A high-efficiency aircraft power supply architecture

Abstract

The invention discloses a high-efficiency aircraft power supply architecture, comprising a fuel cell, a lithium battery pack, a first diode D1, a second diode D2, a pre-charging resistor R1, a first switch S1, a second switch S2, a consumption resistor R2, a third switch S3, an inverter input capacitor C1 and an external electrical appliance connected to the inverter; the fuel cell, the second diode D2, the pre-charging resistor R1, the first switch S1 and the consumption resistor R2 form a preheating circuit module; the fuel cell, the second diode D2, the pre-charging resistor R1, the first switch S1, the second switch S2, the consumption resistor R2 and the inverter input capacitor C1 form a pre-charging circuit module; the fuel cell, the second diode D2, the lithium battery pack, the first diode D1, the third switch S3 and the inverter input capacitor C1 form a hybrid power supply output circuit module; the second switch S2, the consumption resistor R2 and the inverter input capacitor C1 form a discharge circuit module; the comprehensive management of aircraft energy control is realized, and the size of the equipment is reduced while the number of equipment is reduced.

Description

Technical Field

[0001] The present invention belongs to the technical field of aviation electrical system energy management, and in particular relates to a high-efficiency aircraft power supply architecture. Background Art

[0002] With the continuous growth of the air traffic market and the increasing pollution of aviation fuel to the environment, electric aircraft have gained favor in the market. Electric aircraft use new energy such as solar energy and electricity to drive propellers, ducted fans or other devices through electric motors to generate forward momentum, effectively reducing the consumption of fossil fuels. It has become a development trend in the aviation industry.

[0003] Electric aircraft generally use batteries or fuel cells for energy storage. However, the energy density of lithium batteries cannot be greatly improved at this stage, and pure lithium battery aircraft cannot meet the long-range requirements. If pure fuel cells are used to power the aircraft, the range is longer than that of lithium batteries, but the power density of fuel cells is low and cannot meet the large-scale power changes and rapid dynamic response requirements of electric aircraft during takeoff, cruising, maneuvering and landing. Therefore, electric aircraft need to use a hybrid power system composed of lithium batteries and fuel cells for power supply.

[0004] The no-load voltage of the fuel cell is high, and when it is mixed with the lithium battery, a large current loop is easily formed in the circuit; in addition, since the aircraft's motor controller has a large busbar capacitor, the high-voltage battery directly added to the capacitor in the cold start state is equivalent to a direct short circuit, so a pre-charging circuit needs to be designed to avoid it; however, the pre-charging circuit is used less frequently and is heavy, which does not meet the strict weight requirements of the aircraft. Therefore, it is necessary to design an energy management circuit with more comprehensive functions to meet the application needs of electric aircraft. Summary of the invention

[0005] The technical problem to be solved by the present invention is to provide a high-efficiency aircraft power supply architecture in view of the deficiencies of the above-mentioned prior art.

[0006] In order to achieve the above technical objectives, the technical solution adopted by the present invention is:

[0007] A high-efficiency aircraft power supply architecture, the power supply architecture comprising a fuel cell, a lithium battery pack, a first diode D1, a second diode D2, a pre-charge resistor R1, a first switch S1, a second switch S2, a consumption resistor R2, a third switch S3, an inverter input capacitor C1 and an external electrical appliance connected to the inverter;

[0008] The fuel cell, the second diode D2, the pre-charging resistor R1, the first switch S1 and the consumption resistor R2 form a preheating circuit module;

[0009] The fuel cell, the second diode D2, the pre-charging resistor R1, the first switch S1, the second switch S2, the consumption resistor R2 and the inverter input capacitor C1 constitute a pre-charging circuit module;

[0010] The fuel cell, the second diode D2, the lithium battery pack, the first diode D1, the third switch S3 and the inverter input capacitor C1 form a hybrid power supply output circuit module;

[0011] The second switch S2, the consumption resistor R2 and the inverter input capacitor C1 form a discharge circuit module;

[0012] The output end of the frequency converter is connected with a motor.

