a, 232b, and 232c. A schematic diagram of such a propulsion module 230 to be attached to the flap 234 is shown. Wrap 234 is one of flaps 210, 212, 214, and 216 shown in Figure 2. You can have any.

[0088] In the embodiment shown in Figure 3, each flap has one duct propeller. A propulsion engine of a certain form is provided. Therefore, the aircraft is equipped with a total of 36 propulsion engines. It gets kicked.

[0089] Figure 4b) shows such a flap 234 attached to the propulsion engine 232 This is shown schematically along with the flaps 210, 212, 214 in Figure 3, and Any one of 216 is acceptable.

[0090] Figure 4 shows each flap 234 connected to the propulsion module 230 or propulsion engine 23 Along with point 2, this is a schematic representation of the aircraft as seen from the rear.

[0091] Figure 5 may be any one of the wings 202, 204, 206, and 208 from Figures 2 and 3. The following shows schematic side views of each wing 236 and each flap 234 of the aircraft. Each propulsion module 230 or each propulsion engine 232 is relative to the wing Due to the different deflection angles of the flaps, each flap 234 is attached. For example For example, the minimum or zero deflection angle, as illustrated in Figure 5a), gives the aircraft maximum forward thrust. The maximum deflection angle or 90-degree deflection angle, as illustrated in Figure 5d), is the vertical deflection angle of the aircraft. To achieve VTOL (Vertical Take-Off and Landing) capability, the aircraft is given either maximum downward vertical thrust or vertical thrust only. The maximum deflection angle may be greater than 90 degrees, thereby affecting the downward and backward components. A thrust is generated in the direction of the component.

[0092] The intermediate deflection angles of the flaps, as illustrated in Figures 5b) and 5c), are as follows: This provides thrust in a direction having a downward component and a forward component. This deflection angle is preferably The deflection angle can be continuously changed between the minimum and maximum deflection angles. Each wing 236 and each A suitable flap actuator or flap actuator that operates between this flap 234 and the flap 234. The tuner device is schematically shown in Figure 5 as element 240. The flap 234 is attached to the wing 236. A suitable pivot joint or pivot joint device for pivotally connecting is schematically shown in Figure 5 as element 242. It will be shown.

[0093] In Figure 3, each is a flap 234 and as shown in Figures 4b) and 5. Propulsion engine 232 and flap actuator or flap actuator device 24 A lift / thrust unit equipped with 0 has the associated identification number shown in the insert in Figure 3, and this These are associated with the wings and canards. The six flaps or lift / thrust units of the canard 206 Knit 214 is assigned identification numbers 1.1 to 1.6. The six canard wings 208... The flaps or lift / thrust units 214 are assigned identification numbers 2.1 to 2.6. The 12 flaps or lift / thrust units 210 of the main wing 202 are marked with identification numbers. 3.1-3.12 are assigned. 12 flaps or lift / thrust on the 204 main wing. Unit 212 is assigned identification numbers 4.1 to 4.12.

[0094] Identification numbers 1.1, 2.1, 3.1, and 4.1 are adjacent to fuselage 203, respectively. Identify the innermost flap or lift / thrust unit in its vicinity and assign it identification number 1.6. 2.6, 3.12 and 4.12 refer to the outermost flats that are furthest from the fuselage 203. Identify the flap or lift / thrust unit, and other flaps or lift / thrust units, and so Their positions along each wing or canard are indicated by the insertion of the four identification numbers in Figure 3. It will be identified accordingly.

[0095] In both embodiments, propulsion engines are located on wings 202, 204, 206, and 208. Jin 232 or propulsion module 230, and multiple flaps 210, 212, 214 and The flap actuators 240 associated with the flaps 234 of the four arrays of 216 are aircraft devices such as the elements 14, 16, 18, and 20 of FIG. 1, which are controlled by the flight control computer system 12.

[0096] According to a preferred embodiment, all of these aircraft devices are electric aircraft devices, which are driven by the power supplied by a plurality of aircraft batteries. The aircraft devices are electrical loads of the aircraft power system, and the batteries are the power sources of the aircraft power system. The power system includes a power distribution network, which is configured to connect the power source to the electrical load such that each electrical load or aircraft device can be driven by at least one associated power source or battery via at least one associated power lane of the power distribution network. The present invention relates to a power system for an aircraft, such as the power system and its power distribution network referred to in connection with the exemplary embodiments of FIGS. 1-5, and its power distribution network. FIG. 6 schematically shows such a power system 300 as provided by the present invention. The power system includes, in the schematic embodiment shown, four power sources or batteries 302, individually designated as power sources A, B, C, and D, and, in the case of the present invention, five electrical loads 304, individually designated as loads AA, BB, CC, DD1, and DD2,

[0097] which, as previously mentioned, are typically electric aircraft devices, and a plurality of electrical loads. The power sources 302 and the electrical loads 304 are connected by a power distribution network, symbolically shown only in FIG. 6. is connected via or can be connected via the CL306. Each of the electrical loads forms together with the electrical load DD driven via the power distribution network an electrical load DD1 and DD 2, as shown, may represent a plurality of electrical loads connected in parallel with the power distribution network 306. According to the conventional approach, the power distribution network 306 is an independent power lane, in this example, each power lane connects one specific power source to one specific electrical load,

[0098] and would have been implemented as a separate network with four independent power lanes 308a, 308b, 308c and 30 8d as shown in FIG. 7. Each of the power lanes is provided with each power link a, b, c and d of a set of power links 310, which are circuit protection devices, also commonly known as "CPD", which protect the wiring and downstream loads of each power lane from damage in case of a short circuit. For the sake of brevity only, the power link 310 is referred to as "CPD" as follows, in the sense of a non-limiting example only. Such a CPD can be easily selected by a person skilled in the art to be appropriate for the wiring or power lane to be protected. A CPD having normal tripping time constants of, for example, about 10 ms may be used, as appropriate for the power lane of the particular power distribution network to be protected and the particular environment.

[0099] for the power lane of the particular power distribution network to be protected and the particular environment. The power distribution network is separated into individual power lanes 308, so that a fault in one power lane

[0099] cannot affect another power lane, and thus separated, a fault in one power lane cannot affect another power lane. Such a network has the practical advantage of being fault-tolerant to a certain extent. (Figure 7) In the example illustrated, an electrical fault on load BB is isolated by CPDb. This will cause a power outage on power lane 308b. Other power lanes will not be affected. I will not accept it.

