Electrical distribution system for an aircraft

Abstract

Electrical distribution system for an aircraft comprising at least one electrical supply path comprising at least one power unit capable of opening or closing the connection between at least one electrical energy source and at least one device of the aircraft. The system comprises protection cards (2b, 2n) each comprising at least two microcontrollers each capable of sending a command to each power unit of the electrical supply paths protected by each protection card and, among the set of microcontrollers of the protection cards, at least two microcontrollers are provided with a communication and computation function with all of the microcontrollers of the protection cards (2b, 2n).

Claims

1. Electrical distribution system for an aircraft comprising at least one electrical supply path comprising at least one power unit capable of opening or closing the connection between at least one electrical energy source and at least one device of the aircraft, characterized in that it comprises protection cards (2b, 2n) each comprising at least two microcontrollers each capable of sending a command to each power unit of the electrical supply paths protected by each protection card, and among the set of microcontrollers of the protection cards, at least two microcontrollers are provided with a communication and computation function with all of the microcontrollers of the protection cards (2b, 2n).

2. System according to claim 1, characterized in that the microcontrollers provided with a communication and computation function can be disposed on a same protection card (8), the microcontrollers provided with a communication and computation function each having an interface with an aircraft bus (3a, 3b).

3. System according to claim 1, characterized in that the microcontrollers provided with a communication and computation function can be disposed on different protection cards (8a, 8b), the microcontrollers provided with a communication and computation function each having an interface with an aircraft bus (3a, 3b).

4. System according to claim 1, characterized in that the microcontrollers provided with a communication and computation function are disposed on at least one protection card each connected to a daughter board comprising the interfaces with the aircraft bus.

5. System according to claim 4, characterized in that it comprises at least two slots capable of receiving a protection card, each slot comprising electrical supplies and data connections allowing the functioning of the inserted protection card, the daughter board being connected and disposed integral with a protection card slot.

6. System according to claim 4, characterized in that the daughter board is connected and disposed in such a way that it is integral with a protection card.

7. System according to claim 1, characterized in that it comprises at least two slots capable of receiving a protection card, each slot comprising electrical supplies and data connections allowing the functioning of the card, the protection cards comprising microprocessors provided with a communication and computation function are protection cards configured to have the communication and computation function when they are disposed in a predetermined protection card slot.

8. System according to claim 2, characterized in that the microcontrollers provided with a communication and computation function are disposed on a same protection card concentrating all of the information coming from the aircraft bus and from the discrete inputs of all the protection cards of the system, the microcontrollers being capable of calculating all the commands of the power units of the protection cards (2b, 2n) via the internal bus.

9. System according to claim 1, characterized in that the microcontrollers of each protection card receive information coming from the discrete inputs directly connected to each protection card, the microcontrollers being capable of determining and sending the commands of the power units as a function of the information coming from the discrete inputs read.

10. System according to claim 1, characterized in that the microcontrollers of each protection card can receive information coming from the discrete inputs directly connected to each protection card, the microcontrollers being capable either of determining and sending the commands of the power units as a function of the information coming from the discrete inputs read, or of receiving commands calculated by at least one protection card comprising microcontrollers provided with a communication function.

Description

DESCRIPTION OF THE DRAWINGS

(1) Other purposes, features and advantages of the invention will become apparent on reading the following description, given solely by way of non-limiting example and with reference to the appended drawings in which:

(2) FIG. 1 shows a secondary distribution system according to the prior art,

(3) FIG. 2 shows the principal elements of a protection card having two microprocessors,

(4) FIG. 3 shows a distribution system without a communication and computation card,

(5) FIG. 4 shows a distribution system comprising redundant EDMU functions and the connection to the aircraft bus on two protection cards,

(6) FIG. 5 shows the principal elements of a protection card integrating the EDMU function,

(7) FIG. 6 shows a distribution system comprising redundant EDMU functions and additional internal communication busses.

