Emergency energy reserve solution for battery electrified aircraft

Abstract

A power distribution control method employs a controllably powered-on and powered-off power distribution bus to control which aircraft systems receive power based on applicable operating modes. A method of controlling power distribution in an electrically powered vertical takeoff and landing aircraft includes receiving an operational mode indication identifying an operational mode. The operating mode is one of predetermined operating modes for the aircraft. Power distribution buses of the aircraft are controlled based on the operational mode indications to control each power distribution bus to be powered on or powered off.

Description

[0001] Related applications

[0002] This application claims the benefit under 35 U.S.C. §119(e) of U.S. Provisional Patent Application No. 63 / 439,413, filed on January 17, 2023, and entitled “Emergency Energy Reserve Solution for Battery Electrified Aircraft,” the disclosure of which is incorporated herein by reference in its entirety for all purposes. Background Art

[0003] Airliner safety regulations include requirements to ensure that an aircraft can continue to safely fly and land despite non-extremely unlikely failure conditions. For example, critical flight control systems such as control surface systems (e.g., ailerons, elevators, rudder, etc.) and avionics may need to have sufficient redundancy and / or reliability to ensure that an aircraft can continue to safely fly and land despite certain failure conditions.

[0004] Electric-powered vertical takeoff and landing passenger aircraft have configuration differences compared to traditional fuel-powered aircraft, which are associated with further considerations for ensuring that the aircraft can continue to fly and land safely. These additional considerations include the reliability and / or redundancy of the electric power distribution system and the varying state of charge of the batteries. Summary of the Invention

[0005] A simplified summary of some embodiments of the present invention is presented below to provide a basic understanding of the present invention. This summary is not an extensive overview of the present invention. It is not intended to identify the main / critical elements of the present invention or to delineate the scope of the present invention. Its sole purpose is to present some embodiments of the present invention in a simplified form as a prelude to the more detailed description that will be presented later.

[0006] Methods and systems for controlling power distribution in an aircraft employ a power distribution bus that is controllably energized and de-energized based on the aircraft's operating mode. The ability to selectively energize and / or de-energize the power distribution bus can be used to enhance safety in the operating mode. For example, one or more power distribution buses supplying power to non-critical subsystems can be de-energized when necessary to ensure that the remaining available battery power is dedicated to critical subsystems necessary for continued safe flight and landing. In some embodiments, at least one direct current (DC) to DC converter is employed to generate a regulated low-voltage output from a high-voltage battery in a low state of charge, thereby providing electrical power to flight-critical low-voltage subsystems (such as control systems and avionics).

[0007] Therefore, in one aspect, a method of controlling power distribution in an electrically powered vertical takeoff and landing aircraft is provided. The method includes receiving an operating mode indication identifying an operating mode of the aircraft. The operating mode is one of predetermined operating modes for the aircraft. The method further includes controlling power distribution buses of the aircraft based on the operating mode indication to control each of the power distribution buses to be energized or de-energized.

[0008] In some embodiments of the method, the power distribution bus includes a propulsion power bus, an air conditioning power bus, and at least one subsystem bus. The propulsion power bus is configured to supply power to a propulsion system motor of the aircraft. The air conditioning power bus is configured to supply power to an air conditioning system of the aircraft. The at least one subsystem bus is configured to supply power to a subsystem of the aircraft. In some embodiments of the method, the at least one subsystem bus includes a first subsystem bus and a second subsystem bus. Each of the first subsystem bus and the second subsystem bus can be configured to supply power to a subsystem of the aircraft to provide redundancy.

[0009] In some embodiments of the method, the predetermined operating modes include a normal flight mode and an emergency flight mode. In the normal flight mode, each of the propulsion power bus, the air conditioning power bus, and the at least one subsystem bus is powered on. In the emergency flight mode, the air conditioning power bus is de-energized, and each of the propulsion power bus and the at least one subsystem bus is powered on. In some embodiments of the method, the predetermined operating modes further include an emergency landing mode, in which the at least one subsystem bus is powered on, and each of the propulsion power bus and the air conditioning power bus is de-energized.

