Power supply system for aircraft, and power supply method

Abstract

A power supply system (100) for an aircraft, comprising: a plurality of main generators located in a left channel and a right channel; an auxiliary power unit (APU) starter generator (ASG) located in the right channel and configured to supply power when the main generators fail; a plurality of transformer rectifier units (TRUs) located in the left channel, the right channel and an emergency channel; a plurality of autotransformer units (ATUs) located in the left channel, the right channel and the emergency channel; and a ram air turbine (RAT) located in the emergency channel. The present invention further relates to a method for using a power supply system to supply power an aircraft.

Description

Power supply system for an aircraft and method of supplying power TECHNICAL FIELD

[0001] The present application relates to the field of aircraft power supply system architecture design, and more particularly, to a power supply system for an aircraft and a method of supplying power to an aircraft using the power supply system. BACKGROUND

[0002] Aircrafts have high requirements for power supply systems, which need to meet various airworthiness regulation requirements. In particular, wide-body aircrafts have higher requirements for loads and safety.

[0003] The present application proposes a power supply system with a completely new architecture, which is particularly suitable for wide-body aircrafts and can meet the following requirements:

[0004] 1. Meet the requirements of related airworthiness regulations such as emergency power supply (25.1351(d), 25.1362, etc.), power supply capacity (25.1310), ETOPS (K25.1.3(b), K25.1.4, etc.), etc.

[0005] 2. In the case of emergency of the power supply system, match the power supply capacity of the electro-hydraulic hybrid RAT to meet the energy requirements of electrical loads and high-power hydraulic loads.

[0006] 3. Meet the various requirements of aircraft-level distribution and meet various safety requirements. SUMMARY

[0007] The following gives a brief overview of one or more aspects to provide a basic understanding of these aspects. This overview is not an extensive overview of all contemplated aspects, and is neither intended to identify key or critical elements of all aspects nor delineate the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed description presented later.

[0008] The present application provides a power supply system for an aircraft, comprising: a plurality of main generators located in a left channel and a right channel; an auxiliary power unit (APU) starter generator (ASG) located in the right channel for supplying power when the main generators fail; a plurality of transformer rectifiers (TRUs) located in the left channel, the right channel, and an emergency channel; a plurality of autotransformers (ATUs) located in the left channel, the right channel, and the emergency channel; and a ram air turbine (RAT) located in the emergency channel.

[0009] In some embodiments, the plurality of main generators includes 4 main generators, wherein the left channel and the right channel each include 2 main generators, and wherein each main generator is configured to provide 230V three-phase alternating current.

[0010] In some embodiments, the plurality of TRUs comprises 3 TRUs, the left channel, the right channel, and the emergency channel each comprising 1 TRU, wherein each TRU is configured to provide 28V DC power.

[0011] In some embodiments, the plurality of ATUs comprises 5 ATUs, wherein the left channel and the right channel each comprises 2 ATUs, and the emergency channel comprises 1 ATU, wherein each ATU is configured to convert between 115V and 230V three-phase AC power.

[0012] In some embodiments, the RAT comprises a hybrid electro-hydraulic RAT.

[0013] In some embodiments, the power system further comprises a plurality of batteries located in the left channel, the right channel, and the emergency channel.

[0014] In some embodiments, the power system further comprises a plurality of busbars configured to connect various elements of the power system.

[0015] In some embodiments, the plurality of busbars comprises the following: a normal 230V AC busbar; an important 230V AC busbar; a normal 115V AC busbar; an important 115V AC busbar; a single-phase 115V AC busbar; a normal 28V DC busbar; an important 28V DC busbar; and a battery direct busbar.

[0016] In some embodiments, the power system further comprises a contactor configured to control the on-off of various elements of the power system.

[0017] In some embodiments, the power system further comprises an inverter configured to convert DC power to AC power.

[0018] In some embodiments, the power system further comprises a fail-safe module configured to cause the power system to switch to using non-failed elements to maintain power supply to the aircraft when one or more elements of the power system fail.

