Intelligent high-voltage charging and distribution system and method for electric aircraft

Abstract

The invention relates to the technical field of aviation, and discloses an intelligent high-voltage charging and distribution system and method for an electric aircraft. The system comprises a load and an electric drive, and each electric drive comprises m power supply circuits; the n battery packs are connected in parallel; the n battery packs are divided into m groups, and the m groups of battery packs correspondingly supply power to the m paths of power supply circuits respectively; the bus bars are located in the high-voltage charging and distribution box and comprise first bus bars and second bus bars corresponding to each group of battery packs, the number of the first bus bars is consistent with that of the current group of battery packs, and the first bus bars are correspondingly connected with all the battery packs in the current group of battery packs respectively; the second bus bar is used for connecting each first bus bar corresponding to the current group of battery packs; the first bus bar is also used for connecting the power supply circuit corresponding to the current group of battery packs, so that the electric energy of the current group of battery packs is distributed to the power supply circuit corresponding to the current group of battery packs through the first bus bar; the system has enough safety design margin and reliability, and the weight of the aircraft is reduced.

Description

Technical Field

[0001] The present disclosure relates to the field of aviation technology, and in particular to an intelligent high-voltage charging and distribution system and method for an electric aircraft. Background Art

[0002] With the development of the new energy industry and people's pursuit of environmental protection, comfort and cost-effectiveness, electric aircraft has gradually developed as a new energy product in the aviation field. Electric aircraft refers to an aircraft that relies on electric motors rather than traditional fuel to provide driving force. Taking the electric vertical take-off and landing aircraft (EVTOL) as an example, EVTOL provides lift through one or more lift motor propellers to achieve vertical take-off and landing. When it rises vertically to a certain height, the thrust is provided by the thrust motor propeller. The motor that provides lift can stop working or be converted into a thrust motor. EVTOL relies on high-voltage batteries (i.e., the battery pack in this application) to power the motor instead of providing driving force for the aircraft through traditional fuel. At this time, EVTOL provides high-voltage electricity for the high-voltage power components of the aircraft such as motors, air conditioners, heaters, DC-DC converters (DCto DC converter, DCDC), etc. through multiple battery packs. EVTOL has many advantages such as energy saving and environmental protection, near zero emissions, very low noise and vibration levels, good ride comfort, safety and reliability, simple structure, easy operation and use, good maintainability and economy, etc. It is not only environmentally friendly, but also creates a lot of economic value.

[0003] At present, there are very few manned electric aircraft that meet safety and airworthiness requirements. How to reliably distribute the high-voltage electricity from multiple battery packs to multiple different high-voltage electrical equipment under different aircraft flight conditions is an urgent problem that needs to be solved when designing the high-voltage charging and distribution system for electric aircraft. Summary of the invention

[0004] In view of this, the present disclosure proposes an intelligent high-voltage charging and distribution system and method for electric aircraft, which adopts a distributed power grid parallel solution and can achieve redundant power distribution for multiple loads, multiple buses, and multiple scenarios through intelligent control. It has sufficient safety design margin and reliability, and can also reduce the current carrying capacity of the high-voltage line through the high-voltage platform to reduce the weight of the aircraft.

[0005] On one hand, the present disclosure provides an intelligent high-voltage charging and distribution system for an electric aircraft, the system comprising:

[0006] The load includes an electric drive, each of which includes m power supply circuits; wherein m is an integer greater than 1;

[0007] n battery packs connected in parallel are used to provide power to the load through a high-voltage charging and distribution box; the n battery packs are divided into m groups, and the m groups of battery packs respectively supply power to m power supply circuits; wherein n is an integer greater than 1; m is an integer less than n; and,

[0008] The bus bars located in the high-voltage charging and distribution box include first bus bars and second bus bars corresponding to each battery pack. The number of the first bus bars is consistent with the number of the current group of battery packs, and are respectively connected to each battery pack in the current group of battery packs. The second bus bars are used to connect the first bus bars corresponding to the current group of battery packs. The first bus bars are also used to connect the power supply circuit corresponding to the current group of battery packs, so that the electric energy of the current group of battery packs can be distributed to the power supply circuit corresponding to the current group of battery packs through the first bus bars.