[0010] In another aspect, an aircraft includes an electrically powered propulsion unit, an air conditioning system, electrically powered subsystems, a propulsion power bus, an air conditioning power bus, at least one subsystem bus, a control unit, and a memory device. The propulsion power bus is configured to supply electrical power to the propulsion unit. The air conditioning power bus is configured to supply electrical power to the air conditioning system. The at least one subsystem bus is configured to supply electrical power to the subsystems. The control unit includes at least one processor. The memory device stores non-transitory instructions executable by the at least one processor to cause the at least one processor to control each of the propulsion power bus, the air conditioning power bus, and the at least one subsystem bus to be powered on or off based on a designated operating mode. The designated operating mode is one of predetermined operating modes for the aircraft. In some embodiments of the aircraft, the at least one subsystem bus includes a first subsystem bus and a second subsystem bus. Each of the first subsystem bus and the second subsystem bus can be configured to supply power to a subsystem of the aircraft to provide redundancy.

[0011] In some embodiments of the aircraft, the predetermined operating modes include a normal flight mode and an emergency flight mode. In the normal flight mode, each of the propulsion power bus, the air conditioning power bus, and the at least one subsystem bus is powered. In the emergency flight mode, the air conditioning power bus is de-energized, and each of the propulsion power bus and the at least one subsystem bus is powered. In some embodiments of the aircraft, the predetermined operating modes further include an emergency landing mode, in which the at least one subsystem bus is powered, and each of the propulsion power bus and the air conditioning power bus is de-energized.

[0012] For a fuller understanding of the nature and advantages of the present invention, reference should be made to the ensuing detailed description and accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 An electrically powered aircraft including a power distribution system is depicted in accordance with an embodiment.

[0014] Figure 2 Schematically illustrates a system comprising a power distribution bus that can be controllably energized and de-energized Figure 1 aspects of the electricity distribution system.

[0015] Figure 3 Schematically illustrates Figure 2 Example aircraft operating modes and corresponding power distribution bus energization states.

[0016] Figure 4Schematically illustrates the Figure 1 A method used in an electric power distribution system to generate high voltage output and low voltage output.

[0017] Figure 5 Schematically illustrates the Figure 1 A method used in an electric power distribution system to generate a high voltage output and a regulated low voltage output.

[0018] Figure 6 Shown for Figure 1 A graph showing an example variation of battery module output voltage versus flight duration for a power distribution system.

[0019] Figure 7 A simplified schematic diagram of a method of controlling electrical power distribution in an electrically powered vertical take-off and landing vehicle is shown, according to an embodiment. DETAILED DESCRIPTION

[0020] In the following description, various embodiments of the present invention will be described. For illustrative purposes, specific configurations and details are set forth to provide a thorough understanding of the embodiments. However, it will be apparent to those skilled in the art that the present invention can be practiced without these specific details. Furthermore, well-known features may be omitted or simplified to avoid obscuring the described embodiments.

[0021] Turning now to the drawings, in which like reference numerals are used to designate like elements in the various views, Figure 1 An electrically powered aircraft 100 is depicted including a power distribution system 102 according to an embodiment. Figure 1 As shown in FIG, the aircraft 100 includes twelve electric motors 105a-105l. The power distribution system 102 includes a battery 110 and a high-voltage distribution subsystem 115, via which the twelve electric motors 105a-105l are coupled to the battery 110. In many embodiments, each of the twelve electric motors 105a-105l is used to drive a propulsion fan 112 (e.g., a tiltable lift / propulsion fan) and is configured to operate at a relatively high supply voltage (e.g., a maximum of 792V) supplied by the battery 110.

[0022] In addition to the motors 105a-105l, the aircraft 100 includes a low-voltage system that is also powered by the battery 110. The low-voltage system includes 24 motor controllers (MCs) (two for each of the 12 motors to provide redundancy), 6 tilt actuators (T-acts) (one tilt actuator per tilt mechanism for tilting a pair of corresponding motors mounted on a corresponding pylon), 4 aileron actuators (A-acts), 2 elevator actuators (E-acts), 1 rudder actuator (R-act), an avionics unit (A-unit), passenger system line replaceable units (PAX-LRUs), lights, and various other low-voltage systems. Each low-voltage system is configured to operate on relatively low-voltage power (e.g., 28V nominal).