[0100] The disadvantage of isolated networks is that load balancing is impossible. If it is not electricity, then an uneven demand will arise for the power source thereafter, The battery will discharge unevenly. This could limit the performance of the electric aircraft.

[0101] Any alternative network that utilizes integration rather than separation has load balancing It would be advantageous. The corresponding integrated network includes power sources A and B, and electrical loads AA and BB. , and the left net formed by power lanes 308a and 308b together with CPDa and b. The twerking section is schematically illustrated in Figure 8. These two power lanes are connected via It is connected by n312, thereby providing a power source for the associated electrical loads AA and BB. Load balancing across A and B is achieved. However, one of these power lanes Any electrical failure occurring in one of these lanes will affect other power lanes, and the network will also be affected. The fault will propagate, and until the fault is isolated, the electrical fault will have a direct impact. This will cause a power outage for all lanes connected to the receiving lane.

[0102] Therefore, in the example shown, connection lane 312 is located downstream of CPDa and b. Therefore, an electrical failure in load BB affects not only power lane 308a but also power lane 308b. This will cause a power cut and it will not even be possible to isolate. As shown in FIG. 9 Only when the connection lane 312 connects the power lanes 308a and 308b upstream of CPDa and b will the electrical fault assumed for the load D then be isolated by CPDb so that the load AA can be supplied with power from the power sources A and B.

[0103] A simultaneous power cut occurring across the entire power distribution network is usually not acceptable for a safe / important power distribution network such as this type of network for aircraft purposes.

[0104] Three other drawbacks, namely i) since the electrical fault is supplied by both power sources A and B, more energy will be released, ii) since the electrical fault is supplied by both power sources A and B, the CPD will have to interrupt with a higher fault current if it is provided downstream of the connection lane 312, iii) depending on the capacity of the power sources of the network and the response time of the CPD, other CPDs may also be inadvertently isolated, which will result in the loss of energy supply not only to the load BB but also to the load AA even though the load AA is not faulty.

[0105] FIGS. 8 and 9 illustrate not only an integrated network but also a switchable network, which is a certain type of hybrid solution currently also adopted in conventional aerospace technology. Such a network uses switches to effect not only separation but also integration depending on the situation. According to FIGS. 8 and 9, the power lanes 308c and 308b are connected by the switch SW ​​​​​​​Connected via connection lane 314, which has a power link 316 of the form, and power link 3 According to Figure 8, 16 is located downstream of CPDc and d, and according to Figure 9, CPDc and It is positioned upstream of d.

[0106] A fault that occurs while the switch SW is closed can propagate between power lanes. Therefore, closing the switch SW results in a significant reduction in the safety margin. Therefore, according to conventional aerospace technology, the switch SW allows the system to operate in a degraded mode. It is only shut down in the event of a failure while it is operating, and therefore, in normal operation, the advantage of integration is It will not be realized. An example of introducing integration to deal with such failures is the failure of power source D, and Therefore, load DD or loads DD1 and DD2 are isolated from the power distribution network 306. In this state, power is no longer received from source D via power lane 308d. It is likely. By closing power link 316 or switch SW, these loads Power can be supplied from power source C, and power source C then supplies power to load DD together with the load It will likely be necessary to drive the CC.

[0107] Along with network integration, the main advantages of network isolation are shown in Figures 10-15. Based on the example network topology shown in the examples, and not limited to such examples, the following explanation is provided. As revealed herein, the proposed approaches, referred to as the "first approach" and the "second approach," It can be achieved in a suitable synergistic manner according to two alternative approaches. The following terms are used in the explanation, meaning that each power source is like a CPD. Power lanes 308 connected to each electrical load via their respective power links, i.e., Figure The 10 power lanes 308a, 308b, 308c, and 308d are "Type 1 power lanes." These are referred to as "Type 1 power lanes." One example, namely, the example shown, which is typically implemented as a CPD as described. It is equipped with one of the power links a, b, c, and d in these power links 3 10 is referred to as a "Type 1 power link." For simplicity, these power links are also Furthermore, the term "CPD" is used below only in the sense of an unspecified example.

[0108] According to the embodiment shown in Figure 10, these first type power lanes are connected lane 314, that is, These are connected to each other in pairs by individual power lanes 314a, 314b, and 314c. These connect each of the power links ab, bc, and cd of a set of power links 316 These connection lanes 314 or 314a, 314b and 314c are equipped with These are referred to as "Type 2 power lanes," and their power links ab, bc, and cd are "Type 2 These are called "power links." According to Figure 10, these are individually referred to as ab, bc, and cd. The two types of power links 316 are provided on the upstream side of the power link. Depending on the approach and configuration, these Type 2 power links include CPD, switches, and SS. It could also be a PC (Solid State Power Controller), etc. Two proposed apps A preferred embodiment following Roach is a power link of type 2, such as an SSPC or a switch. Using one of these, and therefore for the sake of brevity below, these Type 2 power links This refers only to one or more "SSPC / SW" (S) in the sense of an unspecified example. It is called (W stands for switch).

[0109] Figure 11 shows an alternative configuration, namely a Type 2 power lane or SSPC / SW31 6(ab, bc, cd) are Type 1 power links or downstream of CPDa, b, c, and d It will be placed there.

[0110] As shown in Figure 12, one upstream of the CPD of the relevant Type 1 power lane This involves providing multiple SSPC / SWs, and the first type power of the associated first type power lane. It is also possible to provide one or more Type II power links downstream of the link. The second type of power lanes 314a and 314b are used together with their SSPC / SWab and bc. Located upstream of CPDa, b, and c, the second type of power lane 314c is located in its SSP It is positioned downstream of CPDc and d along with C / SWcd. The load is in the second type of power lane. Included in certain load balancing connection lines formed by 314a, 314b and 314c It is connected via SSPC / SWab, bc, cd, or is connectable via SSPC / SWab, bc, cd. The network topologies in Figures 10, 11, and 12 are line topologies, and the power Regarding air loads AA, BB, CC, and DD, load distribution is performed across power sources A, B, C, and D. Alternatively, it enables partial load balancing.