[0019] The present disclosure also provides a method of using the aforementioned power system to supply power to an aircraft, comprising: determining whether each element of the power system is functioning properly; supplying power to the aircraft if each element is determined to be functioning properly; detecting whether any element of the power system fails during the power supply; and causing the power system to switch to using non-failed elements to maintain power supply to the aircraft if a failure of an element is detected.

[0020] The power supply system of the present application can well meet the relevant airworthiness clause requirements, and can match the power supply capability of the electro-hydraulic hybrid RAT under emergency power supply conditions to meet the energy requirements of the electrical load and high-power hydraulic load. In addition, the power supply system of the present application can well meet various safety requirements. BRIEF DESCRIPTION OF DRAWINGS

[0021] The features, nature, and advantages of the present application will become more apparent from the detailed description set forth below when taken in conjunction with the drawings in which like reference characters identify correspondingly throughout the figures. It is to be understood that the drawings are designed solely for purposes of illustration and are not limiting of the present application. In the drawings, the size of some of the components can be exaggerated and not drawn on scale and the dimensions are chosen for illustrative purposes.

[0022] FIG. 1 shows a structural schematic diagram of the power supply system of the present application.

[0023] FIG. 2 shows a normal working mode of the power supply system of the present application.

[0024] FIGS. 3-6 show working modes in the event of failure of one or more elements of the power supply system of the present application.

[0025] FIG. 7 shows an exemplary flowchart of a method of supplying power to an aircraft using the power supply system of the present application. DETAILED DESCRIPTION

[0026] To make the objects, technical solutions and advantages of the present application clearer, the present application is further described in detail below in combination with specific embodiments and with reference to the drawings. In the following detailed description, numerous specific details are set forth in order to provide a thorough understanding of the described exemplary embodiments. However, it will be apparent to one skilled in the art that the described embodiments can be practiced without some or all of these specific details. In other exemplary embodiments, well-known structures are not described in detail to avoid unnecessarily obscuring the concepts of the present disclosure. It will be appreciated that the specific embodiments described herein are merely exemplary of the present application and are not intended to limit the present application. Meanwhile, various aspects described in the embodiments can be combined in any manner without conflict.

[0027] FIG. 1 shows a structural schematic diagram of the power supply system 100 of the present application.

[0028] As shown in the figure, the power supply system 100 mainly includes 4 main generators, 1 ASG, 3 TRUs, 5 ATUs, and 1 RAT.

[0029] As shown in the figure, the left channel and the right channel each include 2 main generators (shown as GEN L1, GEN L2, GEN R1, and GEN R2 in FIG. 1), each of which is used to provide 230V three-phase alternating current.

[0030] In embodiments of the present application, the main generator can comprise a variable frequency generator (VFG).

[0031] The ASG is located in the right channel for providing power in case of failure of the main generator.

[0032] The 3 TRUs are located in the left channel, the right channel, and the emergency channel, wherein each of the TRUs is for providing 28V DC power.

[0033] The 5 ATUs are located in the left channel, the right channel, and the emergency channel, wherein the left channel and the right channel each include 2 ATUs, and the emergency channel includes 1 ATU, wherein each of the ATUs is for converting between 115V and 230V three-phase AC power.

[0034] In some embodiments of the present application, the RAT comprises a hybrid electro-hydraulic RAT.

[0035] In the present application, the left channel, the right channel, and the emergency channel each represent a power supply channel / path in the power supply system. As the name implies, the left channel is located on the left side with respect to each power supply channel, and the right channel is located on the right side with respect to each power supply channel. The emergency channel is located in the middle with respect to each power supply channel. Since the power supply system proposed in the present application includes three channels (the left channel, the right channel, and the emergency channel), the power supply system of the present application can also be referred to as a three-channel power supply system.

[0036] In addition, each channel can be further subdivided. As shown in the figure, the left channel can be further subdivided into L1 and L2 channels, and the right channel can be further subdivided into R1 and R2 channels.