[0023] Figure 2 Aspects of a power distribution system 102 according to an embodiment are schematically illustrated. The power distribution system 102 includes a control unit 120, a battery high-voltage output 122, a battery low-voltage output 124, a propulsion power bus 126, a propulsion power bus solenoid 128, an air conditioning power bus 130, an air conditioning power bus solenoid 132, a first subsystem bus 134, a first subsystem bus solenoid 136, a second subsystem bus 138, a second subsystem bus solenoid 140, a third subsystem bus 142, and a fourth subsystem bus solenoid 144. The propulsion power bus 126 is connected to the propulsion motors 105a-105l and is configured to supply electrical power thereto. The aircraft 100 includes an air conditioning system 146 for the passenger cabin of the aircraft 100. The air conditioning power bus 130 is connected to the air conditioning system 146 and is configured to supply electrical power thereto. The aircraft 100 includes a flight-critical low-voltage subsystem 148, which includes 24 motor controllers (MCs), 6 tilt actuators (T-act), 4 aileron actuators (A-act), 2 elevator actuators (E-act), a rudder actuator (R-act), and an avionics unit (A-unit). The aircraft 100 includes a non-flight-critical low-voltage subsystem 150, which includes passenger system line replaceable units (PAX-LRUs), lights, and various other non-flight-critical low-voltage systems described herein. Each of the first subsystem bus 134 and the second subsystem bus 138 is connected to the flight-critical low-voltage subsystem 148 and is configured to supply electrical power thereto.

[0024] The control unit 120 includes one or more processors 142 and a memory 144. The memory 144 stores non-transitory instructions executable by the control unit 120 to cause the control unit 120 to control the solenoids 128, 132, 136, 140, and 144 as described herein. The control unit 120 is connected to the propulsion power bus solenoid 128, the air conditioning power bus solenoid 132, the first subsystem bus solenoid 136, the second subsystem bus solenoid 140, and the third subsystem bus solenoid 144 and is configured to control each of them. The propulsion power bus solenoid 128 is connected between the battery high voltage output 122 and the propulsion power bus 126. The propulsion power bus solenoid 128 is controllable by the control unit 120 to connect the propulsion power bus 126 to the battery high voltage output 122, thereby energizing the propulsion power bus 126 to supply power to the propulsion motors 105a-105l. The propulsion power bus solenoid relay 128 is controllable by the control unit 120 to disconnect the propulsion power bus 126 from the battery high voltage output 122, thereby de-energizing the propulsion power bus 126 and preventing power from being supplied to the propulsion motors 105a-105l. The air conditioning power bus solenoid relay 132 is controllable by the control unit 120 to connect the air conditioning power bus 130 to the battery high voltage output 122, thereby energizing the air conditioning power bus 130 and preventing power from being supplied to the air conditioning system 146. The air conditioning power bus solenoid relay 132 is controllable by the control unit 120 to disconnect the air conditioning power bus 130 from the battery high voltage output 122, thereby de-energizing the air conditioning power bus 130 and preventing power from being supplied to the air conditioning system 146. The first subsystem power bus solenoid relay 136 is controllable by the control unit 120 to connect the first subsystem power bus 134 to the battery low voltage output 124, thereby energizing the first subsystem power bus 134 and preventing power from being supplied to the flight critical low voltage subsystem 148. The first subsystem power bus solenoid relay 136 is controllable by the control unit 120 to disconnect the first subsystem power bus 134 from the battery low voltage output 124 so as to de-energize the first subsystem power bus 134 to prevent power from being supplied to the flight-critical low voltage subsystems 148 via the first subsystem power bus 134. The second subsystem power bus solenoid relay 140 is controllable by the control unit 120 to connect the second subsystem power bus 138 to the battery low voltage output 124 so as to energize the second subsystem power bus 138 to supply power to the flight-critical low voltage subsystems 148.The second subsystem power bus solenoid 140 is controllable by the control unit 120 to disconnect the second subsystem power bus 138 from the battery low voltage output 124 so as to de-energize the second subsystem power bus 138 to prevent power from being supplied to the flight critical low voltage subsystems 148 via the second subsystem power bus 138. The third subsystem power bus solenoid 144 is controllable by the control unit 120 to connect the third subsystem power bus 142 to the battery low voltage output 124 so as to energize the third subsystem power bus 142 to supply power to the non-flight critical low voltage subsystems 150. The third subsystem power bus solenoid 144 is controllable by the control unit 120 to disconnect the third subsystem power bus 142 from the battery low voltage output 124 so as to de-energize the third subsystem power bus 142 to prevent power from being supplied to the non-flight critical low voltage subsystems 150 via the second subsystem power bus 138.