[0111] Even more advantageous is the ring between the second type of connection lanes and their SSPC / SWs. This is a connection in the configuration, and therefor, with respect to loads AA, BB, CC and DD, power source A, Load balancing or partial load balancing across B, C, and D is as shown in Figure 13. This is possible with a G-type topology. More Type 1 power lanes equipped with CPDs become Type 2 Load balancing or partial To indicate that it may be provided for or included in partial load balancing, a Class 1 power range The connection between 308c and 308d is shown by a dotted line in Figure 13. A first-class power lane is not provided, and as a result, a second-class power lane equipped with SSPC / SWcd is not provided. The possibility that a power lane 314c may not be provided is also shown in Figure 13.

[0112] The ring lane is closed by a second type power lane 314d equipped with SSPC / SWad. This is connected to the first type of power lanes 308a and 308d.

[0113] Another possibility is some kind of star topology for load balancing or partial load balancing. To form it, connect the first type of power lane in parallel with those SSPC / SW Yes. Figure 14 shows an example that is not limited. Here, the first type of power lane 308a is Each of the other indicated Type 1 power lanes is connected to each of the other Type 2 power lanes, And, via the second type power lane 314a, the first type power lane 308b and the second type power Power lane 314e is used to access the first type of power lane 308c and the second type of power lane 314f These are connected to or can be connected to Type 1 power lanes. The power lanes are designated as ab, ac, and ad, respectively, and each SSPC / SW is... They are prepared.

[0114] The disadvantage of the configuration shown is that a failure that directly affects the first type of power lane 308a is, This will affect all other Class 1 power lanes, and after isolating this fault, the load will be This means that dispersed or partial load balancing will no longer be possible.

[0115] Therefore, a load balancing configuration such as the star shape shown in Figure 15 is preferred. This is a different connection lane, not a Type 1 power lane, as the center of a hub or star configuration. Using 320, this is the respective SSPC / SWax, bx, cx and d Each of the second type power lanes 314g, 314h, 314i and 31 via 4j, the first type power lanes 308a, 308b, 308c, and 308d It is connected to, or can be connected to.

[0116] All of these power distribution network configurations or topologies are merely examples, and are not limited to them. No. All of these topologies are the respective network parts of the power distribution network. This may be achieved by a combination of these, and other topologies well known to those skilled in the art are also US2020 Such topologies and mesh topologies, as well as those known in / 0010187A1, etc. It may be implemented.

[0117] Now, according to the preferred proposed approach described above, the configuration of the power distribution network and The operation of the power distribution network will be explained. [First Approach] According to the first approach described above, an integrated power distribution network 3 for normal operation 06 is provided, which isolates in a very fast way in the event of an electrical failure. Alternatively, it can be switched to a power distribution network that is partially or completely isolated. For this purpose The Type 2 power link 316 is a solid-state switch that operates at very high speeds, A very fast operating solid-state CPD, or similar or more preferred, A lid-state power controller (SSPC), or one of the components of a power distribution network. This is implemented as a load channel for multiple solid-state power controllers (SSPCs). ru.

[0118] These second type of power links, preferably SSPCs, are in a conductive state during normal operation. This would allow for transparency regarding load balancing. However, these Type 2 power links are isolated when an electrical fault is detected. To introduce it, it is configured to isolate it extremely quickly, for example, within 10-20 μs. In the following, these Type 2 power links are referred to as "SSP" only as an example, without limitation. It is referred to as "C". Generally, about 100 μs, more preferably less than 100 μs, and most preferably Alternatively, it is preferable that an isolation time of approximately 10-20 μs is achieved by SSPC. However, longer isolation times, such as on the order of 1 ms, would not be excluded.

[0119] SSPC consists of one or more conductive channels or load channels, and each load channel A current measuring means, and if a certain current threshold is exceeded, or in some cases one of them Alternatively, the software can be used to turn off the load channel in response to multiple other trip conditions. It is a well-known electronic device consisting of logic means implemented in software or hardware. These current thresholds and trip conditions are used in the design of power distribution networks, and in power sources and electrical conditions. The characteristics of the load, and therefore the maximum current value and other electrical values ​​expected for normal operation without failure. Based on the condition, it can be easily selected or determined by a person skilled in the art. They will take an appropriate safety margin into consideration.

[0120] This allows for the benefits of load balancing through integration on the one hand, and fault tolerance on the other. A safer power distribution network will be realized.

[0121] For example, power sources A and B, electrical loads AA and BB, CPDa and b in Figures 10 and 11. Type 1 power lanes 308a and 308b, and Type 2 power lanes SSPCab Considering power lane 314a, SSPCab is between power lanes 308a and 308b. It is inserted in parallel. In the normal operating state of the network, this SSPC is connected to its conductivity. In this state, load AA can be supplied equally by sources A and B. Load BB can also be supplied equally by sources A and B. The same is true in Figures 10 and 1. Other Type 1 power lanes and other Type 2 power lanes equipped with their SSPCs Furthermore, this also applies to all corresponding power lanes shown in Figures 12-15, and this means that This enables load balancing during the normal operation of the power distribution network, but electrical failures may occur. This is isolated in a very fast way by implementing appropriate isolation.

[0122] Preferably, fault isolation proceeds through multiple subsequent fault isolation stages, preferably three isolation stages. Therefore, it is realized. The reason is that the electrical fault that occurs is necessary for fault isolation. Many SSPCs can switch from their conductive state to their non-conductive state. This means that it may result in such consequences.

[0123] The first and second fault isolation stages are, for example, as shown in Figures 10 and 11, power source A and B, electrical loads AA and BB, and their respective CPDa and b, are associated with the first type The associated second type of power lanes 308a and 308b, and SSPCab Based on line 314a, this can be explained and illustrated again.

[0124] The first fault isolation stage brings about the isolation of this network section to the first type of power lane. If an electrical fault occurs in load BB, then SSPCab will supply power to the electrical fault. Upon confirming the increase in current from power source A, it switches to a non-conductive state, resulting in an extremely high It will be isolated quickly. Here, the fault is isolated in power lane 308b, power lane 308a may continue normal operation. Under load AA, little to no power is cut off. I can't.

[0125] Here, the electrical fault only affects power lane 308b, and thereby, Fault isolation within this lane can be achieved by a second fault isolation stage. Electrical faults are... Since it only affects one type of power lane 308b, the urgency of fault isolation is reduced. A mechanical fault is only supplied with electrical energy from power source B, so less energy is needed. When Lugi is released due to a malfunction, the CPDb can safely interrupt the fault current. This allows for the safe isolation of anticipated short-circuit-type faults.

[0126] A key advantage of the proposed approach is that it isolates CPDs in the correct order, thus reducing the number of CPDs. The traditional concept of "selectivity" for sequentially adjusting CPD between the power source and load is related. It is either absent or not utilized.

