System and method for power management and control of multiple power supplies

Abstract

The invention is entitled "System and method for power management and control for multiple power sources." Systems and methods for a power control system for a vehicle having multiple power sources are disclosed. The power control system can include a plurality of sensors associated with one or more power sources and a microcontroller configured to receive a plurality of signal inputs, wherein the microcontroller selects a power state of the power control system based at least in part on the plurality of signal inputs from the plurality of sensors. The power state can be selected from a group including a first power state in which power is provided to critical power subsystems, essential power subsystems, and auxiliary power subsystems, a second power state in which power is provided to critical power subsystems and essential power subsystems of the vehicle, and a third power state in which power is provided only to critical power subsystems of the vehicle.

Description

Technical Field

[0001] Various embodiments of this disclosure relate generally to the field of power management for urban air mobility vehicles, and more specifically, to systems and methods for power management and control of multiple power sources using sensor inputs to select an appropriate power state for a vehicle. Background Technology

[0002] Many urban air mobility (UAM) vehicles are propelled by electric motors powered by all-electric or hybrid electric systems. To operate a UAM, these electric systems may have to provide a discharge rate of 100+ amperes (A). At these discharge rates, battery conditions such as over-discharge can cause the battery system to overheat or fail. However, in vehicles such as UAMs, such battery conditions can make it difficult or impossible for the vehicle to continue flying. Therefore, UAM vehicles typically require stringent safety standards and redundancy while still having limited resource requirements (e.g., energy, payload, weight, etc.). Thus, providing a power management system capable of monitoring potentially hazardous conditions within the electric system and automatically managing them to maintain vehicle flight can be a challenge. Even with recent advancements in battery technology, establishing a power control system that allows motors and controls to be safely powered by multiple and / or redundant power sources can be challenging.

[0003] The background description provided in this invention is intended to give a general overview of the background of this disclosure. Unless otherwise specified by the invention, the materials described in this section are not prior art to the claims of this patent application and are not, by virtue of their inclusion in this section, acknowledged as prior art or suggestions of prior art. Summary of the Invention

[0004] According to certain aspects of this disclosure, systems and methods for power management and control of multiple power sources are disclosed.

[0005] For example, a power control system for a vehicle with multiple power sources may include: multiple sensors associated with one or more power sources; and a microcontroller configured to receive multiple signal inputs from the multiple sensors, wherein the microcontroller selects the power state of the power control system based at least in part on the multiple signal inputs from the multiple sensors. The power state can be selected from the following group: a first power state, wherein the microcontroller causes the power regulator to provide power to the vehicle's critical electrical subsystem, essential electrical subsystem, and auxiliary electrical subsystem; a second power state, wherein the microcontroller causes the power regulator to provide power to the vehicle's critical electrical subsystem and essential electrical subsystem, and not to the vehicle's auxiliary electrical subsystem; and a third power state, wherein the microcontroller causes the power regulator to provide power to the vehicle's critical electrical subsystem, and not to the vehicle's essential electrical subsystem or auxiliary electrical subsystem; the vehicle's critical electrical subsystem can be configured to provide power to a first set of devices on the vehicle for maintaining flight, the vehicle's essential electrical subsystem is configured to provide power to a second set of devices on the vehicle, and the vehicle's auxiliary electrical subsystem is configured to provide power to one or more of the following: vehicle entertainment system, air conditioning system, wireless internet system, and accessory charging system.

[0006] Furthermore, a power control system for a vehicle can be used with a vehicle including a critical electrical subsystem configured to provide power to a first set of devices on the vehicle for maintaining flight, a necessary electrical subsystem configured to provide power to a second set of devices on the vehicle, and an auxiliary electrical subsystem configured to provide power to one or more of the following: a vehicle entertainment system, an air conditioning system, a wireless internet system, and an accessory charging system. The power control system may include a microcontroller having a processor and memory, wherein the memory includes instructions stored thereon that, when executed by the processor, cause the processor to receive multiple signal inputs from multiple sensors associated with one or more power sources, and to select the power state of the power control system based at least in part on the multiple signal inputs from the multiple sensors. The power state can be selected from the group consisting of: a first power state, wherein the microcontroller causes the power regulator to provide power to the vehicle's critical electrical subsystem, essential electrical subsystem, and auxiliary electrical subsystem; a second power state, wherein the microcontroller causes the power regulator to provide power to the vehicle's critical electrical subsystem and essential electrical subsystem, and not to provide power to the vehicle's auxiliary electrical subsystem; and a third power state, wherein the microcontroller causes the power regulator to provide power to the vehicle's critical electrical subsystem, and not to provide power to the vehicle's essential electrical subsystem or auxiliary electrical subsystem.