[0025] Figure 3 Schematically illustrated are operating modes 200 for aircraft 100. Operating modes 200 include a maintenance mode 202, a passenger entry / exit mode 204, a mission mode 206, and an emergency mode 208.

[0026] Maintenance mode 202 is suitable for use during maintenance of aircraft 100. Maintenance mode 202 includes maintenance lockout mode 210, maintenance accessory mode 212, and hot maintenance mode 214. In maintenance lockout mode 210, each of propulsion power bus 126, air conditioning power bus 130, first subsystem power bus 134, second subsystem power bus 138, and third subsystem power bus 142 is de-energized, thereby preventing power from being supplied to propulsion motors 105a-105l, air conditioning system 146, flight critical low voltage subsystem 148, and non-flight critical low voltage subsystem 150. In the maintenance accessory mode 212, the propulsion power bus 126 is de-energized, and each of the air conditioning power bus 130, the first subsystem bus 134, the second subsystem bus 138, and the third subsystem bus 142 are energized, thereby preventing power from being supplied to the propulsion motors 105a-105l and supplying power to each of the air conditioning system 146, the flight critical low voltage subsystem 148, and the non-flight critical low voltage subsystem 150. In the hot maintenance mode 214, each of the propulsion power bus 126, the air conditioning power bus 130, the first subsystem power bus 134, the second subsystem power bus 138, and the third subsystem power bus 142 are energized, thereby supplying power to the propulsion motors 105a-105l, the air conditioning system 146, the flight critical low voltage subsystem 148, and the non-flight critical low voltage subsystem 150.

[0027] The passenger entry / exit mode 204 is suitable for use during loading and unloading of the aircraft 100. The passenger entry / exit mode 204 includes a shutdown mode 216, a standby mode 218, and a battery charging mode 222. In the shutdown mode 216, each of the propulsion power bus 126 and the air conditioning power bus 130 is de-energized, thereby preventing power from being supplied to the propulsion motors 105a-105l and the air conditioning system 146. In the shutdown mode 216, each of the first subsystem bus 134, the second subsystem bus 138, and the third subsystem bus 142 can be energized or de-energized, depending on whether power is desired to be supplied to the low-voltage subsystems 148, 150. In the standby mode 218, the propulsion power bus 126 is de-energized, and each of the air conditioning power bus 130, the first subsystem bus 134, the second subsystem bus 138, and the third subsystem bus 142 are energized, thereby preventing power from being supplied to the propulsion motors 105a-105l and supplying power to each of the air conditioning system 146 and the low-voltage subsystems 148, 150. In the battery charging mode 220, the propulsion power bus 126 is de-energized, and the air conditioning power bus 130 is energized, thereby preventing power from being supplied to the propulsion motors 105a-105l and supplying power to the air conditioning system 146. In the battery charging mode 220, each of the first subsystem bus 134, the second subsystem bus 138, and the third subsystem bus 142 can be energized or de-energized, depending on whether power is desired to be supplied to the low-voltage subsystems 148, 150.

[0028] Mission mode 206 is suitable for use during normal ground and flight missions of aircraft 100. Mission mode 206 includes an armed mode 222 and a flight mode 224. In armed mode 222, propulsion power bus 126 is de-energized, and each of air conditioning power bus 130, first subsystem power bus 134, second subsystem power bus 138, and third subsystem bus 142 is energized, thereby preventing power from being supplied to propulsion motors 105a-105l and supplying power to each of air conditioning system 146 and low-voltage subsystems 148, 150. In flight mode 224, each of propulsion power bus 126, air conditioning power bus 130, first subsystem bus 134, second subsystem bus 138, and third subsystem bus 142 is energized, thereby supplying power to propulsion motors 105a-105l, air conditioning system 146, and low-voltage subsystems 148, 150.