[0037] In addition to the above-mentioned elements, the power supply system 100 also includes a plurality of batteries. Figure 1 shows 3 batteries (shown as BATT 1, BATT 2, and BATT E) located in the left channel, the right channel, and the emergency channel.

[0038] The power supply system 100 also includes a plurality of busbars for connecting the various elements of the power supply system.

[0039] In embodiments of the present application, the busbars include the following: a normal 230V AC busbar; an important 230V AC busbar; a normal 115V AC busbar; an important 115V AC busbar; a single-phase 115V AC busbar; a normal 28V DC busbar; an important 28V DC busbar; and a battery direct busbar.

[0040] In particular, Figure 1 shows that the power system 100 includes four normal 230V AC bus bars: 230V AC LI, 230V AC L2, 230V AC Rl, 230V AC R2. As shown, 230V AC LI and 230V AC L2 are located in the left channel, while 230V AC Rl and 230V AC R2 are located in the right channel.

[0041] Figure 1 also shows one important 230V AC bus bar: 230V AC E. As shown, 230V AC E is located in the emergency channel.

[0042] Figure 1 shows four normal 115V AC bus bars: 115V AC LI, 115V AC L2, 115V AC Rl, 115V AC R2. As shown, 115V AC LI and 115V AC L2 are located in the left channel, while 115V AC Rl and 115V AC R2 are located in the right channel.

[0043] Figure 1 also shows one important 115V AC bus bar: 115V AC E. As shown, 115V AC E is located in the emergency channel.

[0044] In addition, Figure 1 shows one single-phase 115V AC bus bar: 115V IP. As shown, 115V IP is located in the emergency channel.

[0045] Figure 1 also shows two normal 28V DC bus bars: 28V DC L, 28V DC R. As shown, 28V DC L is located in the left channel, and 28V DC R is located in the right channel.

[0046] In addition, Figure 1 shows three important 28V DC bus bars: 28V DC L ESS, 28V DC ESS TRANS, 28V DC R ESS. As shown, 28V DC L ESS is located in the left channel, 28V DC R ESS is located in the right channel, and 28V DC ESS TRANS is located in the emergency channel.

[0047] Figure 1 also shows three battery direct bus bars: HOT L, HOT E, HOT R. As shown, HOT L is located in the left channel, HOT R is located in the right channel, and HOT E is located in the emergency channel.

[0048] In embodiments of the present invention, the power system 100 also includes contactors for controlling the on and off of various elements in the power system.

[0049] Specifically, as shown in FIG. 1, the bus tie contactors (BTC), the generator contactors (GLC), the autotransformer contactors (ATUC), the emergency autotransformer contactors (E ATUC), the left alternating current emergency tie contactors (LAETC), the right alternating current emergency tie contactors (RAETC), the alternating current tie contactors (ATC), the auxiliary generator contactors (AGLC), the left alternating current to direct current tie contactors (LADTC), the right alternating current to direct current tie contactors (RADTC), the transformer rectifier contactors (TRUC), the emergency tie contactors (ETC), the emergency battery contactors (EBLC), the left battery contactors (LBLC), the right battery contactors (RBLC), and the direct current tie contactors (DTC) are shown.

[0050] In embodiments of the application, the power supply system 100 further includes an inverter for converting direct current to alternating current.

[0051] Specifically, as shown in FIG. 1, an inverter (shown as "Inverter" in the figure) is shown.

[0052] In embodiments of the application, the power supply system 100 further includes relays.

[0053] Specifically, as shown in FIG. 1, the alternating current tie relays (ATR), the alternating current single phase emergency relays (AC1ER), the emergency tie relays (ETR), and the direct current tie relays (DTR) are shown.

[0054] The power supply system 100 further includes a fail-safe module (not shown in FIG. 1) configured to cause the power supply system to switch to using non-failed elements to maintain power to the aircraft when one or more elements of the power supply system fail.

