AG
A. Gulam
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The design of all-electric aircraft (AEA) electrical distribution systems requires a balance between fault tolerance, protection selectivity, and powertrain mass. Existing studies commonly evaluate predefined architectures, which limits the number of alternative configurations that can be compared consistently. This thesis develops a parameterised, graph-based framework for systematically generating, evaluating, and ranking fault-tolerant AEA electrical distribution architectures.
The investigated propulsion system consists of eight 1.5 MW motors with a nominal propulsion demand of 12 MW. Candidate architectures vary the number of battery packs, connectors, busbars, and motor feeders, together with their protection arrangements. Following an imposed failure, a capacitated maximum-flow model determines the propulsion power that can still be delivered through the surviving network. Catastrophic minimal cut sets (MCSs) are evaluated up to second order and combined using a rare-event approximation. The same architecture is subsequently assessed using topology-dependent component-mass, cable-sizing, and physical-routing models. A configuration is considered feasible when at least 9.0 MW of propulsion power remains available, all relevant faults are successfully contained, Pcat ≤ 10⁻⁹ fh⁻¹, and the total powertrain mass remains below 42,000 kg.
Four custom architecture families are evaluated: 4B–4C–2Bus, 4B–4C–3Bus, 4B–4C–4Bus, and 8B–8C–4Bus. The results show that selective individual motor-feeder protection is required in the highest-ranked feasible configuration of every architecture family. The lowest-mass feasible configuration is the 4B–4C–4Bus one-phase architecture, with a total powertrain mass of 41,422.6 kg and Pcat = 9.038 × 10⁻¹¹ fh⁻¹. The 4B–4C–2Bus two-phase architecture provides the largest evaluated reliability margin, with Pcat = 3.169 × 10⁻¹¹ fh⁻¹ and a mass of 41,425.7 kg. The mass difference between these configurations is only 3.1 kg, while the latter achieves an approximately 2.85-times lower catastrophic failure probability.
The results demonstrate that increasing redundancy alone does not necessarily improve the architecture. Fault tolerance depends strongly on where redundant paths are introduced and whether protection can selectively isolate failed feeders while retaining healthy alternatives. The developed framework therefore provides a systematic method for comparing reliability–mass trade-offs during early-stage AEA architecture design, rather than a certification-level safety prediction or a unique globally optimal architecture. ...
The investigated propulsion system consists of eight 1.5 MW motors with a nominal propulsion demand of 12 MW. Candidate architectures vary the number of battery packs, connectors, busbars, and motor feeders, together with their protection arrangements. Following an imposed failure, a capacitated maximum-flow model determines the propulsion power that can still be delivered through the surviving network. Catastrophic minimal cut sets (MCSs) are evaluated up to second order and combined using a rare-event approximation. The same architecture is subsequently assessed using topology-dependent component-mass, cable-sizing, and physical-routing models. A configuration is considered feasible when at least 9.0 MW of propulsion power remains available, all relevant faults are successfully contained, Pcat ≤ 10⁻⁹ fh⁻¹, and the total powertrain mass remains below 42,000 kg.
Four custom architecture families are evaluated: 4B–4C–2Bus, 4B–4C–3Bus, 4B–4C–4Bus, and 8B–8C–4Bus. The results show that selective individual motor-feeder protection is required in the highest-ranked feasible configuration of every architecture family. The lowest-mass feasible configuration is the 4B–4C–4Bus one-phase architecture, with a total powertrain mass of 41,422.6 kg and Pcat = 9.038 × 10⁻¹¹ fh⁻¹. The 4B–4C–2Bus two-phase architecture provides the largest evaluated reliability margin, with Pcat = 3.169 × 10⁻¹¹ fh⁻¹ and a mass of 41,425.7 kg. The mass difference between these configurations is only 3.1 kg, while the latter achieves an approximately 2.85-times lower catastrophic failure probability.
The results demonstrate that increasing redundancy alone does not necessarily improve the architecture. Fault tolerance depends strongly on where redundant paths are introduced and whether protection can selectively isolate failed feeders while retaining healthy alternatives. The developed framework therefore provides a systematic method for comparing reliability–mass trade-offs during early-stage AEA architecture design, rather than a certification-level safety prediction or a unique globally optimal architecture. ...
The design of all-electric aircraft (AEA) electrical distribution systems requires a balance between fault tolerance, protection selectivity, and powertrain mass. Existing studies commonly evaluate predefined architectures, which limits the number of alternative configurations that can be compared consistently. This thesis develops a parameterised, graph-based framework for systematically generating, evaluating, and ranking fault-tolerant AEA electrical distribution architectures.
The investigated propulsion system consists of eight 1.5 MW motors with a nominal propulsion demand of 12 MW. Candidate architectures vary the number of battery packs, connectors, busbars, and motor feeders, together with their protection arrangements. Following an imposed failure, a capacitated maximum-flow model determines the propulsion power that can still be delivered through the surviving network. Catastrophic minimal cut sets (MCSs) are evaluated up to second order and combined using a rare-event approximation. The same architecture is subsequently assessed using topology-dependent component-mass, cable-sizing, and physical-routing models. A configuration is considered feasible when at least 9.0 MW of propulsion power remains available, all relevant faults are successfully contained, Pcat ≤ 10⁻⁹ fh⁻¹, and the total powertrain mass remains below 42,000 kg.