[0029] Emergency mode 208 is suitable for use during an emergency. Emergency mode 208 includes out-of-commission mode 226, safety mode 228, emergency flight mode 230, and emergency landing mode 232. In out-of-commission mode 226, each of the propulsion power bus 126, the air conditioning power bus 130, the first subsystem power bus 134, the second subsystem power bus 138, and the third subsystem power bus 142 is de-energized, thereby preventing power from being supplied to the propulsion motors 105a-105l, the air conditioning system 146, and the low-voltage subsystems 148 and 150. In safety mode 228, each of the propulsion power bus 126 and the air conditioning power bus 130 is de-energized, thereby preventing power from being supplied to the propulsion motors 105a-105l and the air conditioning system 146. In the emergency flight mode 230, each of the air conditioning power bus 130 and the third subsystem power bus 142 is de-energized, and each of the propulsion power bus 126, the first subsystem power bus 134, and the second subsystem power bus 138 is energized, thereby blocking the supply of power to the air conditioning system 146 and the non-flight critical low-voltage system 150, and supplying power to each of the propulsion motors 105a-105l and the flight critical low-voltage subsystem 148. In the emergency landing mode 232, each of the propulsion power bus 126, the air conditioning power bus 130, and the third subsystem bus 142 is de-energized, and each of the first subsystem power bus 134 and the second subsystem power bus 138 is energized, thereby blocking the supply of power to the propulsion motors 105a-105l, the air conditioning system 146, and the non-flight critical low-voltage subsystem 150, and supplying power to the flight critical low-voltage subsystem 148.

[0030] Figure 4 A method for generating a high-voltage output 122 and an emergency low-voltage output 152 from a battery 110 is schematically illustrated. The emergency low-voltage output 152 can be used to provide any suitable portion of the low-voltage output 124. In the illustrated embodiment, the battery 110 includes four battery cells 154 connected in series to generate the high-voltage output 122. The emergency low-voltage output 152 is generated by one of the battery cells 154. The emergency low-voltage output 152 can be generated by any suitable combination of battery cells 154 connected in parallel, such as two, three, or all four battery cells 154 connected in parallel. The battery 110 can have any suitable number of battery cells 154, including but not limited to four, five, six, seven, eight, or more battery cells 154. As described herein, the high-voltage output 122 can be supplied to the propulsion power bus 126 and the air conditioning power bus 130. As described herein, the emergency low-voltage output 152 can be supplied to the first subsystem power bus 134 and the second subsystem power bus 138. Figure 5 Schematically illustrates Figure 4 A variation of the method employs a DC to DC voltage converter 156 to regulate the voltage of the emergency low voltage output 152 .

[0031] Figure 6 A graph illustrating an example variation in battery cell output voltage over flight duration for power distribution system 102 is shown. The ability to generate suitable low-voltage output power for use by the low-voltage system when the state of charge of battery 110 is relatively low provides the ability to more fully utilize the electrical power stored in battery 110 to operate the low-voltage system, thereby providing an increased ability to support continued safe flight and landing of the aircraft when the state of charge of battery 110 is low.

[0032] Although described herein in the context of an aircraft 100, the power distribution system 102 and the battery 110 may be employed in any suitable electrically powered vehicle, system, or device. For example, any electrically powered vehicle that receives at least a portion of its power from one or more batteries may be used with embodiments of the present disclosure. In some cases, embodiments of the present disclosure are particularly well-suited for use with aircraft due to the reliability and fault isolation provided.

[0033] Figure 7 A simplified schematic diagram of a method 300 for controlling power distribution in an electric-powered vertical takeoff and landing vehicle is shown, according to an embodiment. The method 300 may be practiced via any suitable electric-powered vertical takeoff and landing vehicle, such as those described herein.

[0034] The method 300 includes receiving an operating mode indication identifying an operating mode of the aircraft. The operating mode may be one of predetermined operating modes for the aircraft. The method 300 further includes controlling power distribution buses of the aircraft based on the operating mode indication to control each power distribution bus to be energized or de-energized.

[0035] In some embodiments of method 300, the power distribution bus may include a propulsion power bus, an air conditioning power bus, and at least one subsystem bus. The propulsion power bus may be configured to supply power to a propulsion system motor of the aircraft. The air conditioning power bus may be configured to supply power to an air conditioning system of the aircraft. The at least one subsystem bus may be configured to supply power to a subsystem of the aircraft.

[0036] In some embodiments of method 300 , the at least one subsystem bus may include a first subsystem bus and a second subsystem bus. Each of the first subsystem bus and the second subsystem bus may be configured to supply power to subsystems of the aircraft to provide redundancy.

[0037] In some embodiments of method 300, the predetermined operating modes may include a normal flight mode and an emergency flight mode. In normal flight mode, each of the propulsion power bus, the air conditioning power bus, and the at least one subsystem bus may be energized. In emergency flight mode, the air conditioning power bus may be de-energized, and each of the propulsion power bus and the at least one subsystem bus may be energized. The predetermined operating modes may further include an emergency landing mode, in which at least one subsystem bus is energized, and each of the propulsion power bus and the air conditioning power bus is de-energized.