[0013] Preferably, the positive output of the fuel cell is connected in series with one end of the second diode D2; the positive output of the lithium battery pack is connected in series with one end of the first diode D1; the negative electrode of the lithium battery pack, the negative electrode of the fuel cell, the other end of the consumption resistor R2 and the other end of the inverter input capacitor C1 are connected to each other; the other end of the second diode D2, the other end of the first diode D1, one end of the pre-charging resistor R1 and one end of the third switch S3 are connected to each other; the other end of the pre-charging resistor R1 is connected to one end of the first switch S1; the other end of the first switch S1 is simultaneously connected to one end of the second switch S2 and one end of the consumption resistor R2; the other end of the second switch S2 is simultaneously connected to one end of the inverter input capacitor C1 and the other end of the third switch S3.

[0014] Preferably, the pre-charging resistor R1 is a heating component installed in the lithium battery pack to heat the lithium battery pack.

[0015] Preferably, the pre-charging resistor R1 is a heating component, and a heat sink may be installed on the surface.

[0016] Preferably, the reverse withstand voltage values ​​of the first diode D1 and the second diode D2 are higher than the no-load voltage of the fuel cell.

[0017] Preferably, the first switch S1, the second switch S2, and the third switch S3 are electromagnetic relays, which are controlled by an external controller.

[0018] Preferably, when the preheating circuit module is working, the first switch S1 is closed, and the second switch S2 and the third switch S3 are opened.

[0019] Preferably, when the pre-charging circuit module is working, the first switch S1 and the second switch S2 are closed, and the third switch S3 is open.

[0020] Preferably, when the hybrid power supply output circuit module is working, the first switch S1 and the second switch S2 are opened, and the third switch S3 is closed.

[0021] Preferably, when the discharge circuit module is working, the second switch S2 is closed, and the first switch S1 and the third switch S3 are opened.

[0022] The present invention has the following beneficial effects:

[0023] After adopting a high-efficiency aircraft power supply architecture of the present invention, comprehensive management of aircraft energy control is achieved through the integration of preheating circuits, precharging circuits, hybrid power supply output circuits and discharge circuits, which greatly reduces the size of equipment while reducing the number of equipment. At the same time, based on the integration of functions, the quality control of individual components is better, which lays the foundation for improving the reliability of aircraft electrical systems and provides the possibility for large-scale application of electric aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 It is a circuit diagram of a high-performance aircraft power supply architecture of the present invention.

[0025] Figure 2 A simplified diagram of a preheating circuit module of a high-efficiency aircraft power supply architecture according to the present invention.

[0026] Figure 3 A simplified diagram of a pre-charging circuit module of a high-efficiency aircraft power supply architecture according to the present invention.

[0027] Figure 4 A simplified diagram of a hybrid power supply output circuit module of a high-efficiency aircraft power supply architecture according to the present invention.

[0028] Figure 5 A simplified diagram of a discharge circuit module of a high-efficiency aircraft power supply architecture according to the present invention. DETAILED DESCRIPTION

[0029] The embodiments of the present invention are further described in detail below in conjunction with the accompanying drawings.

[0030] A high-efficiency aircraft power supply architecture, the power supply architecture comprising a fuel cell, a lithium battery pack, a first diode D1, a second diode D2, a pre-charge resistor R1, a first switch S1, a second switch S2, a consumption resistor R2, a third switch S3, an inverter input capacitor C1 and an external electrical appliance connected to the inverter;

[0031] The fuel cell, the second diode D2, the pre-charging resistor R1, the first switch S1 and the consumption resistor R2 form a preheating circuit module;

[0032] The fuel cell, the second diode D2, the pre-charging resistor R1, the first switch S1, the second switch S2, the consumption resistor R2 and the inverter input capacitor C1 constitute a pre-charging circuit module;

[0033] The fuel cell, the second diode D2, the lithium battery pack, the first diode D1, the third switch S3 and the inverter input capacitor C1 form a hybrid power supply output circuit module;

[0034] The second switch S2, the consumption resistor R2 and the inverter input capacitor C1 form a discharge circuit module;

[0035] The output end of the frequency converter is connected with a motor.