[0007] Furthermore, a power control system for a vehicle may include multiple sensors associated with three or more power sources, a microcontroller configured to receive multiple signal inputs from the multiple sensors, wherein at least two of the three or more power sources each include one or more batteries, and wherein the microcontroller selects the power state of the power control system based at least in part on the multiple signal inputs from the multiple sensors. The power state can be selected from the following group: a first power state, wherein the microcontroller causes the power regulator to provide power to the vehicle's critical electrical subsystem, essential electrical subsystem, and auxiliary electrical subsystem; a second power state, wherein the microcontroller causes the power regulator to provide power to the vehicle's critical electrical subsystem and essential electrical subsystem, and not to the vehicle's auxiliary electrical subsystem; and a third power state, wherein the microcontroller causes the power regulator to provide power to the vehicle's critical electrical subsystem, and not to the vehicle's essential electrical subsystem or auxiliary electrical subsystem; the vehicle's critical electrical subsystem can be configured to provide power to a first set of devices on the vehicle for maintaining flight, the vehicle's essential electrical subsystem can be configured to provide power to a second set of devices on the vehicle, and the vehicle's auxiliary electrical subsystem can be configured to provide power to one or more of the following: vehicle entertainment system, air conditioning system, wireless internet system, and accessory charging system. The microcontroller of the system may be further configured to register a sensor fault when one or more of the plurality of signal inputs are determined to be irregular, and wherein the microcontroller may be further configured to cause the power regulator to shut down one of the three or more power supplies when two or more sensor faults have been registered relative to one of the three or more power supplies.

[0008] Additional objects and advantages of the disclosed embodiments will be set forth in part in the description which follows, and will also be apparent in part from the description, or may be recognized by practicing the disclosed embodiments.

[0009] It should be understood that the foregoing general description and the following detailed description are exemplary and illustrative only, and not limited to the disclosed embodiments protected by the claims. Attached Figure Description

[0010] The accompanying drawings, which are incorporated in and form part of this specification, illustrate various exemplary embodiments and, together with the specification, serve to explain the principles of the disclosed embodiments.

[0011] Figure 1 An exemplary electric system for a vehicle is described, which can implement the methods, systems and other aspects of this disclosure.

[0012] Figure 2An exemplary block diagram of a power management system according to one or more embodiments is depicted.

[0013] Figure 3 An exemplary block diagram of a state-of-charge control subsystem according to one or more embodiments is depicted.

[0014] Figure 4 A flowchart is depicted illustrating an exemplary method in response to abnormal battery temperature according to one or more embodiments of a power control system.

[0015] Figure 5 A flowchart is depicted illustrating an exemplary method in response to unsafe battery current and / or voltage, according to one or more embodiments of a power control system.

[0016] Figure 6 A flowchart is depicted illustrating an exemplary method in response to abnormal battery pressure according to one or more embodiments of a power control system.

[0017] Figure 7 A flowchart is depicted illustrating an exemplary method for responding to abnormal conditions according to one or more implementations of an automated maintenance subsystem.

[0018] Figure 8 A flowchart is depicted illustrating an exemplary method in response to a power supply thermal state according to one or more embodiments of a power supply thermal protection subsystem. Detailed Implementation

[0019] Various embodiments of this disclosure relate generally to the field of power management and control for urban air mobility vehicles, and more specifically, to systems and methods for power management and control of multiple power sources.

[0020] This disclosure relates to overcoming one or more of the challenges discussed in the background section above. As UAM vehicles increasingly rely on all-electric propulsion systems, robust power management and control systems are required to meet extremely low failure rate requirements. Therefore, UAM vehicles can meet these failure rate requirements using multiple power supplies with additional redundancy, and those power supplies and redundancy can benefit from power management and control systems capable of shutting down faulty power supplies and reducing power demand, for example, in the event of problems and deterioration of safety factors.