[0038] In some embodiments of method 300, the predetermined operating mode may include at least one of a maintenance lockout mode, a maintenance accessory mode, or a hot maintenance mode. In the maintenance lockout mode, each of the propulsion power bus, the air conditioning power bus, and the at least one subsystem bus may be de-energized. In the maintenance accessory mode, the propulsion power bus may be de-energized, and each of the air conditioning power bus and the at least one subsystem bus may be energized. In the hot maintenance mode, each of the air conditioning power bus and the at least one subsystem bus may be energized, and the propulsion power bus may be selectively energized or de-energized.

[0039] In some embodiments of method 300, the predetermined operating mode may include one or more passenger transfer modes used during passenger entry and / or exit. The one or more passenger transfer modes may include one or more of an off mode, a standby mode, or a battery charging mode. In the off mode, each of the propulsion power bus and the air conditioning power bus may be de-energized. In the standby mode, the propulsion power bus may be de-energized, and each of the air conditioning power bus and the at least one subsystem bus may be energized. In the battery charging mode, the propulsion power bus may be de-energized, and the air conditioning power bus may be energized.

[0040] In some embodiments of method 300, the predetermined operating mode may include one or more mission modes. The one or more mission modes may include one or more of a standby mode and a normal flight mode. In the standby mode, the propulsion power bus may be de-energized, and each of the air conditioning power bus and the at least one subsystem bus may be energized. In the normal flight mode, each of the propulsion power bus, the air conditioning power bus, and the at least one subsystem bus may be energized.

[0041] In some embodiments of method 300, the aircraft includes a high-voltage battery that supplies high-voltage power to at least one of a propulsion power bus or an air conditioning power bus. The aircraft may include a low-voltage tap through which the high-voltage battery supplies low-voltage power to at least one subsystem bus. The low-voltage tap may include a direct current (DC) to DC converter that regulates the voltage of the low-voltage power supplied to the at least one subsystem bus. The voltage of the low-voltage power may be less than 25% of the voltage of the high-voltage power.

[0042] In some embodiments of method 300, an aircraft includes a high-voltage battery that supplies high-voltage power to a propulsion power bus and an air conditioning power bus. The aircraft may include a low-voltage tap through which the high-voltage battery supplies low-voltage power to at least one subsystem bus. Each low-voltage tap may include a direct current (DC) to DC converter that regulates the voltage of the low-voltage power supplied to the at least one subsystem bus. The voltage of the low-voltage power may be less than 25% of the voltage of the high-voltage power.

[0043] Other variations are within the spirit of the invention. Thus, while the invention is susceptible to various modifications and alternative constructions, certain illustrative embodiments thereof are shown in the drawings and have been described in detail above. However, it should be understood that there is no intention to limit the invention to the specific form or forms disclosed, but on the contrary, the intention is to cover all modifications, alternative constructions, and equivalents falling within the spirit and scope of the invention as defined in the appended claims.

[0044] The use of the terms "a," "an," "the," and similar referents in the context of describing the present invention (especially in the context of the following claims) are to be construed to encompass both the singular and the plural, unless otherwise indicated herein or clearly contradicted by context. The terms "comprise," "have," "including," and "comprising" are to be construed as open-ended terms (i.e., meaning "including, but not limited to") unless otherwise noted. The term "connected" is to be construed as partially or completely contained within, attached to, or joined together, even if there are intervening items. The recitation of ranges of values ​​herein is merely intended to serve as a shorthand method of referring individually to each separate value falling within the range, unless otherwise indicated herein, and each separate value is incorporated into the specification as if it were individually recited herein. All methods described herein can be performed in any suitable order unless otherwise indicated herein or clearly contradicted by context. The use of any and all examples or exemplary language (e.g., "such as") provided herein is intended merely to better illustrate embodiments of the invention and does not limit the scope of the invention unless otherwise stated. No language in the specification should be construed as indicating any non-claimed element as essential to the practice of the invention.