DETAILED DESCRIPTION

(8) The current evolution in the structures of protection cards from now on makes it possible to envisage replacing the microprocessors utilised up to now unitarily for each protected path (that is to say, for example, 16 microprocessors for one 16 way protection card), by a set of at least two microprocessors used for controlling all of the paths. FIG. 2 shows the principal elements of such a protection card. It can be seen that two redundant microprocessors (5a, 5b) control the control devices (6a, 6b, 6n) of the power units of the protected paths by the intermediary of means of determining commands to be transmitted (7a, 7b, 7n) capable of determining which microprocessor command must be transmitted. The microprocessors are each connected to means of measuring the state of the protected path and to the aircraft busses (4a, 4b).

(9) Such a protection card allows a substantial reduction of the umber of microprocessors used (with a saving of weight, volume and cost) and is made possible by the very substantial increase in the computing power of the most recent microprocessors.

(10) It is possible by taking advantage of the present day capabilities of microprocessors, and by carrying out some modifications, to develop this architecture in order to integrate the EDMU functions or communication and computation functions of the electrical distribution system within a protection card. It is then possible to dispense with the presence of separate communication and computation cards.

(11) A distribution system without a communication and computation card is shown in FIG. 3. It can be seen that, unlike the architecture shown in FIG. 1, the communication and computation cards have been eliminated. Moreover, the aircraft busses (3a, 3b) are directly connected to a first protection card comprising the EDMU function, referenced 8, the first protection card comprising the EDMU function 8 being connected to the other protection cards (2b, 2n) by at least one internal bus (4a, 4b).

(12) The two microprocessors of the protection card comprising the EDMU function are used, in order to provide availability equivalent to that of distribution systems using separate communication and computation cards.

(13) It is also possible to provide redundancy for the EDMU functions and the connection to the aircraft bus on two protection cards. FIG. 4 shows such an embodiment. It can be seen that, unlike the distribution system shown in FIG. 3, the present system comprises two protection cards comprising the EDMU function, referenced 8a and 8b, each connected to an aircraft bus, referenced 3a and 3b respectively. The two protection cards comprising the EDMU function are connected to the other protection cards (2b, 2n) by at least one internal bus (4a, 4b).

(14) In this case, on each protection card comprising the EDMU function, only the processor onto which the aircraft bus is connected is used for the EDMU function.

(15) This system has the advantage of carrying out the EDMU function on two physically separate cards, which eliminates any common point (connector, printed circuit, power supply) the failure of which could make the whole system unavailable.

(16) A protection card integrating the EDMU function is shown in FIG. 5. In comparison with FIG. 2, it can be seen that there has been added a first interface 9a of the first microprocessor 5a with an aircraft bus 3a and a second interface 9b of the second microprocessor 5b with another aircraft bus 3b.

(17) In this case, all of the EDMU functions are transferred onto the protection card. This corresponds to the architecture of the system shown in FIG. 3.

(18) Moreover, the protection cards dialog with the microprocessors of the protection card integrating the EDMU functions like they do with separate communication and computation cards. In other words, the protection cards dialog with the EDMU functions executed by the first processor 5a of the protection card integrating the EDMU functions, then with the second processor 5b of the protection card integrating the EDMU functions in the case of failure of the first processor 5a.

(19) In the case where all of the EDMU functions are transferred onto two separate protection cards, there is added, in comparison to FIG. 2, a single interface 9 between one of the two microprocessors 5a, 5b and at least one of the aircraft busses 3a, 3b. Such a case is not shown. It corresponds however to the architecture of the system shown in FIG. 4.

(20) The EDMU function is executed in each of the first microprocessors 5a of each protection card integrating the EDMU functions. The protection cards dialog with the first microprocessor of the first protection card integrating the EDMU functions then with the first processor of the second protection card integrating the EDMU functions in the case of failure of the first processor of the first protection card integrating the EDMU functions.

(21) In all cases, there is also added a discrete input interface 10 to the microprocessors supporting the EDMU functions. Each protection card integrating the EDMU functions thus receives a portion of the discrete inputs (DSI) necessary for the system.