[0127] A Type 2 power link, preferably an SSPC, is a Type 1 power link or a Type 1 power It is possible to trip each SSPC before the CPD of the lane can trip. Except that it should be fast enough to do so, one SSPC or multiple SS The PC can be of any speed, and no adjustments with other SSPCs or CPDs are required. i. Establishing a very high-speed Type 2 power link also means that during the continuation of each power interruption It is also advantageous for limiting the distance. A Type 2 power link or SSPC is a type of power link that separates itself from the load. Rather than isolating the power, it merely separates the first type of power lanes from each other, and Therefore, the coordination of Type 2 power links or SSPCs is net by conventional approaches. It's not as important as adjusting specific CPDs on the work.

[0128] The third fault isolation stage maintains the necessary isolation to isolate the electrical fault. Aside from that, it will bring about the restoration of network integration.

[0129] This fault isolation stage applies to power sources A and B, and loads AA and BB, as shown in Figures 10-15. As can be seen in relation to this, in larger networks with more power lanes Suitable.

[0130] In such an expanded power distribution network 306, a large number of first isolation stages The two power links are likely to switch to a non-conducting state. This is particularly true for SSPC due to their high sensitivity. Therefore, load balancing is important for healthy performance. Power can even be lost between all Type 1 power lanes.

[0131] For example, in the network 306 in Figures 10 and 11, the first type of power lane 308c Rather, the first type of power lane 308b is affected by an electrical fault, but the power lane It is possible that the SSPCcd between 308c and 308d may switch to a non-conductive state. To isolate this electrical fault, only SSPCab and bc must be switched to a non-conductive state. Therefore, SSPCcd must switch SSPCbc to a non-conductive state. By doing so, the first type power lane 308c is affected by the failure of the first type power lane 308b. As soon as they are separated, they can or can be switched back to a conductive state.

[0132] In the network topology shown in Figure 10, an electrical short circuit occurs at the electrical load BB. Assuming this is the case, even other SSPCab and bc would reach the second fault isolation stage, i.e., The first is the switching of the CPDb of this power lane to its non-conducting state, which interrupts the fault current. After fault isolation in the type power lane 308b, it may return to a conductive state.

[0133] A Type 2 power link or SSPC is located upstream of a Type 1 power link or CPD. Having a second type of power lane is necessary considering the possibility of failures occurring in the electrical load. This is considered preferable. In such a case, all power sources are in the third fault isolation stage. After the restoration of integration, contributions to power supply and load balancing may continue.

[0134] A Type 1 power link or CPD has a Type 2 power link or SSPC downstream. Having a second type of power lane is preferable considering the possibility of power source failure. It is thought that in such a case, all electrical loads will be in the third fault isolation stage. After the integration is restored, power will continue to be supplied based on load balancing across the remaining power sources. It is possible.

[0135] Both of these possibilities have their advantages, so a mixture like the one illustrated in Figure 12 is possible. A combined configuration may be used.

[0136] However, a Type 2 power lane equipped with each Type 2 power link is a Type 1 power lane It is not excluded that power links should be installed not only on the downstream side but also on the upstream side. Furthermore, The proposed first approach can be combined with the conventional hybrid approach. In other words, a high-speed Type II power link, particularly an SSPC, is used on both the upstream and downstream sides. It is provided on one side, and under normal operation they are in a disconnected state, during the third fault isolation stage Conventional switches shown in Figures 8 and 9 can be selectively switched to these conductive states. Alternatively, the power link 314 may be provided on the other of the upstream and downstream sides.

[0137] The third fault isolation stage involves individual SSPCs measuring the power of their load channels. These may be implemented independently under the control of their respective logical means based on the aerodynamic state. Alternatively, the central controller for the power distribution network could be, for example, CPD and SSPC. Based on the status data from, and the electrical state of the network measured if applicable, The SSPC may be controlled to implement the third fault isolation stage.

[0138] The above explanation of the three fault isolation stages is similar to other network topologies shown in Figures 10-15. Applies similarly. After achieving the second fault isolation stage, all except the faulty Type 1 power lane All SSPCs between Type 1 power lanes will reintroduce load balancing and the network To return to the normal operating state, it can be reset to a conductive state. Therefore, this operating state of the network is called the network's electrical fault mitigation operating mode. This may also be done depending on the location of the SSPC downstream or upstream of the CPD. One or more CPDs performing fault isolation in the first type of power lane, Since it may be sufficient for fault isolation, all SSPCs may be reset to a conductive state. It's even possible that this could happen.

[0139] Multiple power sources and distributed electric thrust units (EPUs) or lift / push units as electrical loads. For aircraft that employ a force unit and are referenced in relation to Figures 1-5, generally referred to as For eVTOL applications, power lane losses cast a shadow over the controllability of the vehicle. To minimize resonance, the EPUs are distributed symmetrically with respect to the aircraft's geometry. Placing it in a power lane is advantageous. This is because, as mentioned above, it is advantageous to place it in a single first-class power lane. In such a network configuration, a single power lane is rather than adjacent EPUs. This can be achieved by ensuring that power is supplied to a sufficiently distributed network of EPUs.

[0140] Figure 16 shows that in Figure 16a, only six EPUs are present, namely EPU1 and on the forewing or tailwing. Figures 2 and 3 show the following configuration: EPU2, and EPU3, EPU4, EPU5, and EPU6 on the rear wing. A simplified schematic of the aircraft is shown. Each of these EPUs is a multiple propulsion engine It may also represent a unit equipped with a [specific feature / feature].

[0141] Figure 16b schematically shows the allocation, where a fault on one power lane is adjacent to another. This affects the EPU, and the EPU is asymmetrical with respect to the symmetry axis, which is the vehicle's roll axis. This is undesirable because it has an impact. If any of EPU1, 3, 4 or EPU2, 5, 6 casts a shadow... In response, EPU1, 3, and 4 are positioned on the front and rear wings of the right side of the vehicle, and EPU3 and 4 is positioned adjacent to each other on the right rear wing, and EPUs 2, 5, and 6 are located on the left front wing of the vehicle. EPUs 5 and 6 are located adjacent to each other on the left rear wing, with the rear wing also being positioned adjacent to each other.