[0009] In one possible implementation, the first bus bar and the second bus bar corresponding to each battery pack are connected via a first protection device; the first protection device is used to cut off the connection between the first bus bar and the second bus bar when an abnormality occurs in the line where the first bus bar and / or the second bus bar is located.

[0010] In a possible implementation, the electric drive includes a first electric drive, which is used to provide lift for the electric aircraft and is symmetrically distributed on the arms of the electric aircraft;

[0011] For each first bus bar corresponding to each battery pack, the first bus bar is connected to at least one pair of symmetrical first electric drives.

[0012] In a possible implementation, the electric drive includes a second electric drive; the second electric drive is used to provide thrust for the electric aircraft and is symmetrically distributed on the tail wing of the electric aircraft;

[0013] For each first bus bar corresponding to each battery pack, different first bus bars are connected to different second electric drives.

[0014] In a possible implementation, a second bus bar corresponding to a first battery pack group among the m battery packs is connected to a charging structure, and when the charging structure is connected to an external power source, the first battery pack group is charged through the second bus bar corresponding to the first battery pack group and the first bus bar;

[0015] The second bus bar corresponding to the second battery pack group in the m battery packs is electrically connected to the second bus bar corresponding to the first battery pack group, so as to charge the second battery pack group through the electrical connection;

[0016] The second battery pack group is other battery pack groups among the m battery pack groups except the first battery pack group.

[0017] In a possible implementation, the first bus bar is connected to the power supply circuit of the electric drive via a second protection device, and the second protection device connected to each electric drive is used to cut off the connection between the electric drive and the first bus bar when an abnormality occurs in the line where the electric drive is located.

[0018] In a possible implementation, the load further includes at least two environmental control devices and at least two DC converters; the at least two environmental control devices are connected to different first bus bars, and the at least two DC converters are connected to different first bus bars.

[0019] In a possible implementation, the number of battery packs in each group of battery packs is equal, and each battery pack in the same group of battery packs is connected to a power supply circuit of an electric drive.

[0020] In a possible implementation, the n battery packs are connected in parallel to provide a high-voltage platform with an operating DC voltage range of 500V to 900V and a rated voltage of 800V for the high-voltage charging and distribution box.

[0021] In a possible implementation, the electric drive includes four pairs of symmetrically arranged first electric drives and one pair of symmetrically arranged second electric drives; the value of m is 2; the high-voltage charging and distribution boxes include two, and different high-voltage charging and distribution boxes are connected to different groups of battery packs; the value of n is 6, and the number of battery packs in each group of battery packs is 3, and each battery pack is connected to the power supply circuit of a pair of first electric drives through a first bus bar, and the power supply circuit of the remaining pair of first electric drives is connected to different battery packs through the first bus bar, and the power supply circuit of a pair of second electric drives is connected to different battery packs through the first bus bar.

[0022] Another aspect of the present disclosure provides an intelligent high-voltage charging and distribution method for an electric aircraft, which is used in the intelligent high-voltage charging and distribution system for the electric aircraft, and the method comprises:

[0023] When the electric aircraft operates normally, controlling the battery pack to supply power to the load through the bus bar;

[0024] In the event that an abnormality occurs in a line where any bus bar is located or in one of the n battery packs, a normal battery pack is controlled to supply power to a load on a normal closed line.

[0025] In a possible implementation, the first bus bar and the second bus bar corresponding to each battery pack in the intelligent high-voltage charging and distribution system are connected via a first protection device; accordingly,

[0026] When an abnormality occurs in a line where any bus bar is located or in one of the n battery packs, controlling a normal battery pack to supply power to a load on a normal closed line includes:

[0027] In the event that a short circuit abnormality occurs in the line where the first bus bar and / or the second bus bar corresponding to any group of battery packs are located, if the currents monitored by the various first protection devices are greater than the preset short-circuit current threshold, all the first protection devices are controlled to be disconnected, and the battery packs and loads connected to the first bus bars where the short circuit abnormality does not occur are controlled to operate normally; if the current monitored by at least one first protection device is greater than the preset short-circuit current threshold, all the first protection devices are controlled to be disconnected, and the battery packs and loads connected to the first bus bars where the short circuit abnormality does not occur are controlled to operate normally, and after a preset period of time, the first protection devices where the current is not greater than the preset short-circuit current threshold are restored to connection;

[0028] or,

[0029] In the event that a circuit abnormality occurs in a line where a first bus bar corresponding to any group of battery packs is located, the battery packs and loads connected to the first bus bar where no circuit abnormality occurs are controlled to operate normally.