[0055] The various elements and descriptions of the power supply system 100 are described above. The connection relationships between the various elements of the power supply system 100 are described below in connection with FIG. 1.

[0056] As shown in FIG. 1, the bus bar 230V AC L1 is connected to GEN L1 through L1 GLC, to 230V AC L2 through L3 BTC, to ASG through L1 BTC and AGLC, to 230V AC R2 through L4 BTC and R4 BTC, to ATU L1 through L1 ATUC, and to TRU L through LTRUC.

[0057] Busbar 230V AC L2 is connected to GEN L2 through L2 GLC, to 230V AC L1 through L3 BTC, to ASG through L2 BTC and AGLC, to 230V AC R1 through L2 BTC and R1 BTC, and to ATU L2 through L2 ATUC.

[0058] Busbar 230V AC R2 is connected to GEN R2 through R2 GLC, to 230V AC L1 through L4 BTC and R4 BTC, to ASG through AGLC and R2 BTC, to 230V AC R1 through R3 BTC, and to ATU R2 through R2 ATUC.

[0059] Busbar 230V AC R1 is connected to GEN R1 through R1 GLC, to 230V AC L2 through L2 BTC and R1 BTC, to ASG through AGLC and R1 BTC, to 230V AC R2 through R3 BTC, to ATU R1 through R1 ATUC, and to TRU R through RTRUC.

[0060] Busbar 230V AC E is connected to 230V AC R2 through RAETC1 and RAETC2, to 230V AC L2 through LAETC1 and LAETC2, to ATU E through E ATUC, and to TRU E through E1TRUC.

[0061] Busbar 115V AC L1 is connected to ATU L1 through L1 ATC, to 115V AC L2 through L2 ATR and L1 ATR, to 115V AC R2 through L1 ATR, L3 ATR, R4 ATR and R2 ATR, to 115V AC R1 through L1 ATR, L3 ATR, R4 ATR and R1 ATR, and to 115V AC E through L1 ATR, L3 ATR and R3 ATR.

[0062] Busbar 115V AC L2 is connected to ATU L2 through L2 ATC, to 115V AC L1 through L2 ATR and L1 ATR, to 115V AC R2 through L2 ATR, L3 ATR, R4 ATR and R2 ATR, to 115V AC R1 through L2 ATR, L3 ATR, R4 ATR and R1 ATR, and to 115V AC E through L2 ATR, L3 ATR and R3 ATR.

[0063] Busbar 115V AC R2 is connected to ATU R2 through R2 ATC, to 115V AC R1 through R2 ATR and R1 ATR, to 115V AC L1 through L1 ATR, L3 ATR, R4 ATR and R2 ATR, to 115V AC L2 through L2 ATR, L3 ATR, R4 ATR and R2 ATR, to 115V AC E through R2 ATR, R3 ATR and R4 ATR.

[0064] Busbar 115V AC R1 is connected to ATU R1 through R1 ATC, to 115V AC R2 through R2 ATR and R1 ATR, to 115V AC L1 through L1 ATR, L3 ATR, R4 ATR and R1 ATR, to 115V AC L2 through L2 ATR, L3 ATR, R4 ATR and R1 ATR, to 115V AC E through R1 ATR, R3 ATR and R4 ATR.

[0065] Busbar 115V AC E is connected to ATU E through E ATC, to 115V AC R2 through R3 ATR, R4 ATR and R2 ATR, to 115V AC R1 through R3 ATR, R4 ATR and R1 ATR, to 115V AC L2 through R3 ATR, L3 ATR and L2 ATR, to 115V AC L1 through R3 ATR, L3 ATR and L1 ATR, to 115V 1P through AC1 ER.

[0066] Busbar 115V 1P is connected to 115V AC E and INVERTER through AC1 ER.

[0067] Busbar 28V DC L is connected to TRUL through L ADTC, to 28V DC LESS through L DTC, to 28V DC R through L DTR and R DTR.