[0142] Figure 16c schematically shows the allocation, which is the case when a failure occurs on one of the first type power lanes. , without affecting adjacent EPUs, and without failing (relative to the axis of symmetry which is the vehicle's roll axis) This is desirable because it results in better symmetry of the EPU. Power lanes 308a and 3 Even if one of the 08b units fails, the two EPUs 1 and 2 on the left and right front wings will still function. Only one was affected, and only one separate EPU on the left and right rear wings, namely EPU4 and Either 5, or EPU3 and 6, will be affected.

[0143] The concepts described based on Figures 16 and 16c are the same as those in the illustrated embodiments of Figures 2 and 3. Similar to a PU or lift / thrust unit or propulsion engine, and a flight actuator. It may be applied.

[0144] Generally speaking, a person skilled in the art would know that a sufficient number of common types of aircraft equipment, especially lift / thrust units, are available. We can provide knitted aircraft equipment and install these aircraft devices in the appropriate configuration on aircraft, especially their wings. These aircraft equipment can be positioned in an appropriate manner on power lanes, especially power distribution networks. It can be assigned to the first type of power lane of the twerk, thereby allowing single or multiple The desired resilience is achieved even against heavy electrical failures.

[0145] For example, with respect to Figure 3, the electrical failure is in the lift / thrust units 3.1 and 3 of the left main wing 202. .6, and / or simultaneous failure of the lift / thrust units 4.1 and 4.6 of the right main wing 204 It is possible that one or two lift / thrust units adjacent to the fuselage, and the fuselage One or two lift / thrust units that are still quite close to it are affected, and as a result, Lateral equilibrium will be unaffected, or only slightly affected.

[0146] For example, with respect to Figure 3, the electrical failure occurs in the outermost lift / thrust unit of the left foretail 206. The outermost lift / thrust unit 4.12 of the right main wing 204 and / or the right forearm The outermost lift / thrust unit 2.6 of wing 208 and the outermost lift / thrust unit of left main wing 202 This could result in the simultaneous failure of unit 3.12. Similarly, in this case, lateral balance has an impact. They will either not be affected or will be only slightly affected.

[0147] The explained principles for achieving failure resilience based on the proposed approach are shown in Figure 2. , other types of aircraft other than those shown in Figures 3 and 16a), and a large number of such aircraft Equipped with lift / thrust units, propulsion engines, flaps, etc., all of these aircraft engines This is not necessarily required to maintain the flight capability and controllability of the aircraft. This can, of course, be applied to different types of aircraft. Single, double, or multiple electrical systems To achieve resilience against injury, those skilled in the art will know how to implement the present invention. And that involves assigning different aircraft engines to individual power lanes in a power distribution network. This allows for minimizing the impact of such single, double, or multiple bus failures. ru. [Second Approach] According to the second approach described above, for the normal operation of the power distribution network, and also preferred Alternatively, for fault mitigation operation modes, power components are partially integrated and partially separated. Distribution network 306 is provided. According to this approach, the network is multiple The continuity between each of the partial load balancing modes and the associated multiple different partial load balancing configurations. The power distribution network continuously switches between these parts in a time-varying manner. It handles load balancing modes and their partial load balancing configurations. Each of the partial load balancing configurations differs in its partial integration and partial isolation of the network. It corresponds to the type. The uniform discharge of the power source is this continuous during the partial load balancing configuration. Preferably, this can be achieved by periodic switching.

[0148] Switching between these different partial load balancing configurations is performed by a Type 2 power link 316. The Type 2 power link 316 is implemented, and the general circuit protection device or CPD trip. Compared to time (tripping times), further solid-state power controllers Compared to the typical trip time of a roller (SSPC), it is preferably relatively slow, and their It switches synchronously between conductive and non-conductive states. For example, Type 2 power phosphors The appropriate time scale for switching the 316 is 1 minute between the conductive and non-conductive states. This can be a switching between conductive and non-conductive states at time intervals. Other components that enable this can also be used, but rather slower electromechanical or solid-state components are preferable. Tate switches are suitable for implementing a Type 2 power link 316.

[0149] In the following, these Type 2 power links are connected to a suitable switch, or a suitable switch. To represent multiple switches, one or more "SW"s are used only as an example that is not limited to them. Simply referred to as.

[0150] Furthermore, as in the case of the first proposed approach described above, the first type of power phosphorus The term "C" may be an appropriate circuit protection device, i.e., a "CPD". In the following, these A first-class power link, in this case as well, is one or more, in the most recent example. It is simply referred to as "CPD".

[0151] Multiple different partial load balancing modes sequentially employed by power distribution networks Accordingly, the portion that is delivered across the power source with respect to the relevant electrical load in a time-varying manner An example of partial load balancing can be given based on the ring topology in Figure 13. , Type 1 power lane 308c and Type 1 power lane 308d are Type 2 power links It is directly connected by a second type power lane 314c equipped with a switch SW as cd. This is based on the premise that the other Type 2 power links ad, ab, and bc are also swiping. It is a switch, while power links a, b, c, and d are CPDs.

[0152] Appropriate partial load balancing modes, designated as stages 1 and 2, are as follows:

[0153] [Table 1]

[0154] By periodically alternating between stages 1 and 2 during operation, electrical failures account for more than half of the cases. It is guaranteed that it will never affect the lanes. According to the two stages 1 and 2, each stage The floors include the associated power sources A, B, C, and D, and together with the corresponding electrical loads AA, BB, and CC. , and DD are multiple partitioned load balancing groups, i.e., partitioned partial load in stage 1 Distributed groups (A+B, AA+BB) and partitioned partial load balancing groups (C+D, CC+ DD), and in stage 2, divided partial load balancing groups (B+C, BB+CC), It was associated with segmented load balancing groups (A+D, AA+DD). These groups are called "divided groups" because they do not share any common elements. .

[0155] All power sources, either directly or through other power sources where provided, It has the opportunity to integrate with the source and for load balancing.

[0156] This solution is scalable to any number of power lanes.

[0157] For example, other allocations to various stages of power sources and loads are also possible, as shown below. be.

[0158] [Table 2]

[0159] According to this embodiment, each stage distributes the power source and load to their respective partial common load balancing groups. Loop, i.e., in stage 1, a common load balancing group (A+B, AA+BB), stage 2 In stage 3, a common load balancing group (B+C, BB+CC) is used, and in stage 3, a common load balancing group Loop (C+D, CC+DD) and common load balancing group (A+D, AA+) in stage 4 It was assigned to DD.

[0160] However, no particular advantage over the first embodiment will be realized.