Four custom architecture families are evaluated: 4B–4C–2Bus, 4B–4C–3Bus, 4B–4C–4Bus, and 8B–8C–4Bus. The results show that selective individual motor-feeder protection is required in the highest-ranked feasible configuration of every architecture family. The lowest-mass feasible configuration is the 4B–4C–4Bus one-phase architecture, with a total powertrain mass of 41,422.6 kg and Pcat = 9.038 × 10⁻¹¹ fh⁻¹. The 4B–4C–2Bus two-phase architecture provides the largest evaluated reliability margin, with Pcat = 3.169 × 10⁻¹¹ fh⁻¹ and a mass of 41,425.7 kg. The mass difference between these configurations is only 3.1 kg, while the latter achieves an approximately 2.85-times lower catastrophic failure probability.
The results demonstrate that increasing redundancy alone does not necessarily improve the architecture. Fault tolerance depends strongly on where redundant paths are introduced and whether protection can selectively isolate failed feeders while retaining healthy alternatives. The developed framework therefore provides a systematic method for comparing reliability–mass trade-offs during early-stage AEA architecture design, rather than a certification-level safety prediction or a unique globally optimal architecture.
The investigated propulsion system consists of eight 1.5 MW motors with a nominal propulsion demand of 12 MW. Candidate architectures vary the number of battery packs, connectors, busbars, and motor feeders, together with their protection arrangements. Following an imposed failure, a capacitated maximum-flow model determines the propulsion power that can still be delivered through the surviving network. Catastrophic minimal cut sets (MCSs) are evaluated up to second order and combined using a rare-event approximation. The same architecture is subsequently assessed using topology-dependent component-mass, cable-sizing, and physical-routing models. A configuration is considered feasible when at least 9.0 MW of propulsion power remains available, all relevant faults are successfully contained, Pcat ≤ 10⁻⁹ fh⁻¹, and the total powertrain mass remains below 42,000 kg.
Four custom architecture families are evaluated: 4B–4C–2Bus, 4B–4C–3Bus, 4B–4C–4Bus, and 8B–8C–4Bus. The results show that selective individual motor-feeder protection is required in the highest-ranked feasible configuration of every architecture family. The lowest-mass feasible configuration is the 4B–4C–4Bus one-phase architecture, with a total powertrain mass of 41,422.6 kg and Pcat = 9.038 × 10⁻¹¹ fh⁻¹. The 4B–4C–2Bus two-phase architecture provides the largest evaluated reliability margin, with Pcat = 3.169 × 10⁻¹¹ fh⁻¹ and a mass of 41,425.7 kg. The mass difference between these configurations is only 3.1 kg, while the latter achieves an approximately 2.85-times lower catastrophic failure probability.
The results demonstrate that increasing redundancy alone does not necessarily improve the architecture. Fault tolerance depends strongly on where redundant paths are introduced and whether protection can selectively isolate failed feeders while retaining healthy alternatives. The developed framework therefore provides a systematic method for comparing reliability–mass trade-offs during early-stage AEA architecture design, rather than a certification-level safety prediction or a unique globally optimal architecture.
This thesis explores the design and implementation of a Human Machine Interface (HMI) and microcontroller system for the Wrepair Powerstation, a charging and data transfer station for smart devices. The project focuses on developing an intuitive touchscreen interface for real-time monitoring and control of power allocation across multiple USB-C ports. The system allows users to adjust the power output of each port while respecting the limitations of connected devices and the overall power budget of the charging station.
The adjustable power allocation system improves the user experience by enabling users to prioritize certain devices for faster charging. This optimization enhances charging efficiency and provides greater flexibility in managing power distribution among connected devices.
The thesis also discusses the selection and integration of a suitable microcontroller to manage communication between power delivery modules, the touchscreen display, and other system components. The goal is to create a user-friendly and reliable Powerstation that meets the needs of professionals in the electronics repair industry. ...
The adjustable power allocation system improves the user experience by enabling users to prioritize certain devices for faster charging. This optimization enhances charging efficiency and provides greater flexibility in managing power distribution among connected devices.
The thesis also discusses the selection and integration of a suitable microcontroller to manage communication between power delivery modules, the touchscreen display, and other system components. The goal is to create a user-friendly and reliable Powerstation that meets the needs of professionals in the electronics repair industry. ...
This thesis explores the design and implementation of a Human Machine Interface (HMI) and microcontroller system for the Wrepair Powerstation, a charging and data transfer station for smart devices. The project focuses on developing an intuitive touchscreen interface for real-time monitoring and control of power allocation across multiple USB-C ports. The system allows users to adjust the power output of each port while respecting the limitations of connected devices and the overall power budget of the charging station.
The adjustable power allocation system improves the user experience by enabling users to prioritize certain devices for faster charging. This optimization enhances charging efficiency and provides greater flexibility in managing power distribution among connected devices.
The thesis also discusses the selection and integration of a suitable microcontroller to manage communication between power delivery modules, the touchscreen display, and other system components. The goal is to create a user-friendly and reliable Powerstation that meets the needs of professionals in the electronics repair industry.
The adjustable power allocation system improves the user experience by enabling users to prioritize certain devices for faster charging. This optimization enhances charging efficiency and provides greater flexibility in managing power distribution among connected devices.
The thesis also discusses the selection and integration of a suitable microcontroller to manage communication between power delivery modules, the touchscreen display, and other system components. The goal is to create a user-friendly and reliable Powerstation that meets the needs of professionals in the electronics repair industry.