[0068] Busbar 28V DC R is connected to TRUR through R ADTC, to 28V DC RESS through R DTC, to 28V DC L through L DTR and R DTR.

[0069] Busbar 28V DC L ESS is connected to 28V DC L through L DTC, to 28V DC R ESS through EF3 and ETC, to 28V DC ESS TRANS through EF1 and L ETR, to HOT L through LBLC.

[0070] Busbar 28V DC R ESS is connected to 28V DC R ESS through R DTC, to 28V DC L ESS through EF3 and ETC, to 28V DC ESS TRANS through EF2 and R ETR, and to HOT R through RBLC.

[0071] Busbar 28V DC ESS TRANS is connected to TRU E through E2TRUC, to 28V DC L ESS through EF1 and L ETR, to 28V DC R ESS through EF2 and R ETR, and to HOT E through EBLC.

[0072] The architecture of the power supply system of the present application is different from the power supply system for an aircraft in the prior art. Specifically, although the power supply system in the prior art can also contain elements / modules such as VFG, ASG, TRU, ATU, RAT, etc., the types, quantities, arrangement modes, and connection modes between the elements / modules contained in the power supply system 100 are different from those of the power supply system in the prior art.

[0073] Figure 2 shows the normal working mode 200 of the power supply system of the present application.

[0074] As shown in Figure 2, in the normal working mode, each element / module of the power supply system is not failed and can normally operate.

[0075] [According to Rule 91 Correction 28.02.2025] In the normal working mode, the power supply to the aircraft is realized by four main generators (GEN L1, GEN L2, GEN R1, GEN R2), and the RAT and ASG are in an inactive state. As shown in Figure 2, the elements in the inactive state are shown with diagonal patterns.

[0076] Specifically, the four main generators provide 230V three-phase alternating current to the left and right alternating current channels, respectively, and provide 115V three-phase alternating current through ATU L1, ATU L2 and ATU R1, ATU R2. 28V DC is provided by TRU L and TRU R, respectively. The 230V three-phase alternating current of the emergency alternating current channel is mainly provided by the 230V AC R2 busbar, and 115V three-phase alternating current is provided through ATU E, and 28V DC is provided through TRU E. The 115V single-phase alternating current of the emergency alternating current channel is mainly provided by the 115 AC E busbar.

[0077] As previously described, when a component in the power system fails, the power system uses the non-failed components to power the aircraft. FIGS. 3-6 illustrate the operating modes in the event of one or more component failures in the power system of the present application.

[0078] As an example, FIG. 3 illustrates the operating mode 300 in the event of a generator GEN LI failure in the power system of the present application.

[0079] [Corrected according to Rule 91 on 28.02.2025] As shown in FIG. 3, the failed generator GEN LI is shown with a diagonal pattern. When the generator GEN LI fails, the controller (e.g., the controller of the power system, the controller in other systems / modules in the aircraft other than the power system) controls the ASG contactor (AGLC) and the LI BTC interconnect contactor to close, thereby causing the ASG to access the electrical grid to power the 230VAC LI channel and downstream channels in place of the GEN LI. The L2, R2, and Rl channels remain powered as before.

[0080] As can be seen in FIG. 3, in the event of a generator GEN LI failure, the ASG transitions from a previous inactive state to an active state, while the RAT remains in an inactive state.

[0081] FIG. 3 illustrates the operating mode of the power system in the event of a failure of a particular main generator GEN LI. In the event of a failure of another main generator, the operating mode of the power system is similar. For example, in the event of a failure of the main generator GEN R2 in the right channel, the ASG can power the 230VAC R2 channel and downstream channels in place of the GEN R2, while the LI, L2, and Rl channels remain powered as before.

[0082] FIG. 4 illustrates the operating mode 400 in the event of a failure of the generators GEN LI, GEN L2, and ASG in the power system of the present application.