[0161] Network criticality is the point at which If you can tolerate the loss of more than half of the lanes, then an additional stage becomes possible, where there are three A Type 1 power lane can simultaneously participate in load balancing, for example, as follows:

[0162] [Table 3]

[0163] According to this embodiment, each stage distributes the power source and load to their respective partial common load balancing groups. Loop, i.e., in stage 1, common load balancing groups (A+B+C, AA+BB+CC) ), in stage 2 a common load balancing group (B+C+D, BB+CC+DD), in stage 3 In stage 4, a common load balancing group (A+C+D, AA+CC+DD) is used, and in stage 4, a common load balancing group is used. The items were reassigned to the load distribution groups (A+B+D, AA+BB+DD).

[0164] In the event of an electrical fault, each Type 1 power lane will isolate the electrical fault. Therefore, it will be excluded from further partial load balancing. Partial load balancing using multiple different partial load balancing modes is still You may continue.

[0165] If power source C or load CC has an electrical fault, for example, the following steps may occur in the network It may be adopted periodically by the company.

[0166] [Table 4]

[0167] These steps 1' and 2', which correspond to steps 1 and 4 of the second embodiment described above, are power distribution This corresponds to the partial fault isolation load balancing mode of the network. These stages correspond to the second practical described above. This is part of stages 1-4 of the implementation example, with stage 1' corresponding to stage 1, and stage 1' corresponding to stage This corresponds to floor 4.

[0168] Alternatively, in cases where an electrical fault must be isolated, the power distribution network In electrical fault mitigation mode, persistent power source across healthy Class 1 power lanes Load balancing can be implemented with respect to those loads. In this embodiment, in this case as well, If power source C or load CC has an electrical fault, it may be adopted by the network. The following fault mitigation stages permanently employ fault isolation until the electrical fault is resolved.

[0169] [Table 5]

[0170] Another embodiment is given based on the star topology shown in Figure 15. The central node and Power links ax, bx between the functioning connection lane 320 and each of the first type power lanes ,cx and dx are also assumed to be switches in this case. Appropriate partial load balancing mode The following are steps 1 to 6 of the implementation example.

[0171] [Table 6]

[0172] As in other embodiments, this solution is scalable to any number of power lanes, and in stages. The transitions can occur in any order. Network criticality is reached when more than half of the lanes are lost. In that case, additional stages become possible, for example, three lanes instead of just two. However, each participates in the simultaneous partial load balancing.

[0173] When power lane 308c fails due to a failure of power source C or load CC The following stages may be periodically performed in the network's electrical fault mitigation mode. ru.

[0174] [Table 7]

[0175] These steps 1', 2', and 3' are steps 1-6 of the embodiment given for normal operation. It is part of and stage 1' corresponds to stage 1, stage 2' corresponds to stage 3, and stage 3 ' corresponds to stage 5.

[0176] Alternatively, if necessary, the power distribution network's electrical fault mitigation operating mode can be used. And in this case as well, permanent load balancing across healthy Type 1 power lane power sources These loads can be implemented.

[0177] The transitions between the various stages of each implementation or between partial load balancing modes are preferably current First, open the currently closed switch, and then close it to achieve the next step. This is done by closing the switching. Ensure that the transition does not contribute to any reduction in the safety margin. Therefore, between the phases The switchover does not occur directly, but only after an intermediate stage without partial load balancing across the power sources. It is preferable that it be broken.

[0178] As will be discussed and explained with reference to Figures 16 and 3, the recovery force and the controllability of the vehicle To achieve maintenance, the most critical loads are the Type 1 power lanes and the wings and fuselage of the aircraft. It can be appropriately distributed and arranged symmetrically within the body. This is also proposed as a second approach. This also applies to its relationship with Chi.

[0179] To gain an advantage, various partial load balancing modes or stages of partial load balancing A common load balancing group or a partitioned partial load balancing group is formed in such a manner. It may also be provided that each common load balancing group or partitioned load balancing group can be provided. Each of the most critical loads or aircraft equipment in the load distribution group is the aircraft's wing and / or They are well distributed symmetrically on the body, and therefore, one of these groups The malfunction is not fatal and does not impair the aircraft's controllability. In such cases, The power distribution network isolates electrical faults and assumes an electrical fault mitigation mode. It's not very important to detect and react to electrical failures very quickly.

[0180] How a person skilled in the art could implement the proposed concepts and approaches of this disclosure in detail is, There are many possibilities. Those skilled in the art will also know, for example, with respect to one network section, these Apply one approach to one part of the network. By doing so, both proposed approaches can be implemented in the aircraft power distribution network. It may be decided to implement it. Furthermore, if a Type 2 power link is appropriately selected, In principle, power distribution networks can be configured according to both approaches, or It may be configurable.

[0181] The terms "power source," "electrical load," "power lane," and "Type 1 power lane" used above are: "Type 2 power lane", "power link", "Type 1 power link", and "Type 2 Terms like "power link" essentially refer to the special power links used to achieve these functions. Without necessarily implying a fixed structure or specific elements, any technical background It is a general term that describes the function. For this purpose, multiple power links are connected to each other's power It can be incorporated into network devices. One or more Class I power phosphors Even a power link of type 2, and one or more types 2, each power network It can be incorporated into a power device. Such power links incorporated into power network devices are For example, if one connection port of a power network device is simultaneously connected to a Type 1 power link Connection ports and connection ports for Type 2 power links are used for power network devices. They can share a connection port. Such power network devices also, in this sense, This also includes power lanes or power lane sections that are integrated into the device along with each power link. That's fine.