[0021] Typically, this disclosure relates to power control systems configured to monitor and regulate power sources and electrical subsystems, particularly in vehicle applications with three or more power sources. For example, the systems and methods of this disclosure enable a vehicle to shut down a failed power source and transfer remaining power to critical and / or essential electrical subsystems. Loss of power required to operate all subsystems of a UAM vehicle (such as when batteries overheat) can be one of the most critical failures to manage in UAM vehicles and other types of aircraft, as power loss can lead to unsafe vehicle operation and / or landing. The systems and / or methods of this disclosure for power management and control of multiple power sources can have the advantage of enabling vehicles to meet low failure rate requirements.

[0022] The systems and methods disclosed herein can provide vehicles with multiple power sources, the vehicles having the ability to monitor and control those power sources, enabling critical and / or necessary electrical subsystems to remain operational during power failures. While this disclosure describes systems and methods relating to aircraft, it should be understood that the systems and methods disclosed herein are applicable to a variety of other vehicles, including unmanned aerial vehicles, automobiles, ships, spacecraft, or any other manned, unmanned, autonomous, and / or internet-connected vehicles.

[0023] Figure 1 An exemplary electrical system for a vehicle is depicted, which can implement the systems, methods, and other aspects of this disclosure. The vehicle electrical system 100 may include a power source 110 and one or more sensors 120. The power source 110 may be of any type suitable for vehicle applications, such as, for example, a battery, battery array, fuel cell, or combustion engine. The sensors 120 may each be associated with one of the power sources 110 and may include, for example, sensors to measure state of charge, temperature, current, voltage, and / or pressure.

[0024] Power supply 110 can direct generated power to power control unit 130, and sensor 120 can also direct sensor signals to power control unit 130. Each power control unit 130 may include microcontroller 140 and power regulator 150. At any given time, one power control unit in the power control unit 130 can be designated as the primary power control unit, and the remaining power control units are designated as secondary power control units. Microcontroller 140 can be configured to receive sensor signals from sensor 120 and provide control signals to power regulator 150.

[0025] The power regulator 150 can receive power generated by the power supply 110 and can be configured to regulate the input power and output power at multiple voltages for different vehicle equipment and subsystems. For example, the power regulator 150 can provide a lower voltage DC output (e.g., 3.3V, 5V) to electrical equipment such as sensors and lighting; a medium voltage DC output (e.g., 12V, 14V, 28V) to electrical equipment such as computers, navigation systems, displays, communication systems, and flight actuators; and a higher voltage DC or AC output (e.g., 220V) to electrical vehicle components such as motors used for vehicle propulsion.

[0026] Microcontrollers 140 can communicate with each other and monitor their inputs and outputs frame-by-frame with defined thresholds. In the event of an erroneous comparison, the affected microcontroller 140 can notify other microcontrollers that it has failed and / or is about to fail. If the affected microcontroller is one associated with a power control unit designated as the primary power control unit, then one of the remaining non-faulty power control units will be designated as the new primary power control unit. Based on control signals received from microcontrollers 140, power regulators 150 can direct power to various systems and subsystems of the vehicle. For example, power regulators 150 can direct a certain amount of power at certain voltages to critical electrical subsystems 160, essential electrical subsystems 170, and auxiliary electrical subsystems 180.

[0027] As mentioned above, Figure 1 This is provided only as an example of a vehicle electrical system including exemplary vehicle equipment types. It should be understood that, without departing from the scope of this disclosure, the electrical system 100 may include additional and / or fewer elements, such as, for example, power sources, sensors, regulators, and electrical subsystem elements, than those shown and described herein.

[0028] Figure 2 An exemplary block diagram of a power management system 200 is depicted, which includes multiple power states 210, 220, and 230 selectable by a microcontroller 240. The microcontroller can send control signals to a power regulator 250, which directs the power regulator 250 to engage power states 210, 220, and 230 and to output power to power subsystems 260, 270, and 280.

[0029] For example, under essentially normal vehicle electrical system conditions, the microcontroller 240 can select the normal power state 210. (e.g.) Figure 2 As indicated by the arrows, normal power state 210 can be configured such that power regulator 250 directs power to critical power subsystem 260, necessary power subsystem 270, and auxiliary power subsystem 280.