[0083] As shown in FIG. 4, in the event of a failure of the GEN LI, GEN L2, and ASG, the controller can control the L4 BTC interconnect contactor and the R4 BTC interconnect contactor to close, causing the 230VAC R2 busbar to power the 230VAC LI busbar and downstream channels thereof. At the same time, the controller also controls the L2 BTC interconnect contactor and the Rl BTC interconnect contactor to close, causing the 230VAC Rl busbar to power the 230VAC L2 busbar and downstream channels thereof.

[0084] FIG. 5 illustrates the operating mode 500 in the event of a failure of the autotransformer ATU LI in the power system of the present application.

[0085] As shown in FIG. 5, in the event of ATU L1 failure, the 230VAC L1 busbar cannot be converted to 115VAC by the ATU L1 to power the 115VAC L1 busbar. In this case, the controller can control the L1 ATR, L2 ATR interconnect relays to close, thereby causing the 115VAC L2 busbar to power the 115VAC L1 busbar, while the other power paths remain unchanged.

[0086] FIG. 6 illustrates a RAT-only mode of operation 600 of the power system of the present application.

[0087] As shown in FIG. 6, in the RAT-only mode of operation, the generators GEN L1, GEN L2, GEN R1, GEN R2, and ASG are all failed. In this case, the controller can control the EGLC to close, thereby causing the electro-hydraulic hybrid RAT to access the electrical grid to power the emergency busbar 230VAC E and its downstream emergency paths.

[0088] As can be seen from FIGS. 2-6, the power system of the present application is capable of powering the aircraft not only in the normal mode of operation (when none of the components are failed), but also in the event of failure of one or more components of the power system.

[0089] FIG. 7 illustrates an exemplary flowchart of a method 700 of powering an aircraft using the power system of the present application.

[0090] As shown in FIG. 7, the method 700 begins at step 705. At step 705, it is determined whether each component of the power system is operating normally.

[0091] At step 710, the aircraft is powered in the event that each component is determined to be operating normally.

[0092] At step 715, it is detected whether a component of the power system has failed during the powering of the aircraft.

[0093] In some implementations, the power system can determine whether a component has failed by actively detecting each component of the power system. For example, the power system can include a detection module to detect whether each component has failed.

[0094] In some implementations, the power system can passively detect each component of the power system. For example, the power system can receive information regarding a component failure and determine that the component has failed based on receiving the information.

[0095] At step 720, in the event that a component is detected to have failed, the power system is caused to use the components that have not failed to maintain the powering of the aircraft.

[0096] In some cases, if the failed element is not involved in the current power supply, the power supply system is caused to maintain the current element for power supply.

[0097] For example, in the normal working mode, the ASG is not involved in the power supply. If the ASG fails in this case, since the ASG is in the non-working state and is not involved in the current power supply, the power supply system can maintain the current element for power supply.

[0098] In some cases, if the failed element is in the current power supply loop, the power supply system is caused to switch to use the non-failed element for power supply of the aircraft.

[0099] For example, in the case of failure of the GEN L1, the power supply system can switch to use the ASG (assuming that the ASG is not failed) for power supply of the aircraft.

[0100] In other words, in the case of detecting failure of an element in the power supply system, it can be first determined whether the failed element is involved in the current power supply, and then based on the determination result, it is determined whether the power supply system is caused to maintain the current element for power supply or switch the used element.

[0101] In addition, in some implementations, it can be detected whether an element in the power supply system fails and the severity of the failure, rather than merely detecting whether the element fails. In such implementations, in the case of detecting failure of an element in the power supply system, if the element is involved in the current power supply, the severity of the failure can be further determined, and based on the determined severity, it is determined whether to continue using the current element or switch. For example, if a certain element (for example, the autotransformer ATU L1) is involved in the current power supply and it is detected that the ATU L1 fails during power supply, it can be first determined the severity of the failure. If the failure is relatively slight and does not affect the basic operation of the ATU L1, the ATU L1 can be continued to be used for power supply without switching. On the contrary, if the failure is relatively serious, switching (i.e., using other elements for power supply) can be performed. In this way, the frequency of switching of the power supply system can be reduced.