[0182] The power distribution network (306) of the aircraft's power system (300) is a power source Load balancing for electrical loads (AA, BB, CC, DD) across (A, B, C, D) It operates in at least one normal operating mode and brings about a power distribution network ( 306) In the event of an electrical fault, the power distribution network (306) having an electrical fault The network section of the power distribution network is separated from at least one other network section of the power distribution network. At least one electrical fault mitigation operation mode that provides electrical fault isolation, such as an isolated electrical fault isolation mode. It operates using D. [Explanation of symbols]

[0183] 10... Flight control system, 12... Flight control computer system, 12a, 12b, 12 c... Flight control computer, 14, 16, 18, 20... Aircraft equipment, 22... Control bus system Tem, 30a, 30b... Left and right side stick devices, 32a, 32b... Left and right side stick devices Dosstick, 38a, 38b... Sensor assemblies, 42a, 42b... Connection links, 20 0...canard type aircraft, 202...left rear wing, 203...fuselage, 204...right rear wing, 206...left front wing 208...right forewing, 210, 212, 214, 216; 234...flaps, 230...propulsion Modules, 232, 232a, 232b, 232c… Propulsion engines, 3.1~3.12 ...Lift / thrust unit of the left rear wing, 4.1~4.12...Lift / thrust unit of the right rear wing, 1. 1-1.6…Lift / thrust unit of the left forewing, 2.1-2.6…Lift / thrust unit of the right forewing T, 236...wing, 240...flap actuator, 242...pivot coupling, 300...power unit Stem, 302; A, B, C, D… Power source, 304; AA, BB, CC, DD1, DD2 DD...Electrical load, 306...Power distribution network, 308;308a,308b,30 8c,308d... Power lane, Type 1 power lane, 310; a,b,c,d... Type 1 Power links, 312, 314… Power lanes, 316; SW… Power links; Switches, 31 4;314a,314b,314c,314d,314e,314f,314g,314 h,314i,314j…Type 2 power lanes, 316;ab,bc,cd,ad,ac ,ad,ax,bx,cx,dx,312,314,314a…Type 2 power link, 3 20... Connection lanes, EPU1, EPU2, EPU3, EPU4, EPU5, EPU6... Power Air propulsion unit

Claims

1. Multiple electrical loads (304), multiple power sources (302), and the power sources as the electrical loads Each electrical load is connected to a power distribution network (306) which is configured to connect to the At least one associated power lane (308) of the power distribution network For an aircraft (200), which is also equipped to be driven by one associated power source. The power system (300), The power distribution network (306) comprises multiple switchable or disconnectable power links The circuit protection device and the circuit switching device are equipped with (310, 316) and at least one of them. picture, Each power link has two connection ports, and each power link operates in the first operating mode. From the drive power lane or drive power lane section connected to one of the connection ports, Power is supplied to the driven power lane or driven power lane section connected to the other port of connection. The connection port is configured to transmit data, and in the second operating mode, The drive power lane or the drive power lane section, and the driven power lane or the driven power lane To prevent the transmission of power to the drive power lane, the connection between the connection ports is interrupted. It is configured to be, The power distribution network (306) operates in at least one normal mode, and also in a few It is configured to operate in at least one electrical fault mitigation mode. The power distribution network (306) in the normal operating mode has multiple power At least one power source group (A, B, C, D) of the power source is less than the plurality of electrical loads At the very least, one related electrical load group (AA, BB, CC, DD) and related to it Power lanes (308, 314) or power lane sections, and related thereto, the first motion Power, which is driven in common via at least one power link that is in operation mode. This provides load balancing across sources (A, B, C, D). The power distribution network (306) in the electrical fault mitigation mode, The network portion of the power distribution network having a malfunction is in the second operating mode. At least one power link (314) provides at least the power distribution network It provides electrical fault isolation, which isolates it from other network components. Power system.

2. A power system according to claim 1, wherein the power distribution network (306) is All power sources of the multiple power sources, all electrical loads of the multiple electrical loads (AA, BB, CC, DD) are used for each power lane (308, 314) or power lane section, and in front The first operating mode is driven in common via the respective power links (310, 314). Load balancing across all power sources (A, B, C, D) is performed in the normal operating mode. It is configured to bring about in The power distribution network (306) is a multiple network that is not affected by electrical failures. This means that all power sources drive multiple or all electrical loads that are not affected by electrical failures. To enable this, electrical faults occurring in the power source or electrical load are isolated. A power system configured to perform the electrical fault mitigation operation mode in a manner that may be possible Tem.

3. A power system according to claim 1 or 2, wherein the power distribution network (306 ) is equipped with multiple Type 1 power lanes (308), Each of the aforementioned first-type power lanes is not associated with another first-type power lane. In association with at least one associated power source (A; B; C; D), each of the first type of power rays The lane is at least one electrical load that is not associated with another of the aforementioned first type power lanes. In relation to (AA; BB; CC; DD), at least one of the associated power sources is via each of the aforementioned first type power lanes, at least one associated electrical load It is connected to, or can be connected to, and not necessarily via another of the aforementioned first type power lanes. Without driving, at least one of the power sources, each of the first type power rays A power system that enables driving at least one of the aforementioned electrical loads via a .

4. The power system according to claim 3, wherein a plurality of the first type power lanes (308) are , connected via the connection lane device of the power distribution network, or connectable The connection lane device includes one or more second-type power lanes (314), Between these first type power lanes via at least one of the second type power lanes By transmitting power in this way, at least one group of the aforementioned first type of power lanes and A power source that is associated with or associated with all of the aforementioned first type power lanes (A, Electrical loads (A) associated with these first type power lanes across B, C, and D) A power system that enables load balancing for A, BB, CC, DD.

5. A power system according to claim 3 or 4, wherein the first type of power lane (308) Each is equipped with a first type power link (310), and in its first operating mode, The associated at least one power source (A; B; Power from C; D) to at least one of the associated electrical loads (AA; BB; CC; DD) To enable the transmission of power, and in the second operating mode, this first type of power link via the associated at least one of the power sources associated at least one of the electrical negative The transmission of power to the load is blocked, and each of the aforementioned first type power links preferably exhibits an electrical fault. Responding to at least one preset or presetable electrical trip condition And, within a trip time interval of the order of first magnitude, from the first operating mode to the second A power system configured to change to an operating mode.

6. The power system according to claim 4 and optionally claim 5, wherein the second type of power Each of the links (314) is equipped with a second type power link (316) and has a first operating mode In this context, between the first type of power lanes (310) via the second type of power link This enables the transmission of power, and in its second operating mode, this two types of power links The transmission of power between the first type power lanes (310) via the lanes is blocked, and each of the second type power The power link preferably has at least one preset or pre-set electrical fault indicator. In response to the configurable electrical trip conditions, the trip time is on the order of second magnitude. Within the partition, the operation mode is changed from the first operation mode to the second operation mode. A power system composed of the following.

7. The power system according to claims 5 and 6, wherein the first type of power link (310) The trip time interval of the first order of magnitude is the second type of power link (316) A power system that significantly exceeds the trip time interval of the second order of magnitude.

