Aircraft Power Supply Network Segmentation for Fuel Reduction
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Solution Overview
Problem
Aircraft electrical power supply networks face inefficiencies due to increased power demands and the need for oversized engines to meet electrical needs, leading to fuel overconsumption and inconvenience during low engine speed conditions, such as landing.
Innovation Solution
A method for managing the electrical power supply network that utilizes an engine-class main power unit as the primary source under normal conditions, reserving the propulsion engine generator for emergency operations, thereby reducing engine load and fuel consumption, and employing redundant power groups to ensure continuous network supply.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Power
If the aircraft engine is used as the primary electrical power source under normal operating conditions, then the electrical power grid can meet its power demands, but the engine must be oversized leading to increased fuel consumption
Solution Approach 1:
The power supply system is segmented into two independent sources: a main engine-class power unit for normal operation and a propulsion engine generator for emergency backup. This segmentation allows each component to be optimized for its specific function, eliminating the need to oversize the propulsion engine for electrical power needs.
Solution Approach 2:
An engine-class main power unit is introduced as an intermediary power source that handles normal electrical power demands. This intermediary device relieves the propulsion engine from the burden of providing both propulsive and electrical power, allowing the propulsion engine to operate at optimal efficiency points.
2Power
If the aircraft engine RPM is increased during landing to meet electrical power demands, then the electrical power grid becomes sufficient, but fuel consumption increases
Solution Approach 1:
The engine-class main power unit serves as an intermediary that handles electrical power demands during all operating conditions including landing. This allows the propulsion engine to maintain optimal RPM for propulsive efficiency while the intermediary power unit meets electrical load requirements.
3Device complexity
If the propulsion engine generator is used as the primary power source, then the system is simpler, but the engine is under constant load reducing efficiency
Solution Approach 1:
The power supply function is segmented from the propulsion function. The engine-class main power unit handles electrical power generation independently, allowing the propulsion engine to operate without constant electrical load. This segmentation improves overall system efficiency despite adding one more component.
4Device complexity
If the aircraft uses a single power source for both propulsion and electrical power, then the system is simpler, but reliability decreases when the engine fails
Solution Approach 1:
The power supply system is segmented into independent sources: the engine-class main power unit for normal operation and the propulsion engine generator as emergency backup. This segmentation ensures that electrical power can be maintained even if propulsion fails, and vice versa.
Solution Approach 2:
The system incorporates beforehand cushioning by having the propulsion engine generator available as a pre-positioned backup power source. In the event of main power unit failure, the contactor system automatically or manually switches to the backup source, ensuring continuous electrical power supply.
Data Source
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AI summary
A method for managing an electric power network (1) of an aircraft, the power network (1) comprising at least one distribution bus arranged to supply electrical loads, at least one generator (G1, G2) of a propulsion engine of the aircraft, at least one main engine-class power unit (MPS1, MPS2), a plurality of contactors (C1-C18) designed to electrically connect the distribution buses with the propulsion engine generator (G1, G2) and/or the main power unit (MPS1, MPS2); and a management module designed to control the contactors (C1- C18), method in which, in normal operating conditions of the aircraft, the distribution bus is powered by the main engine-class power unit (MPS1, MPS2) and during the emergency operation of the aircraft, the distribution bus is powered by the propulsion engine generator (G1, G2).