[0036] In a specific implementation, the first diode D1 and the second diode D2 are power diodes.

[0037] See also Figure 1 In a specific implementation, the positive electrode output of the fuel cell is connected in series with one end of the second diode D2; the positive electrode output of the lithium battery pack is connected in series with one end of the first diode D1; the negative electrode of the lithium battery pack, the negative electrode of the fuel cell, the other end of the consumption resistor R2 and the other end of the inverter input capacitor C1 are connected to each other; the other end of the second diode D2, the other end of the first diode D1, one end of the pre-charging resistor R1 and one end of the third switch S3 are connected to each other; the other end of the pre-charging resistor R1 is connected to one end of the first switch S1; the other end of the first switch S1 is simultaneously connected to one end of the second switch S2 and one end of the consumption resistor R2; the other end of the second switch S2 is simultaneously connected to one end of the inverter input capacitor C1 and the other end of the third switch S3.

[0038] In a specific implementation, the pre-charging resistor R1 is a heating component installed in the lithium battery pack to heat the lithium battery pack.

[0039] In a specific implementation, the pre-charging resistor R1 is a heating component, and a heat sink can be installed on the surface.

[0040] During specific implementation, the consumption resistor R2 is a heating component that converts electrical energy into thermal energy to supplement thermal energy for the cabin.

[0041] In a specific implementation, the reverse withstand voltage values ​​of the first diode D1 and the second diode D2 are higher than the no-load voltage of the fuel cell.

[0042] In a specific implementation, the first switch S1, the second switch S2, and the third switch S3 are electromagnetic relays, which are controlled by an external controller.

[0043] For specific implementation, see Figure 2 When the preheating circuit module is working, the first switch S1 is closed, and the second switch S2 and the third switch S3 are opened; at this time, the fuel cell current starts from the positive electrode through the second diode D2, the first resistor R1, the first switch S1 and the second resistor R2 and returns to the negative electrode of the fuel cell, thereby supplying power to the first resistor R1 and completing the heating of the lithium battery pack.

[0044] For specific implementation, see Figure 3 When the pre-charging circuit module is working, the first switch S1 and the second switch S2 are closed, and the third switch S3 is opened. At this time, the fuel cell current starts from the positive electrode and passes through the second diode D2, the first resistor R1, the first switch S1, the second resistor R2, the second switch S2 and the inverter to return to the negative electrode of the fuel cell, thereby supplying power to the inverter. At this time, since the fuel cell is in a low-power output state, the voltage is higher than the lithium battery pack, and the lithium battery pack cannot output electrical energy to the outside.

[0045] For specific implementation, see Figure 4 When the hybrid power supply output circuit module is working, the first switch S1 and the second switch S2 are disconnected, and the third switch S3 is closed; at this time, the fuel cell current starts from the positive electrode, passes through the third switch S3 and the inverter, and returns to the negative electrode of the fuel cell, thereby supplying power to the inverter; because the inverter outputs a large power at this time, the voltage of the fuel cell drops when the power is high. When it drops to a voltage lower than the output voltage of the lithium battery pack, the current of the lithium battery pack starts from the positive electrode, passes through the third switch S3 and the inverter, and returns to the negative electrode of the lithium battery pack, thereby supplementing the energy supply of the fuel cell.

[0046] For specific implementation, see Figure 5 When the discharge circuit module is working, the second switch S2 is closed, and the first switch S1 and the third switch S3 are opened; at this time, the residual electric energy of the inverter input capacitor C1 forms a loop through the second switch S2 and the second resistor R2, and the residual electric energy of the inverter input capacitor C1 is consumed by the second resistor R2 to achieve discharge.