8. The power system according to claim 6 or 7, wherein each of the second type of power links (316 ) is performed by the associated solid-state power controller of the power distribution network. It is provided, which forms a power link of the second type with the microcontroller. Another load channel, and included in the load channel, the control of the microcontroller The microcontroller comprises at least one solid-state switch that can operate below, and the microcontroller The controller controls the solid-state switch to the first power link of the second type of power link. The conductive state corresponding to the operating mode and the second operating mode of the second type of power link The solid-state switch is configured to switch between a non-conductive state and the non-conductive state. Switching from the conductive state to the non-conductive state prevents the occurrence of the electrical trip condition. To respond, monitor the current electrical state of at least one of the load channels. A power system composed of the following.

9. A power system according to one of claims 1 to 8, wherein the power distribution network (306) In response to the occurrence of an electrical fault, the system switches from the normal operating mode to the electrical fault mitigation mode. When switching to this mode, the electrical system subsequently performs at least three fault isolation stages. It is configured to provide fault isolation, The first fault isolation stage is the transition from its first operating mode to its second operating mode. Each power link (316) separates the power lanes (308) from one another. Tarashi, The subsequent second fault isolation stage switches from its first operating mode to its second operating mode. The power link (310) is still affected by the power lane (30) due to an electrical fault. This results in fault isolation within 8a; 308b; 308c; 308d), The subsequent third fault isolation stage switches from its second operating mode to its first operating mode. , by at least one other power link (316) which is the second operating mode, electrical At least one power link (316) is isolated from faults, so that electrical faults can be prevented. Regarding electrical loads unaffected by electrical faults, across power sources unaffected by them. This brings about a partial recovery of load balancing. Power system.

10. Multiple electrical loads (304), multiple power sources (302), and the power sources as the electrical loads Each electrical load is connected to a power distribution network (306) which is configured to connect to the Through at least one associated power lane of the power distribution network, at least one A power system of an aircraft (200) that can be driven by an associated power source. A method for operating (300), wherein the power distribution network (306) comprises a plurality It comprises switchable or disconnectable power links (310, 316), each of which is the same as In the first operating mode of the power link, the transmission of power through each of the power lanes is To enable this, and in the second operating mode of the power link, each of the power In order to prevent the transmission of power through the lanes, each of the power distribution networks Located within the force lane, The above method provides the power distribution network (306) to at least one normal operating mode This includes operating in at least one power source group of the plurality of power sources. (A, B, C, D) comprises at least one power link which is the first operating mode. Through each power lane (308, 314), including the power lane, the plurality of electrical negative The load has at least one related electrical load group (AA, BB, CC, DD) in common. It provides load balancing across power sources (A, B, C, D) that drive the system, The above method provides the power distribution network (306) with at least one electrical fault mitigation This further includes operating in an operating mode, which is the power distribution network having an electrical fault. The network portion of the network is at least one power link which is the second operating mode. This isolates it from at least one other network section of the power distribution network. To provide electrical fault isolation, method.

11. The method according to claim 10, wherein the power distribution network (306) is, However, each of the first power lanes (308) is equipped with a first power link (310). ) is provided, and the power distribution network (306) is each of the following types of power It comprises one or more Type 2 power lanes (314) equipped with power links (316). 、 Each of the aforementioned first type power lanes (308) has at least one associated power source (302) By connecting it to at least one associated electrical load (304), another of the first types Without necessarily involving driving via power lanes, at least one associated power source However, it enables the driving of at least one associated electrical load, Each of the aforementioned second type power lanes (314) has at least two associated first type power By being connected to or connectable to the lane (310), the first type of power Enabling the transmission of power between lanes and associated with these first type power lanes Associating these first type of power lanes across the aforementioned power sources (A, B, C, D) This makes it possible to achieve load balancing for the aforementioned electrical loads (AA, BB, CC, DD), The above method, in order to isolate an electrical fault in the electrical fault mitigation mode, Alternatively, the operating modes of multiple second type power links (316) are changed from the first operating mode. This includes changing to the second operating mode, The above method distributes the load across the power sources (A, B, C, D) in the normal operating mode. For the purpose of, and / or, partial load across the power source in the electrical fault mitigation mode To restore dispersion, one or more of the second type power links (316) are connected to the first type This includes maintaining the operation mode and / or one or more of the two types of power rings. The operation mode of k(316) is changed from the second operation mode to the first operation mode. and method.

12. A method according to claim 10 or 11, - At least one power link (316) is switched from its first operating mode to its second operating mode. By switching to D, the power lanes (314a, 314b, 314c, 314d) A first fault isolation step that results in separation from each other, - Switching the power link (310) from its first operating mode to its second operating mode As a result, power lanes (314a; 314b; 31 A subsequent second fault isolation step brings fault isolation within 4c; 314d), - Electrically controlled by at least one other power link (316) in the second operating mode At least one power link (316) that is isolated from failure is removed from its second operating mode. By switching to the first operating mode, the aforementioned, which is not affected by electrical failures, Partial load balancing for electrical loads unaffected by electrical failures across power sources. The subsequent third fault isolation step brings about recovery, Methods that include...

13. An aircraft (200) comprising a power system (300) according to one of claims 1 to 9. Preferably, a single-seat aircraft, an aircraft with vertical takeoff and landing capabilities, and a canard An aircraft (200) which is at least one of the wing-shaped aircraft.

14. An aircraft according to claim 13, wherein the power system (300) is the safe operation of the aircraft At least one common type of electrical load in the form of aircraft equipment that is of critical importance to maintaining flight The aircraft equipment comprises another group, the aircraft fuselage (203) and the aircraft One or both of the aircraft's wings (202, 204, 206, 208) have at least two Multiple aircraft equipment having a common type of aircraft equipment, each having various sub-equipment The group may fail without compromising the flight performance and controllability of the aircraft. Aircraft, arranged in a number and configuration to achieve resilience against failures.

15. The aircraft according to claim 14, wherein the subgroup, or each of the subgroups The aircraft equipment of the loop is the power distribution network of the power system (300) Associated with one specific common power lane (308) of 306), this common power lane It becomes possible to drive commonly via the network, and the subgroup, or each of the subgroups The aircraft equipment of the pe is the fuselage of the aircraft (203) and the wings of the aircraft (202, 2 They are provided in a symmetrically distributed arrangement on one or both of (04, 206, 208). This directly or indirectly affects the common power lane, and this subgroup An electrical failure that causes a malfunction of the aircraft equipment may affect the aircraft's flight performance and controllability. Aircraft that do not endanger [something].

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