[0030] As the vehicle's electrical system deteriorates, the microcontroller 240 can select a degraded power state 220. Degraded power state 220 can be configured to reduce the load on the vehicle's electrical system, causing the power regulator 250 to direct power only to the critical electrical subsystem 260 and the necessary electrical subsystem 270. By not directing power to the auxiliary electrical subsystem 280, some vehicle equipment (e.g., vehicle entertainment systems, air conditioning systems, wireless internet systems, accessory charging systems) may no longer draw power or become operational; however, vehicle equipment used for communication, navigation, and maintaining vehicle flight can remain powered and operational.

[0031] In the event of further deterioration of the vehicle's electrical system, the microcontroller 240 can select an emergency power state 230. Emergency power state 230 can be configured to further reduce the load on the vehicle's electrical system, causing the power regulator 250 to direct power only to the critical electrical subsystem 260. By not directing power to the necessary electrical subsystem 270, the vehicle can not only shut down non-essential equipment powered by the auxiliary electrical subsystem 280, but also shut down equipment (such as specific sensors, actuators, motors, motor controllers, displays), and communication systems may no longer draw power or be operational. Necessary systems not considered critical may include redundancies (e.g., backup actuators, dual displays, redundant communication / navigation systems), equipment that cannot function properly due to deterioration of the vehicle's electrical system (e.g., sensors for faulty power supplies, motors and motor controllers responsible for overcurrent conditions), and / or flight aids and other equipment not used in an emergency (e.g., autopilots, certain motors and motor controllers). However, critical electrical systems can be designed to ensure that vehicle equipment necessary for basic communication, emergency navigation, and maintaining vehicle flight remains powered and operational to allow the vehicle to perform, for example, emergency maneuvers and landings.

[0032] Figure 3 An exemplary block diagram is depicted of a state-of-charge (POC) control subsystem 300 including multiple exemplary charge state ranges 302, 304, and 306 that can be indicated by a POC sensor 308. The POC sensor 308 can monitor and / or estimate the remaining power level in one or more power sources and can send a sensor signal indicating the power level to a microcontroller 340. Based on which charge state range is indicated, the microcontroller 340 can select power states 310, 320, and 330.

[0033] In some implementations, when the vehicle's power level is high (e.g., greater than 70% of power capacity), the microcontroller 340 can select a normal power state. As the vehicle's power level drops to a lower range (e.g., between 40% and 60% of power capacity), the microcontroller 340 can select a degraded power state to reduce the power demands of the vehicle's electrical system. This change allows the vehicle to maintain an appropriate safety margin throughout flight.

[0034] If the power level drops to a certain critical level (e.g., less than 30% of power capacity), the microcontroller 340 can select an emergency power state to further reduce the power demand of the vehicle's electrical system to a low level. In some embodiments, additional power states that the microcontroller 340 can select may exist. For example, in some embodiments, individual subsystems or vehicle devices may each have their own vehicle power level threshold, such that each individual subsystem shuts down when the vehicle power level reaches a certain point.

[0035] Figure 4 A flowchart illustrating a method 400 in response to abnormal battery temperature according to one or more embodiments of the present disclosure is depicted. The method may be performed by a system according to the present disclosure, including one or more devices comprising a vehicle electrical system 100.

[0036] Method 400 may begin at step 410, where the microcontroller receives battery temperature, battery type, and ambient temperature. The battery temperature may be provided to the microcontroller via one or more battery temperature sensors, and the ambient temperature may be provided to the microcontroller via one or more ambient temperature sensors. The microcontroller may determine the battery type via sensors, user input, or any other suitable method. Once determined, at step 420, given the battery type, the microcontroller may identify the battery's normal operating temperature range. This normal operating temperature range may also be based on other inputs, such as, for example, ambient temperature, load on the battery, vehicle altitude, battery state of charge, or other criteria related to the identification of the safe operating temperature range for a particular battery in the current operating conditions.

[0037] The microcontroller can then compare the battery temperature to the normal operating temperature range at 430, and if the battery is within the range, the microcontroller can return to step 410 (step 430: Yes). If the battery temperature is outside the normal operating range, due to being too cold or too hot, the microcontroller can register a temperature fault in the system at step 440. There are several potential causes for battery temperatures outside the normal operating range, but such abnormal battery temperatures can indicate a problem. Since most potential causes are related to overload or other battery faults, it may be desirable to reduce the load on the abnormally temperatured battery if a more widespread reduction in the load on the power supply is not desired. Therefore, after registering the temperature fault, at step 450, the vehicle and its power control unit can select the next lowest power state from the current power state (e.g., moving from a normal power state to a degraded power state, or from a degraded power state to an emergency power state).