[0030] On the other hand, the present disclosure provides an intelligent high-voltage charging and distribution device for an electric aircraft, comprising: a processor; a memory for storing instructions executable by the processor; wherein the processor is configured to implement the above method when executing the instructions stored in the memory.

[0031] Another aspect of the present disclosure provides a non-volatile computer-readable storage medium having computer program instructions stored thereon, wherein the computer program instructions implement the above method when executed by a processor.

[0032] Another aspect of the present disclosure provides a computer program product, including a computer-readable code, or a non-volatile computer-readable storage medium carrying the computer-readable code. When the computer-readable code runs in a processor of an electronic device, the processor in the electronic device executes the above method.

[0033] By setting a load, including an electric drive, each electric drive includes m power supply circuits; n battery packs connected in parallel, used to provide power to the load through a high-voltage charging and distribution box; the n battery packs are divided into m groups, and the m groups of battery packs respectively power the m power supply circuits; and bus bars located in the high-voltage charging and distribution box, including a first bus bar and a second bus bar corresponding to each group of battery packs, the number of the first bus bars is consistent with the number of the current group of battery packs, and are respectively connected to each battery pack in the current group of battery packs, and the second bus bar is used to connect each first bus bar corresponding to the current group of battery packs. The first bus bar is also used to connect the power supply circuit corresponding to the current group of battery packs, so that the electric energy of the current group of battery packs is distributed to the power supply circuit corresponding to the current group of battery packs through the first bus bar; at this time, the m groups of battery packs form a distributed parallel power grid architecture for sharing electric energy, which is equivalent to that each load in the system has n battery packs as power sources at the same time. When any battery pack loses power supply, the normal operation of the high-voltage load is not affected; the system has sufficient safety design margin and reliability, avoids the catastrophic consequences caused by single point failure, meets airworthiness requirements, and can ensure the safe flight of electric aircraft.

[0034] In addition, the high-voltage charging and distribution system not only has the high-voltage distribution function, but also includes the high-voltage charging function. The high-voltage distribution system can realize the setting of an 800V DC voltage platform in the electric aircraft. Compared with the 400V or 600V voltage platform, it can reduce the current of the high-voltage circuit equipment. Since the current is smaller, the cross-sectional area of ​​the wires in the electric aircraft can be smaller, which can greatly reduce the weight of the high-voltage equipment. Taking the high-voltage wire harness as an example, the weight of the high-voltage wire harness can be reduced by nearly 40% compared with the 400V platform of 800V DC. In addition, the application of the 800V DC high-voltage charging and distribution system in electric vertical take-off and landing aircraft fills the gap of EVTOL and is conducive to the rapid development of EVTOL.

[0035] Further features and aspects of the present disclosure will become apparent from the following detailed description of exemplary embodiments with reference to the attached drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] The accompanying drawings, which are incorporated in and constitute a part of the specification, serve, together with the description, to explain the principles of the disclosure.

[0037] Figure 1 A block diagram of an 800V DC high-voltage charging and distribution system for an electric vehicle according to an embodiment of the present disclosure is shown;

[0038] Figure 2 A block diagram showing an intelligent high-voltage charging and distribution system for an electric aircraft according to an embodiment of the present disclosure is shown;

[0039] Figure 3A power plant layout diagram of an electric vertical take-off and landing aircraft according to an embodiment of the present disclosure is shown;

[0040] Figure 4 A block diagram showing an intelligent high-voltage charging and distribution system for an electric aircraft according to an embodiment of the present disclosure is shown;

[0041] Figure 5 A block diagram showing an intelligent high-voltage charging and distribution system for an electric aircraft according to another embodiment of the present disclosure is shown;