(22) The interface 9a, 9b with the aircraft bus (3a, 3b), depending on its complexity and its cost, can be installed on all of the cards, whether they are protection cards (2a, 2b, 2n) or protection cards integrating the EDMU functions (8a, 8b). In this case, these cards are identical, the card or cards integrating the EDMU functions is determined by its position in the rack of cards. In other words, the protection cards integrating the EDMU functions (8a, 8b) are conFIGUREd by “pin-programming”. The “pin-programming” corresponds to an identification and then a programming of the card when it is inserted in a predefined card slot. In the present case, the identification of the card or cards integrating the EDMU functions activates the EDMU functions present on the card. Only the protection card functions are activated for this same card if it does not have this identification. The card slot can de disposed on a mother board among other card slots.

(23) This method is chosen in the case where the interface with the aircraft bus can be integrated in the microprocessor of the protection card at very low cost. This is the case when the bus is of the CAN or SCI type and is integrated in the microprocessor. This is also the case when the microprocessor has a double core making it possible to dedicate one core to the SSPC function and one core to the communication function (ARINC 429 emulation, software stack able to support the Ethernet protocol).

(24) The interface 9a, 9b with the aircraft bus (3a, 3b), depending on its complexity and its cost, can be added onto one of the protection cards in the form of a daughter board. The protection card thus equipped assumes the EDMU function. The protection card integrating the EDMU functions is a standard protection card equipped with a communication module (factory fitted). It therefore has a dedicated reference. The protection card integrating the EDMU functions is recognized by the presence of the communication module and/or by pin-programming. The daughter board can be connected either directly to a protection card which thus assumes the EDMU function, or to a protection card slot, for example a card slot on a mother board, in such a way that a protection card inserted in this slot assumes the EDMU function. In this latter case, the mother board provides the connection of the signals between the daughter board and the protection card. These signals are the power supplies of the daughter board and the dialog signals between the communication function of the daughter board and the microcontroller of the protection card.

(25) This system is chosen in the case where the interface with the aircraft bus represents a crippling cost for a systematic installation in all of the protection cards. This is the case, for example, when the bus is of the ARINC 429 type necessitating a dedicated and expensive circuit. This is also the case when the bus is of the AFDX type necessitating a dedicated and expensive circuit. In this case, it is a matter of a dedicated processor combining a DSP, an Ethernet interface and an AFDX software stack, the dedicated processor being combined with a dedicated avionic circuit.

(26) The interface (9a, 9b) with the aircraft bus (3a, 3b), depending on its complexity and its cost, can be added (in mini-mezzanine style) on the mother board of the rack which houses the SSPC. All of the protection cards are therefore identical. The protection card integrating the EDMU functions is recognized by the presence of the communication module and/or by pin-programming.

(27) This system is chosen in the case where the interface with the aircraft bus represents a crippling cost for a systematic installation in all of the protection cards. This is the case, for example, when the bus is of the ARINC 429 type necessitating a dedicated and expensive circuit. This is also the case when the mezzanine added to the rack must contain the minimum of components in order to be very compact and therefore contains only the communication circuit. The software management then remains provided by the microprocessor of the protection card.

(28) The EDMU functions are therefore distributed over the set of protection cards as follows:

(29) TABLE-US-00001 Communication with the aircraft via Protection card with EDMU an aircraft bus function Acquisition of discrete inputs From protection card to protection card with EDMU function Communication with the protection Between protection card and cards via an internal bus protection card with EDMU function Calculation of commands from the Protection card or protection card discrete inputs and/or from the data with EDMU function received on the aircraft bus Sending of commands Protection card with EDMU function Reading the states of the protection From protection card to protection cards card with EDMU function Programming the protection cards From protection card with EDMU function to protection card

(30) In the case of the calculation of the commands from the discrete inputs and/or from the data received on the aircraft bus and of sending the commands, two solutions can be envisaged.