[0038] Figure 5 A flowchart illustrating a method 500 in response to unsafe battery current and / or voltage according to one or more embodiments of the present disclosure is depicted. The method may be performed by a system according to the present disclosure, including one or more devices comprising a vehicle electrical system 100.

[0039] Method 500 may begin at step 510, wherein the microcontroller receives battery current and voltage. Battery current may be supplied to the microcontroller via one or more battery current sensors, and voltage may be supplied to the microcontroller via one or more battery voltage sensors.

[0040] In some implementations, given a battery type, the microcontroller can determine safe current and voltage ranges. These safe current and voltage ranges can also be based on other inputs, such as, for example, ambient temperature, load on the battery, vehicle altitude, battery state of charge, or other criteria related to the identification of the safe operating current and voltage ranges for a particular battery in the current operating conditions.

[0041] Based on pre-programmed safe current and voltage ranges, or those ranges already determined, the microcontroller can compare the battery current with the safe current range at step 520, and if the battery is within the range, the microcontroller can return to step 510 (step 520: Yes). If the battery current is outside the safe operating range, the microcontroller can register a current fault in the system at step 530. Similarly, at step 540, the microcontroller can compare the battery voltage with the safe voltage range, and if the battery is within the range, the microcontroller can return to step 510 (step 540: Yes). If the battery voltage is outside the safe operating range, the microcontroller can register a voltage fault in the system at step 550.

[0042] Similar to battery temperature, there are multiple potential causes for battery current and voltage outside the normal operating range, but abnormal battery current and / or voltage can indicate a problem with one or more batteries. In the case of registered faults, it may be desirable to reduce the load on the battery with abnormal current and / or voltage if it is not possible to reduce the load on the power supply more broadly. Therefore, after determining that a registered current and / or voltage fault has been identified (step 560: Yes), at step 570, the vehicle and its power control unit can select the next lowest power state from the current power state (e.g., moving from a normal power state to a degraded power state, or from a degraded power state to an emergency power state).

[0043] Figure 6 A flowchart illustrating a method 600 in response to abnormal battery surface pressure according to one or more embodiments of the present disclosure is depicted. The method may be performed by a system according to the present disclosure, including one or more devices comprising a vehicle electrical system 100.

[0044] Method 600 may begin at step 610, wherein the microcontroller receives battery surface pressure provided to the microcontroller via one or more battery pressure sensors, and ambient temperature may be provided to the microcontroller via one or more ambient temperature sensors. The battery surface pressure may be related to the operability of the battery. For example, if an increase in surface pressure is observed, it may indicate battery bulging or swelling. Battery bulging can be caused by a variety of conditions, such as overcharging, over-discharging, battery contamination, high temperature, and / or mechanical damage. In some cases, a bulging battery may precede serious battery failure or explosion.

[0045] The microcontroller can monitor the battery surface pressure, and if it determines that the battery pressure is normal, the microcontroller can return to step 610 (step 620: Yes). For any of the reasons discussed above or for other reasons, if the battery pressure has increased and is outside the normal operating range (step 620: No), at step 630, the microcontroller can register a pressure fault in the system. Regardless of the cause of the increased battery surface pressure, it may be desirable to reduce the load on the abnormally pressured battery if a more widespread reduction in the load on the power supply is not desired. Therefore, after registering a pressure fault, at step 640, the vehicle and its power control unit can select the next lowest power state from the current power state (e.g., moving from a normal power state to a degraded power state, or from a degraded power state to an emergency power state).

[0046] Figure 7 A flowchart illustrating a method 700 in response to an abnormal condition according to one or more embodiments of the present disclosure is depicted. The method may be performed by a system according to the present disclosure, including one or more devices comprising a vehicle electrical system 100.

[0047] Method 700 may begin with one or more of steps 701 to 713, wherein the microcontroller may receive: current fault, voltage fault, temperature fault, SoC fault, pressure fault, power operating time, total charge current, total floating voltage, temperature fault duration, temperature fault count, SoC fault count, SoC fault duration, and / or pressure fault count. The current fault, voltage fault, temperature fault, SoC fault, pressure fault, power operating time, total charge current, total floating voltage, temperature fault duration, temperature fault count, SoC fault count, SoC fault duration, and / or pressure fault count may be provided to the microcontroller through power monitoring.