[0102] The detailed description set forth above in connection with the appended drawings describes examples and does not represent all of the examples that can be implemented or that are within the scope of the claims. The terms "example" and "exemplary" used herein indicate "serving as an example, instance, or illustration," and not "preferred over other examples." The detailed description includes

[0103] Reference throughout this specification to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the application. Thus, the appearances of the phrases "in one embodiment" or "in an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments.

[0104] The previous description is provided to enable any person skilled in the art to practice the various aspects described herein. Various modifications to these aspects will be readily apparent to those skilled in the art, and the generic principles defined herein can be applied to other aspects. Thus, the claims are not intended to be limited to the aspects shown herein, but is to be accorded the full scope consistent with the language claims, wherein reference to an element in the singular is not intended to mean "one and only one" unless specifically so stated, but rather "one or more." Unless specifically stated otherwise, the term "some" refers to one or more. All structural and functional equivalents to the elements of the various aspects described throughout this disclosure that enable a person skilled in the art to practice the application are

[0105] It should also be noted that these embodiments can be described as a process which is depicted as a flowchart, a flow diagram, a structure diagram, or a block diagram. Although a flowchart can describe the operations as a sequential process, many of the operations can be performed in parallel, or concurrently, or in any suitable order. In addition, the order of the operations can be re-arranged.

[0106] While various embodiments have been illustrated and described, it will be understood that the embodiments are not limited to the precise configuration and components illustrated and described herein. Various modifications, substitutions, and alterations to the devices disclosed herein can be made by those of ordinary skill in the art without departing from the scope of the claims.

Claims

1. A power system for an aircraft, comprising: Multiple main generators located in the left and right aisles; The Auxiliary Power Unit (APU) located in the right channel starts the generator (ASG) to provide power in the event of a failure of the main generator; Multiple transformer rectifiers (TRUs) located in the left, right, and emergency channels; Multiple autotransformers (ATUs) located in the left, right, and emergency passageways; and Ram air turbine (RAT) located in the emergency exit.

2. The power supply system according to claim 1, wherein, The multiple main generators include four main generators, with two main generators in each of the left and right channels, and each main generator is used to provide 230V three-phase AC power.

3. The power supply system according to claim 1, wherein, The multiple TRUs include 3 TRUs, with 1 TRU each for the left channel, right channel and emergency channel, and each TRU is used to provide 28V DC power.

4. The power supply system according to claim 1, wherein, The multiple ATUs include 5 ATUs, with 2 ATUs each in the left and right channels and 1 ATU in the emergency channel. Each ATU is used for conversion between 115V and 230V three-phase AC power.

5. The power supply system according to claim 1, wherein, The RAT includes an electro-hydraulic hybrid RAT.

6. The power system according to claim 1 further includes a plurality of batteries located in the left channel, the right channel and the emergency channel.

7. The power supply system according to claim 1 further includes a plurality of busbars for connecting various components of the power supply system.

8. The power supply system according to claim 7, wherein, The plurality of busbars includes the following: Standard 230V AC busbar; Important 230V AC busbar; A standard 115V AC busbar; Important 115V AC busbar; Single-phase 115V AC busbar; A standard 28V DC busbar; Important 28V DC busbar; and Battery direct bus bar.

9. The power supply system according to claim 1 further includes a contactor for controlling the on / off state of various components in the power supply system.

10. The power supply system according to claim 1 further includes an inverter for converting direct current into alternating current.

11. The power system of claim 1, further comprising a fail-safe module configured to: when one or more components in the power system fail, cause the power system to use unfailed components to maintain power supply to the aircraft.

12. A method for supplying power to an aircraft using the power system of any one of claims 1 to 11, comprising: Determine whether each component of the power system is functioning properly; Power is supplied to the aircraft after confirming that all components are functioning properly. During the power supply process, detect whether any component in the power system has failed; as well as If a component failure is detected, the power system shall use the unfailed component to maintain power supply to the aircraft.

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