[0045] Preferred embodiments of the present invention are described herein, including the best mode known to the inventor for implementing the present invention. Upon reading the foregoing description, variations of those preferred embodiments may become apparent to those of ordinary skill in the art. The inventor expects that the skilled person will appropriately adopt such variations, and the inventor intends to implement the present invention in other ways than those specifically described herein. Therefore, the present invention includes all modifications and equivalents of the subject matter recited in the claims appended thereto as permitted by applicable law. In addition, the present invention encompasses any combination of the above-mentioned elements in all possible variations thereof, unless otherwise indicated herein or otherwise clearly contradicted by the context.

[0046] All references, including publications, patent applications, and patents, cited herein are hereby incorporated by reference to the same extent as if each reference were individually and specifically indicated to be incorporated by reference and were set forth in its entirety herein.

Claims

1. A method of controlling power distribution in an electrically powered vertical take-off and landing vehicle, the method comprising: receiving an operating mode indication identifying an operating mode, wherein the operating mode is one of predetermined operating modes for the aircraft; and The power distribution buses of the aircraft are controlled based on the operating mode indication to control each of the power distribution buses to be powered on or powered off.

2. The method according to claim 1, wherein: The power distribution bus includes a propulsion power bus, an air conditioning power bus, and at least one subsystem bus; The propulsion power bus is configured to supply power to a propulsion system motor of the aircraft; The air conditioning power bus is configured to supply power to an air conditioning system of the aircraft; as well as The at least one subsystem bus is configured to supply power to subsystems of the aircraft.

3. The method according to claim 2, wherein: The at least one subsystem bus includes a first subsystem bus and a second subsystem bus; and Each of the first subsystem bus and the second subsystem bus is configured to supply power to subsystems of the aircraft to provide redundancy.

4. The method according to claim 2, wherein: The predetermined operating modes include a normal flight mode and an emergency flight mode; In the normal flight mode, each of the propulsion power bus, the air conditioning power bus, and the at least one subsystem bus is powered; as well as In the emergency flight mode, the air conditioning power bus is de-energized, and each of the propulsion power bus and the at least one subsystem bus is energized.

5. The method according to claim 4, wherein The predetermined operating modes further include an emergency landing mode in which the at least one subsystem bus is powered on and each of the propulsion power bus and the air conditioning power bus is powered off.

6. The method according to claim 2, wherein: The predetermined operating mode includes at least one of a maintenance lockout mode, a maintenance accessory mode, or a hot maintenance mode; In the maintenance lockout mode, each of the propulsion power bus, the air conditioning power bus, and the at least one subsystem bus is de-energized; In the maintenance accessory mode, the propulsion power bus is de-energized, and each of the air conditioning power bus and the at least one subsystem bus is energized; In the hot maintenance mode, each of the air conditioning power bus and the at least one subsystem bus is energized, and the propulsion power bus can be selectively energized or de-energized.

7. The method according to claim 2, wherein: The predetermined operating modes include one or more passenger transfer modes for use during entry and / or exit of passengers; the one or more passenger transfer modes comprising one or more of an off mode, a standby mode, or a battery charging mode; In the shutdown mode, each of the propulsion power bus and the air conditioning power bus is de-energized; In the standby mode, the propulsion power bus is de-energized, and each of the air conditioning power bus and the at least one subsystem bus is energized; as well as In the battery charging mode, the propulsion power bus is de-energized and the air conditioning power bus is energized.

8. The method according to claim 2, wherein: The predetermined operation mode includes one or more mission modes; The one or more mission modes include one or more of a standby mode and a normal flight mode; In the standby mode, the propulsion power bus is de-energized, and each of the air conditioning power bus and the at least one subsystem bus is energized; as well as In the normal flight mode, each of the propulsion power bus, the air conditioning power bus, and the at least one subsystem bus is powered.

9. The method according to claim 2, wherein: The aircraft includes a high voltage battery that supplies high voltage power to at least one of the propulsion power bus or the air conditioning power bus; as well as The aircraft includes a low voltage tap through which the high voltage battery supplies low voltage power to the at least one subsystem bus.

10. The method according to claim 9, wherein: The low voltage tap includes a direct current (DC) to DC converter that regulates the voltage of the low voltage power supplied to the at least one subsystem bus.

11. The method according to claim 10, wherein: The voltage of the low-voltage power is less than 25% of the voltage of the high-voltage power.

12. The method according to claim 2, wherein: The aircraft includes a high voltage battery that supplies high voltage power to the propulsion power bus and the air conditioning power bus; and The aircraft includes a low voltage tap through which the high voltage battery supplies low voltage power to the at least one subsystem bus.