[0042] Figure 6 A flow chart showing the control logic of a first protection device according to an embodiment of the present disclosure;

[0043] Figure 7 A block diagram showing an intelligent high-voltage charging and distribution system for an electric aircraft according to another embodiment of the present disclosure is shown;

[0044] Figure 8 A flow chart showing an intelligent high-voltage charging and distribution method for an electric aircraft according to an embodiment of the present disclosure;

[0045] Fig. 9 A block diagram showing an intelligent high-voltage charging and distribution device for an electric aircraft according to an embodiment of the present disclosure is shown;

[0046] Fig.10 A block diagram showing an intelligent high-voltage charging and distribution device for an electric aircraft according to another embodiment of the present disclosure is shown. DETAILED DESCRIPTION

[0047] Various exemplary embodiments, features and aspects of the present disclosure will be described in detail below with reference to the accompanying drawings. The same reference numerals in the accompanying drawings represent elements with the same or similar functions. Although various aspects of the embodiments are shown in the accompanying drawings, the drawings are not necessarily drawn to scale unless otherwise specified.

[0048] The word “exemplary” is used exclusively herein to mean “serving as an example, example, or illustration.” Any embodiment described herein as “exemplary” is not necessarily to be construed as preferred or advantageous over other embodiments.

[0049] In addition, in order to better illustrate the present disclosure, numerous specific details are given in the following specific embodiments. It should be understood by those skilled in the art that the present disclosure can also be implemented without certain specific details. In some examples, methods, means, components and circuits well known to those skilled in the art are not described in detail in order to highlight the subject matter of the present disclosure.

[0050] The high-voltage platform of an electric aircraft refers to the DC rated voltage for the normal operation of all high-voltage equipment of an electric aircraft. The voltage value of this DC rated voltage is greater than the rated voltage of existing electric aircraft, for example: the rated voltage is 800VDC.

[0051] At present, an 800V DC high-voltage charging and distribution system is provided in electric vehicles. The 800V DC high-voltage charging and distribution system of electric vehicles is a centralized power distribution system, which often uses a single bus bar to power all high-voltage loads of the vehicle; the DC charging function is divided into two forms according to the layout of the vehicle, one is that the external power directly enters the battery pack; the other is that the power of the external power supply is distributed to the battery pack through the high-voltage distribution box, for example: the 800V DC high-voltage charging and distribution system of electric vehicles is as follows: Figure 1 As shown, according to Figure 1 It can be seen that the electric energy of the external power supply (including the electric energy of DC charging and / or the electric energy of the AC charging on-board charger (On-Board Charger, OBC)) is connected to the high-voltage charging and distribution box, and the high-voltage charging and distribution box distributes the electric energy to the high-voltage battery to charge the high-voltage battery; the electric energy of the high-voltage battery can also be used to power the load in the electric vehicle through the high-voltage charging and distribution box. The load includes electric drive, DCDC, air conditioner (air conditioner, AC), battery liquid heat (positive temperature coefficient thermistor (Positive Temperature Coefficient Thermistor, B-PTC)), heater PTC, etc.

[0052] The centralized 800V DC high-voltage charging and distribution system for electric vehicles has the problem of loss of energy or power function due to single-point failure in power distribution, and cannot meet the reliability and safety requirements of electric aircraft. Therefore, the high-voltage charging and distribution system for electric vehicles cannot be used in electric aircraft. A completely new design is needed for the high-voltage charging and distribution system for manned electric aircraft.

[0053] The present application proposes an intelligent high-voltage charging and distribution system for electric aircraft. The system can meet the reliability and safety requirements of electric aircraft, realize redundant power distribution with multiple confluences and multiple loads, have sufficient safety design margin and reliability, and at the same time can reduce the current carrying capacity of the high-voltage line through the high-voltage platform to reduce the weight of the aircraft.

[0054] Figure 2 FIG. 1 is a block diagram of an intelligent high-voltage charging and distribution system for an electric aircraft according to an embodiment of the present disclosure. Figure 2 As shown, the system includes: a load 210 , an energy system 220 , and a high-voltage charging and distribution box 230 .

