Aircraft DC Power Bus Segmentation for Weight Reduction
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Solution Overview
Problem
Aircraft electric power systems face challenges in supplying large currents efficiently, leading to increased weight and size due to the need for large power units and extensive power distribution, which hampers weight reduction efforts and reliability.
Innovation Solution
The implementation of a DC power supply system with multiple power sources, including engine-driven main power units and electricity storage devices, connected via a smart grid configuration, allowing for efficient power distribution and reduction in line losses, and utilizing flywheel batteries for energy storage and conversion.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Power
If a large power unit is used to generate large current for starting electric motors, then the required current can be supplied, but the gross weight of the airframe increases
Solution Approach 1:
The power supply system is segmented into multiple independent power units (main power unit and auxiliary power unit) instead of using a single large power unit. Each unit has a smaller capacity, allowing the system to supply large current when needed while keeping individual unit sizes and weights reduced.
Solution Approach 2:
Multiple power units are merged into a unified power supply system that can operate independently or in combination. The main power unit and auxiliary power unit can work together to supply large current during motor starting, while individually they maintain smaller sizes and weights.
2Power
If buses with large cross-sectional area are used to distribute large current to electric motors, then the current distribution capability is improved, but the device complexity and weight increase
Solution Approach 1:
The power distribution system is segmented into multiple buses (first bus and second bus) with different functions. The first bus distributes power during normal operation, while the second bus is activated during high-current需求的 starting operations, allowing each bus to have optimized, smaller cross-sectional areas.
Solution Approach 2:
The bus configuration is made dynamic through switching means that can reconfigure the power distribution path. During motor starting, the switching means connects the auxiliary power unit to the second bus, creating an optimized current distribution path that reduces the required cross-sectional area compared to a static large-capacity bus system.
3Device complexity
If a single power unit is used to generate all required current, then the system is simple, but the power unit size must be large to handle peak current demands
Solution Approach 1:
The power supply function is segmented between a main power unit for normal operation and an auxiliary power unit for peak current demands. This segmentation allows each unit to be sized appropriately for its specific function rather than one unit being oversized to handle all scenarios.
Solution Approach 2:
The auxiliary power unit serves multiple functions: it can supply power during motor starting, can be connected to different buses through switching means, and can operate independently or in conjunction with the main power unit, providing a versatile solution that reduces overall system size.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This configuration enables reliable and efficient power supply to aircraft loads, reducing the size and weight of power units, enhancing reliability, and minimizing line losses, while allowing for stable voltage regulation and efficient energy use.
Implementation Method 1
utilizing flywheel batteries for energy storage and conversion
Implementation Method 2
another of the power supply devices includes an electricity storage device capable of storing and discharging electricity
Data Source
Figure 1
Figure 2
Figure 3
AI summary
An aircraft electric power system (1, 1A) provided in an aircraft (100) includes a predetermined DC power supply bus (11, 14) for supplying electric power to a load (31, 41, 41', 51). The DC power supply bus (11, 14) is configured to always be connected to two or more types of power supply devices (21, 22, 23, 27) as e.g. a main power unit (21, 22,23) driven by an enginge (103L, 103R) for applying a thrust force to the aircraft or another power supply device (27,27a) including an electricity storaghe device (27,27a).