[0048] Based at least in part on which of steps 701 to 713 caused the receiving failure, at step 720, the automated maintenance subroutine can generate a maintenance report. The microcontroller can then deliver the maintenance report to the operator to perform the associated maintenance action at step 730. Each battery or device can be registered via a firmware driver design and its operating status can be recorded to guide the targeted maintenance action. When registering a single fault, the system can include faults from the stored fault records for each battery or device.

[0049] To remove or clear the current fault record, the system can perform the required tests at step 740. The microcontroller can then review the test results at step 750 and determine if the electrical system has been restored to full functionality. If the electrical system is functioning correctly, the vehicle and its power control unit can move to normal power mode (step 760). If the associated fault has not been repaired by step 750, the microcontroller will notify the operator to perform further maintenance actions, and the system can return to step 730.

[0050] Figure 8 A flowchart depicts an exemplary method in response to a power supply thermal state according to one or more embodiments of the present disclosure. The method may be performed by a system according to the present disclosure, including one or more devices comprising a vehicle electrical system 100.

[0051] Method 800 may begin at step 810, where the power supply temperature and ambient temperature are received. The power supply temperature may be provided to the microcontroller via one or more power temperature sensors, and the ambient temperature may be provided to the microcontroller via one or more ambient temperature sensors. At step 820, the microcontroller may generate a thermal protection state for the power supply. The microcontroller may determine whether the power supply temperature is high based on the thermal protection state at step 830, and if the power supply temperature is too high, at step 860, the microcontroller may activate a cooling function, for example, by using a heat pipe and intake air. If the power supply temperature is within range, the microcontroller may return to step 820 (step 830: No).

[0052] The microcontroller can determine whether the power supply temperature is low based on the thermal protection status at step 840, and if the power supply temperature is too low, at step 870, the microcontroller can activate the heating function, for example, by using heat pipe air. If the power supply temperature returns to normal, the microcontroller can return to step 820 (step 840: No). Similarly, at step 850, the microcontroller can determine whether ventilation is needed to release any hazardous gases accumulated in one or more power supplies. At step 880, the microcontroller can activate the ventilation function by using intake 890, and if ventilation is no longer needed, the microcontroller can return to step 820 (step 850: No).

[0053] Although Figures 4 to 8 (And the accompanying description) describes methods for registering and / or responding to various faults that may occur during vehicle operation; however, many other conditions may exist that could lead to errors registered by the microcontroller. For example, in some embodiments according to this disclosure, the microcontroller may register a sensor-based fault whenever one or more of its received signal inputs are irregular. The microcontroller can respond to these faults in a variety of appropriate ways to ensure the continued safe operation of the vehicle. In certain situations, when one of the power supplies is determined to be faulty or poses a risk to the vehicle (e.g., when two or more sensor faults have been registered relative to the same power supply), the microcontroller can completely instruct the power regulator to completely shut down one of the power supplies. The ability to shut down and / or turn off power supplies as needed to maintain safe vehicle operation allows the vehicle to avoid faults or collisions.

[0054] In some embodiments according to this disclosure, when the vehicle electrical system operates in normal power mode, all three power sources are fully functional, and all sensors, actuators, and motors are healthy. During takeoff and landing (e.g., at altitudes <500 feet AGL), a low-noise mode is available, where only the battery pack supplies power to the main power bus to reduce noise associated with other power sources (e.g., combustion engines). During climb or cruise (e.g., from altitudes >500 feet AGL to cruise altitude), the main power bus can transfer power from the three hybrid engines or the full battery and charge the battery. During descent, a low-torque mode is available and enabled, allowing the hybrid engine or fuel cell to supply only the necessary power to the motors to ensure a stable descent. In some embodiments, when the system is in a degraded power state due to one or more power source failures, the remaining normally functioning batteries, hybrid engines, or fuel cells can work together to supply power to the motors and necessary equipment for safe flight. In the event of a degraded power state selected due to a motor / actuator / sensor failure, all three power sources remain functional, and the low-noise and low-torque modes can still be enabled. However, in an emergency power state, the system may not be able to optimize power so that all available power is used to help with a safe landing.