13. The method according to claim 12, wherein: Each of the low voltage taps includes a direct current (DC) to DC converter that regulates the voltage of the low voltage power supplied to the at least one subsystem bus.

14. The method according to claim 13, wherein The voltage of the low-voltage power is less than 25% of the voltage of the high-voltage power.

15. An aircraft comprising: an electrically powered propulsion unit; Air conditioning system; Electrically powered subsystems; a propulsion power bus configured to supply electrical power to the propulsion units; an air conditioning power bus configured to supply electric power to the air conditioning system; at least one subsystem bus configured to supply electrical power to the subsystem; a control unit comprising at least one processor; as well as a memory device storing non-transitory instructions executable by the at least one processor to cause the at least one processor to control each of the propulsion power bus, the air conditioning power bus, and the at least one subsystem bus to be powered on or off based on an indicated operating mode, wherein the indicated operating mode is one of predetermined operating modes for the aircraft.

16. The aircraft according to claim 15, wherein: The at least one subsystem bus includes a first subsystem bus and a second subsystem bus; and Each of the first subsystem bus and the second subsystem bus is configured to supply power to the subsystem to provide redundancy.

17. The aircraft of claim 15, wherein: The predetermined operating modes include a normal flight mode and an emergency flight mode; In the normal flight mode, each of the propulsion power bus, the air conditioning power bus, and the at least one subsystem bus is powered; as well as In the emergency flight mode, the air conditioning power bus is de-energized, and each of the propulsion power bus and the at least one subsystem bus is energized.

18. The aircraft according to claim 17, wherein: The predetermined operating modes further include an emergency landing mode in which the at least one subsystem bus is powered on and each of the propulsion power bus and the air conditioning power bus is powered off.

19. The aircraft of claim 15, wherein: The predetermined operating mode includes at least one of a maintenance lockout mode, a maintenance accessory mode, or a hot maintenance mode; In the maintenance lockout mode, each of the propulsion power bus, the air conditioning power bus, and the at least one subsystem bus is de-energized; In the maintenance accessory mode, the propulsion power bus is de-energized, and each of the air conditioning power bus and the at least one subsystem bus is energized; In the hot maintenance mode, each of the air conditioning power bus and the at least one subsystem bus is energized, and the propulsion power bus can be selectively energized or de-energized.

20. The aircraft of claim 15, wherein: The predetermined operating modes include one or more passenger transfer modes for use during entry and / or exit of passengers; the one or more passenger transfer modes comprising one or more of an off mode, a standby mode, or a battery charging mode; In the shutdown mode, each of the propulsion power bus and the air conditioning power bus is de-energized; In the standby mode, the propulsion power bus is de-energized, and each of the air conditioning power bus and the at least one subsystem bus is energized; as well as In the battery charging mode, the propulsion power bus is de-energized and the air conditioning power bus is energized.

21. The aircraft of claim 15, wherein: The predetermined operation mode includes one or more mission modes; The one or more mission modes include one or more of a standby mode and a normal flight mode; In the standby mode, the propulsion power bus is de-energized, and each of the air conditioning power bus and the at least one subsystem bus is energized; as well as In the normal flight mode, each of the propulsion power bus, the air conditioning power bus, and the at least one subsystem bus is powered.

22. The aircraft of claim 15, comprising: a high-voltage battery that supplies high-voltage power to at least one of the propulsion power bus or the air conditioning power bus; as well as A low voltage tap is provided through which the high voltage battery supplies low voltage power to the at least one subsystem bus.

23. The aircraft according to claim 22, wherein: The low voltage tap includes a direct current (DC) to DC converter that regulates the voltage of the low voltage power supplied to the at least one subsystem bus.

24. The aircraft according to claim 23, wherein: The voltage of the low-voltage power is less than 25% of the voltage of the high-voltage power.

25. The aircraft of claim 15, comprising: a high-voltage battery that supplies high-voltage power to the propulsion power bus and the air conditioning power bus; as well as A low voltage tap is provided through which the high voltage battery supplies low voltage power to the at least one subsystem bus.

26. The aircraft according to claim 25, wherein: Each of the low voltage taps includes a direct current (DC) to DC converter that regulates the voltage of the low voltage power supplied to the at least one subsystem bus.

27. The aircraft according to claim 26, wherein: The voltage of the low-voltage power is less than 25% of the voltage of the high-voltage power.

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