IP Library › Granted Patent US 12,301,002
Granted Patent B2
US 12,301,002 · App. 17/896,252 · Granted May 13, 2025

Power dispatch control system for multiple power generation sources

Inventors: Honggang Wang (Clifton Park, NY); Sumit Bose (Niskayuna, NY)
Assignee: General Electric Company
H02J3/003B64D27/24H02J3/007
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Quick Facts
Patent No.
US 12,301,002
App. No.
17/896,252
Granted
May 13, 2025
Kind
B2
Abstract

A power generation system for an aircraft includes a first power source, a second power source, and a power dispatch module communicatively coupled with the first and second power sources. The power dispatch module includes a controller having one or more processors configured to perform a plurality of operations, including but not limited to receiving a plurality of loading data associated with the power generation system, predicting a future power demand due to future load changes using the loading data, determining first and second power setpoints for the first and second power sources, respectively, based on the future power demand due to the future load changes, and controlling first and second power outputs of the first and second power sources based on the first and second power setpoints such that the future power demand of the power generation system is shared by the first and second power sources.

Claims (42)

1. A method of operating a power generation system for an aircraft, comprising:

receiving, via a power dispatch module, a power demand for the power generation system;

receiving, via the power dispatch module, an indication that a first power source of the power generation system is unable to meet the power demand;

receiving, via the power dispatch module, a plurality of loading data associated with the power generation system;

determining, via the power dispatch module, a first power setpoint for the first power source of the power generation system using, at least, the plurality of loading data;

determining, via the power dispatch module, a second power setpoint for a second power source of the power generation system using, at least, the plurality of loading data; and

controlling first and second power outputs of the first and second power sources via a first actuator and a second actuator of the first and second power sources based on the first and second power setpoints such that the future power demand of the power generation system is shared by the first and second power sources.

2. The method of claim 1 , wherein the plurality of loading data comprises at least one of historical loading data, current loading data, ambient data, passenger data of the aircraft, or weather forecast data.

3. The method of claim 1 , wherein determining the second power setpoint for the second power source of the power generation system using, at least, the plurality of loading data further comprises:

determining the second power setpoint for the second power source of the power generation system using the plurality of loading data and asset data.

4. The method of claim 3 , wherein the asset data comprises at least one of a cable impedance of at least one of the first power source and the second power source, an electrical conversion efficiency of the first power source and the second power source, a mission profile of the aircraft, one or more abnormal conditions of the first power source and the second power source, health data relating to at least one of the first power source and the second power source, and automatic reconfiguration benefits of the first power source and the second power source.

5. The method of claim 1 , further comprising using droop-based power allocation as a baseline for sharing the power demand before receiving the indication that the first power source of the power generation system is unable to meet the power demand.

6. The method of claim 1 , wherein the first power source is one of an electric machine mechanically coupled with a gas turbine engine or a fuel cell assembly and the second power source is a standalone power source.

7. The method of claim 6 , wherein the standalone power source comprises one of another fuel cell assembly, a battery, an auxiliary power unit (APU), or an engine-driven generator.

8. The method of claim 6 , wherein the standalone power source is sized for a power rating of about 30% more than the power demand.

9. A method of operating a power generation system for an aircraft, comprising:

receiving an initial power demand for the power generation system;

using droop-based power allocation for sharing the initial power demand between a first power source and a second power source of the power generation system;

predicting, via a power dispatch module, a future power demand due to future load changes using, at least, a plurality of loading data;

determining, via the power dispatch module, first and second power setpoints for the first and second power sources, respectively, based on the future power demand due to the future load changes; and

upon receiving an indication that either of the first power source or the second power source is unable to meet the future power demand, controlling a first power output of the first power source via a first actuator of the first power source and a second power output of the second power source via a second actuator of the second power source, based on the first and second power setpoints to meet respective portions of the future power demand such that the future power demand of the power generation system is shared by the first and second power sources.

10. The method of claim 9 , wherein the plurality of loading data comprises at least one of historical loading data, current loading data, ambient data, passenger data of the aircraft, or weather forecast data.

11. The method of claim 9 , wherein predicting the future power demand due to the future load changes using, at least, the plurality of loading data further comprises:

predicting the future power demand due to the future load changes using the plurality of loading data and asset data.

12. The method of claim 11 , wherein the asset data comprises at least one of a cable impedance of at least one of the first power source and the second power source, an electrical conversion efficiency of the first power source and the second power source, a mission profile of the aircraft, one or more abnormal conditions of the first power source and the second power source, health data relating to at least one of the first power source and the second power source, and automatic reconfiguration benefits of the first power source and the second power source.

13. The method of claim 9 , wherein the first power source is an electric machine mechanically coupled with a gas turbine engine and the second power source is a fuel cell assembly.

14. The method of claim 13 , wherein the fuel cell assembly is sized for a power rating of about 30% more than the initial power demand.

15. A power generation system for an aircraft, the power generation system comprising:

a first power source having a first actuator;

a second power source having a second actuator; and

a power dispatch module communicatively coupled with the first and second power sources, the power dispatch module comprising a controller having one or more processors configured to perform a plurality of operations, the plurality of operations comprising:

receiving a plurality of loading data associated with the power generation system;

predicting a future power demand due to future load changes using, at least, the plurality of loading data;

determining first and second power setpoints for the first and second power sources, respectively, based on the future power demand due to the future load changes; and

controlling first and second power outputs of the first and second power sources via the first actuator and the second actuator of the first and second power sources based on the first and second power setpoints such that the future power demand of the power generation system is shared by the first and second power sources.

16. The power generation system of claim 15 , wherein the plurality of loading data comprises at least one of historical loading data, current loading data, ambient data, passenger data of the aircraft, or weather forecast data.

17. The power generation system of claim 15 , wherein predicting the future power demand due to the future load changes using, at least, the plurality of loading data further comprises:

predicting the future power demand due to the future load changes using the plurality of loading data and asset data.

18. The power generation system of claim 17 , wherein the asset data comprises at least one of a cable impedance of at least one of the first power source and the second power source, an electrical conversion efficiency of the first power source and the second power source, a mission profile of the aircraft, one or more abnormal conditions of the first power source and the second power source, health data relating to at least one of the first power source and the second power source, and automatic reconfiguration benefits of the first power source and the second power source.

19. The power generation system of claim 15 , further comprising:

receiving an initial power demand for the power generation system; and using droop-based power allocation as a baseline for sharing the initial power demand among the first and second power sources.

20. The power generation system of claim 15 , wherein the first power source is an electric machine mechanically coupled with a gas turbine engine and the second power source is a fuel cell assembly.

Assignments (1)
ASSIGNMENT OF ASSIGNOR'S INTEREST Recorded Aug 26, 2022
From: WANG, HONGGANG; BOSE, SUMIT
To: GENERAL ELECTRIC COMPANY
Reel/Frame 060909/0829 →
Continuity (1)
Related Publication 20240072538A1 · Feb 29, 2024
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