[0047] A high-efficiency aircraft power supply architecture of the present invention realizes comprehensive management of aircraft energy control by integrating a preheating circuit, a precharging circuit, a hybrid power supply output circuit and a discharge circuit, greatly reduces the size of equipment while reducing the number of equipment. At the same time, based on the integration of functions, the quality control of individual components is better, which lays a foundation for improving the reliability of aircraft electrical systems and provides the possibility for large-scale application of electric aircraft.

[0048] Although the present invention has been described in detail above by general description and specific embodiments, it is obvious to those skilled in the art that some modifications or improvements can be made on the basis of the present invention. Therefore, these modifications or improvements made on the basis of not departing from the spirit of the present invention all belong to the scope of protection claimed by the present invention.

Claims

1. A high-performance aircraft power supply architecture, characterized in that: The power supply architecture includes a fuel cell, a lithium battery pack, a first diode D1, a second diode D2, a pre-charge resistor R1, a first switch S1, a second switch S2, a consumption resistor R2, a third switch S3, an inverter input capacitor C1 and an external electrical appliance connected to the inverter; The fuel cell, the second diode D2, the pre-charging resistor R1, the first switch S1 and the consumption resistor R2 constitute a preheating circuit module; The fuel cell, the second diode D2, the pre-charging resistor R1, the first switch S1, the second switch S2, the consumption resistor R2 and the inverter input capacitor C1 constitute a pre-charging circuit module; The fuel cell, the second diode D2, the lithium battery pack, the first diode D1, the third switch S3 and the inverter input capacitor C1 constitute a hybrid power supply output circuit module; The second switch S2, the consumption resistor R2 and the inverter input capacitor C1 form a discharge circuit module; The output end of the frequency converter is connected to a motor; The positive output of the fuel cell is connected in series with one end of the second diode D2; the positive output of the lithium battery pack is connected in series with one end of the first diode D1; the negative electrode of the lithium battery pack, the negative electrode of the fuel cell, the other end of the consumption resistor R2 and the other end of the inverter input capacitor C1 are connected to each other; the other end of the second diode D2, the other end of the first diode D1, one end of the pre-charging resistor R1 and one end of the third switch S3 are connected to each other; the other end of the pre-charging resistor R1 is connected to one end of the first switch S1; the other end of the first switch S1 is simultaneously connected to one end of the second switch S2 and one end of the consumption resistor R2; the other end of the second switch S2 is simultaneously connected to one end of the inverter input capacitor C1 and the other end of the third switch S3.

2. The high-performance aircraft power supply architecture according to claim 1, characterized in that: The pre-charging resistor R1 is a heating component installed in the lithium battery pack to heat the lithium battery pack.

3. The high-performance aircraft power supply architecture according to claim 2, characterized in that: The pre-charging resistor R1 is a heating component, and a heat sink can be installed on the surface.

4. The high-performance aircraft power supply architecture according to claim 1, characterized in that: The reverse withstand voltage of the first diode D1 and the second diode D2 is higher than the no-load voltage of the fuel cell.

5. The high-performance aircraft power supply architecture according to claim 1, characterized in that: The first switch S1, the second switch S2, and the third switch S3 are electromagnetic relays, which are controlled by an external controller.

6. The high-performance aircraft power supply architecture according to claim 1, characterized in that: When the preheating circuit module is working, the first switch S1 is closed, and the second switch S2 and the third switch S3 are opened.

7. The high-performance aircraft power supply architecture according to claim 1, characterized in that: When the pre-charging circuit module is in operation, the first switch S1 and the second switch S2 are closed, and the third switch S3 is opened.

8. The high-performance aircraft power supply architecture according to claim 1, characterized in that: When the hybrid power supply output circuit module is in operation, the first switch S1 and the second switch S2 are disconnected, and the third switch S3 is closed.

9. The high-performance aircraft power supply architecture according to claim 1, characterized in that: When the discharge circuit module is working, the second switch S2 is closed, and the first switch S1 and the third switch S3 are opened.

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