[0055] Therefore, the methods and systems of this disclosure can typically monitor and regulate the vehicle's power supply and electrical system to control the vehicle load on the vehicle's electrical system, thereby achieving a very low power fail-safe ratio when the vehicle's electrical system condition deteriorates. Furthermore, the methods and systems of this disclosure can utilize multiple sensor inputs and vehicle conditions to regulate the load on the vehicle's electrical system, and can achieve benefits beyond safety, including, for example, power efficiency.

[0056] The general description of this disclosure provides a brief overall description of a suitable computing environment in which this disclosure may be implemented. In one embodiment, any of the disclosed systems and / or methods may be performed or implemented by a computing system consistent with or similar to the computing systems shown and / or explained in this disclosure. Although not essential, aspects of this disclosure are described in the context of computer-executable instructions, such as routines executed by data processing devices, such as server computers, wireless devices, and / or personal computers. Those skilled in the art will appreciate that aspects of this disclosure can be practiced using other communication, data processing, or computer system configurations, including internet-connected appliances, handheld devices (including personal digital assistants (“PDAs”), wearable computers, various cellular or mobile phones (including Voice over IP (“VoIP”) phones), dumb terminals, media players, gaming devices, virtual reality devices, multiprocessor systems, microprocessor-based or programmable consumer electronics, set-top boxes, network PCs, microcomputers, mainframe computers, etc. In practice, the terms “computer,” “server,” etc., are generally used interchangeably herein and refer to any of the aforementioned devices and systems and any data processor.

[0057] The aspects of this disclosure can be implemented in a dedicated computer and / or data processor, which is specifically programmed, configured, and / or constructed to execute one or more computer-executable instructions detailed herein. While aspects of this disclosure, such as certain functions, are described as performing only on a single device, this disclosure can also be practiced in a distributed environment, where functions or modules are shared among different processing devices linked via communication networks such as local area networks (“LANs”), wide area networks (“WANs”), and / or the Internet. Similarly, the techniques presented herein that relate to multiple devices can be implemented in a single device. In a distributed computing environment, program modules may reside in local memory storage devices and / or remote memory storage devices.

[0058] Various aspects of this disclosure may be stored and / or distributed on non-transitory computer-readable media, including magnetically or optically readable computer disks, hardwired or pre-programmed chips (e.g., EEPROM semiconductor chips), nanotechnology memories, biological memories, or other data storage media. Alternatively, computer-implemented instructions, data structures, screen displays, and other data under various aspects of this disclosure may be distributed over time via the Internet and / or other networks (including wireless networks) on propagating signals on a propagation medium (e.g., one or more electromagnetic waves, sound waves, etc.), and / or they may be made available on any analog or digital network (packet switching, circuit switching, or other schemes).

[0059] The programmatic aspect of technology can be considered a "product" or "artifact," typically in the form of executable code and / or associated data, carried or embodied in a type of machine-readable medium. "Storage" type media includes any or all tangible memory, such as various semiconductor memories, tape drives, disk drives, etc., of computers, processors, etc., or their associated modules, which can provide non-transitory storage for software programming at any time. All or part of the software can sometimes be communicated via the Internet or various other telecommunications networks. For example, such communication allows software to be loaded from one computer or processor to another, such as from a management server or host of a mobile communication network to a server's computer platform and / or from a server to a mobile device. Therefore, another type of medium that can carry software elements includes light waves, radio waves, and electromagnetic waves, such as those used at physical interfaces between local devices, through wired and optical ground networks, and through various air links. Physical elements carrying such waves, such as wired or wireless links, optical links, etc., can also be considered as media carrying software. As used herein, unless limited to non-transitory tangible "storage" media, the term "readable medium" of a computer or machine refers to any medium that participates in providing instructions to a processor for execution.

[0060] The terms used above may be interpreted in their broadest and most reasonable manner, even when used in conjunction with specific embodiments of certain particular examples of this disclosure. Indeed, some terms may even be emphasized above; however, any term intended to be interpreted in any limited manner will be explicitly and specifically defined in this Detailed Description section. The foregoing general and specific embodiments are merely exemplary and illustrative, and not limited to the features protected by the claims.

[0061] As used herein, the terms “comprising,” “including,” “having,” “containing,” or other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article of manufacture, or apparatus that includes a list of elements does not include only those elements but may include other elements not expressly listed or inherent to those processes, methods, articles of manufacture, or apparatus.

[0062] In this disclosure, relative terms such as, for example, “about,” “basically,” “generally,” and “approximately” are used to indicate possible variations of ±10% in a specified value.