(31) In a first embodiment, the protection card integrating the EDMU functions concentrates all of the information, coming from the aircraft bus and from the discrete inputs of all the protection cards of the system, calculates all of the commands and sends them to the protection cards via the internal bus.

(32) In a second embodiment, each protection card reads the information coming from the discrete inputs directly connected to each protection card, determines and sends the commands of the power units as a function of the information coming from the discrete inputs read.

(33) In a third embodiment, each protection card reads the information coming from discrete inputs directly connected to each protection card. Each card can either determine the commands of the power units as a function of the information coming from the discrete inputs read or receive commands calculated by at least one protection card provided with the EDMU function.

(34) Moreover, the protection card integrating the EDMU functions manages at least one internal communication bus (4a, 4b).

(35) The internal communication bus (4a, 4b) comprises a minor cycle and a major cycle.

(36) During each minor cycle, the protection card integrating the EDMU functions sends the command for a given protection card and in return receives the information relating to the said card.

(37) A major cycle is completed at the end of (n−1) minor cycles, where n represents the number of protection cards connected to the internal bus.

(38) At the end of the major cycle, the protection card integrating the EDMU functions calculates all of the commands for the next cycle.

(39) The sequence is as follows for an internal bus of the CAN type having a data rate of 500 Kbits/s and comprising eight protection cards, that is to say one protection card integrating the EDMU functions and seven standard protection cards.

(40) Each minor cycle lasts for 3 ms. The major cycle lasts for 21 ms.

(41) The sending of a message lasts for 0.3 ms.

(42) The sending of the command from the protection card integrating the EDMU functions to a protection card necessitates a CAN message, that is to say 0.3 ms.

(43) The sending of the return data from a protection card to the protection card integrating the EDMU functions necessitates four CAN messages CAN, that is to say 1.2 ms.

(44) The dialog is repeated seven times, since the protection card integrating the EDMU functions des not need to dialog with itself over the internal bus.

(45) In the example, the response time between the request for activation of an SSPC by discrete input and the actual activation requires about 40 ms. At t=0 ms, it can be seen that there is an activation of one input on the eighth protection card. At t=18.3 ms, there is a reading by the protection card integrating the EDMU functions of the inputs of the eighth protection card. At t=21 ms, there is a calculation of the SSPC commands. At t=39 ms, there is a sending of a command to the eighth protection card. At t=39.3 ms, there is application of the command by the eighth protection card 8.

(46) TABLE-US-00002 0 0.3 3 3.3 6 8.3 9 9.3 12 12.3 15 15.3 18 18.3 SSPC1 Cmd Cmd Cmd Cmd Cmd Cmd Cmd EDMU SSPC2 SSPC3 SSPC4 SSPC5 SSPC6 SSPC7 SSPC8 SSPC2 Data SSPC2 SSPC3 Data SSPC3 SSPC4 Data SSPC4 SSPC5 Data SSPC5 SSPC6 Data SSPC6 SSPC7 Data SSPC7 SSPC8 Data SSPC8

(47) This architecture is viable if the number of protection cards managed by a protection card integrating the EDMU functions is limited. If the protection card integrating the EDMU functions must mange a very large number of protection cards, there is a risk that the performance of the internal bus is inadequate for keeping to an acceptable response time. This time depends on each aircraft manufacturer. The times usually acceptable vary from 50 to 100 ms.

(48) In this case, more protection cards integrating the EDMU functions can be provided. This solution does not increase the total number of cards, but it necessitates redundancy of the aircraft bus interfaces for each cluster of protection cards integrating the EDMU functions connected to an internal bus.

(49) Each cluster of protection cards integrating the EDMU functions is independent, which is an advantage for safety because there is no common point subject to failure.

(50) Provision can also be made for the interface with the aircraft bus of the protection card integrating the EDMU functions to include additional busses, referenced 11a, 11b, 11c, 11d in FIG. 6, making it possible to manage more protection cards.

(51) The distribution system therefore has a unique interface with the aircraft bus and necessitates the use in the aircraft of the additional internal communication busses (CAN). Such a case is shown in FIG. 6.