[0063] The term “exemplary” is used in the sense of “example” rather than “ideal.” As used herein, the singular forms “a,” “an,” and “the” include plural references unless otherwise indicated by the context.

[0064] Other embodiments of this disclosure will be apparent to those skilled in the art from the description and practical experience of the embodiments disclosed herein. The description and examples are intended to be illustrative only, and the true scope and spirit of this disclosure are indicated by the following claims.

Claims

1. A power control system for a vehicle, wherein the vehicle includes three or more power sources, at least two of which each include one or more batteries, a critical power subsystem, a necessary power subsystem, and an auxiliary power subsystem, wherein the critical power subsystem of the vehicle is configured to provide power to a first set of devices on the vehicle for maintaining flight, the necessary power subsystem of the vehicle is configured to provide power to a second set of devices on the vehicle, and the auxiliary power subsystem of the vehicle is configured to provide power to one or more of: a vehicle entertainment system, an air conditioning system, a wireless internet system, and an accessory charging system, wherein the power control system includes: Multiple sensors, wherein the multiple sensors are associated with one or more power sources; One or more microcontrollers, configured to receive multiple signal inputs from the plurality of sensors, wherein the one or more microcontrollers include a main microcontroller; and The main microcontroller is configured to select the power state of the power control system based at least in part on the plurality of signal inputs from the plurality of sensors; wherein the power state is selected from the group consisting of: In a first power state, wherein one or more microcontrollers are configured to cause a power regulator to provide power to the vehicle’s critical electrical subsystem, essential electrical subsystem, and auxiliary electrical subsystem; A second power state, wherein one or more microcontrollers are configured to cause the power regulator to provide power to the critical and essential electrical subsystems of the vehicle, and not to provide power to the auxiliary electrical subsystems of the vehicle; and The third power state, wherein one or more microcontrollers are configured to cause the power regulator to provide power to the critical electrical subsystem of the vehicle, and not to provide power to the necessary electrical subsystem and the auxiliary electrical subsystem of the vehicle; When the power control system operates in the first power state or the second power state, and all power sources of the vehicle are fully functional, the one or more microcontrollers are configured to operate in a low-noise mode, in which only the power source including the battery provides power, to reduce noise associated with other power sources of the vehicle during takeoff and landing phases.

2. The power control system according to claim 1, wherein the one or more power sources include a first power source, a second power source, and a third power source, and wherein the first power source and the second power source each include one or more batteries.

3. The power control system according to claim 2, wherein the third power source comprises a fuel cell or a combustion engine.

4. The power control system according to claim 1, wherein: At least one of the one or more power sources is a battery of the battery type; and The plurality of sensors include a battery temperature sensor and an ambient temperature sensor, and the main microcontroller is configured to: The normal operating temperature range is identified at least in part based on the ambient temperature signal from the ambient temperature sensor and the battery type; When the battery temperature sensor senses a battery temperature outside the normal operating temperature range, a temperature fault is registered; and When a temperature fault has been registered, select one of the following: the second power state or the third power state.

5. The power control system according to claim 4, wherein: The plurality of sensors further include a battery current sensor and a battery voltage sensor, wherein the main microcontroller is configured to: When the battery current sensor senses a battery current greater than the safe current operating threshold, a register current fault occurs. When the battery voltage sensor senses a battery voltage outside the safe operating voltage range, a register voltage fault occurs; and When a current or voltage fault has been registered, one of the following is selected: the second power state or the third power state.

6. The power control system according to claim 5, wherein: The plurality of sensors include a battery surface pressure sensor, and the main microcontroller is configured to: When the battery surface pressure sensor senses battery pressure indicating battery expansion, a register pressure fault occurs; and When a registered pressure fault occurs, select one of the following: the second power state or the third power state.

7. The power control system of claim 6, wherein the main microcontroller is configured to select the third power state when two or more faults have been registered.

8. The power control system of claim 7, wherein the main microcontroller is configured to cause the power regulator to shut down one of the one or more power supplies when two or more faults have been registered relative to one of the power supplies.

9. The power control system of claim 1, wherein the one or more microcontrollers comprise two or more microcontrollers, and wherein the power control system is configured such that, in the event of a failure of the primary microcontroller, another microcontroller of the two or more microcontrollers becomes the primary microcontroller.

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