[0055] The energy system 220 is used to provide electrical energy for the electric aircraft. In this embodiment, the energy system 220 includes n battery packs connected in parallel, and is used to provide electrical energy to the load 210 through the high-voltage charging and distribution box 230. n is an integer greater than 1. In this embodiment, the n battery packs provide a DC high voltage voltage, which is greater than the rated voltage of the existing electric aircraft. For example, if the high voltage voltage is 800V, the n battery packs connected in parallel can provide the high-voltage charging and distribution box 230 with a high-voltage platform with a working DC voltage range of 500V to 900V and a rated voltage of 800V.

[0056] The load 210 is an electrical device in the electric aircraft. The load 210 includes at least the power device of the electric aircraft, which includes an electric propulsion system and an electric lift system. The electric propulsion system is used to provide thrust for the electric aircraft, and the electric lift system is used to provide lift for the electric aircraft. The electric propulsion system and the electric lift system include an electric drive and a propulsion component. The propulsion component can be a propeller or a fan of the electric aircraft, which generates power by rotation to achieve the flight of the aircraft. The electric drive is connected to the propulsion component and is used to convert electrical energy into mechanical energy to drive the propulsion component to operate, thereby achieving the flight of the electric aircraft. The electric drive includes a motor and an electric regulator. The motor is an electric motor that drives the propulsion component to rotate, and is used to convert electrical energy into mechanical energy to drive the aircraft to fly; the electric regulator, that is, the electronic speed controller (ESC), is an electronic device that controls the speed and torque of the motor. The electric regulator receives instructions from the flight control system to adjust the power supply of the motor, thereby controlling the speed and flight attitude of the aircraft.

[0057] In this embodiment, the electric drive includes a first electric drive of the electric lift system and a second electric drive of the electric propulsion system, wherein the first electric drive is used to provide lift for the electric aircraft and is symmetrically distributed on the arms of the electric aircraft. The second electric drive is used to provide thrust for the electric aircraft and is symmetrically distributed on the tail of the electric aircraft.

[0058] For example: Reference Figure 3 The power plant layout diagram of the electric vertical take-off and landing aircraft shown in the figure, the electric aircraft is a composite wing configuration, the power plant consists of 2 electric propulsion systems and 8 electric lift systems, of which M1 to M8 are electric lift systems, at this time, the electric drive includes 4 pairs of symmetrically arranged first electric drives, along the central axis of the electric aircraft, a pair of first electric drives of M1 and M3 are symmetrically arranged on the inner arm of the electric aircraft, a pair of first electric drives of M2 and M4 are symmetrically arranged on the inner arm of the electric aircraft, a pair of first electric drives of M5 and M7 are symmetrically arranged on the outer arm of the electric aircraft, and a pair of first electric drives of M6 and M8 are symmetrically arranged on the outer arm of the electric aircraft. M9 and M10 are electric thrust systems, at this time, the electric aircraft includes a pair of symmetrically arranged second electric drives, along the central axis of the electric aircraft, a pair of second electric drives of M9 and M10 are symmetrically arranged on the tail of the electric aircraft.

[0059] In this embodiment, in order to improve the safety and reliability of the electric aircraft, each electric drive includes m power supply circuits, so that when one of the power supply circuits is abnormal, power can still be supplied through another power supply circuit; m is an integer greater than 1. The value of m can be 2, or other values ​​greater than 2, and this embodiment does not limit the number of power supply circuits.

[0060] Optionally, the load 210 also includes a DCDC and / or an environmental control device. The DCDC is used to convert the high voltage electricity output by the high voltage charging and distribution box 230 into the low voltage electricity (such as 24V) required by the low voltage battery to power the aircraft low voltage system.

[0061] Environmental control equipment includes, but is not limited to: high-voltage electric air conditioning equipment, high-voltage electric heating equipment and / or high-voltage battery thermal management equipment, etc. The environmental control equipment is used to provide a suitable temperature for the passenger cabin and battery pack of the electric aircraft.

[0062] Optionally, the intelligent high-voltage charging and distribution system also includes: a charging structure, which is used to charge the battery pack when connected to an external power source. Exemplarily, the charging structure is a DC charging seat, thereby providing a high-voltage DC charging interface for the electric aircraft. At this time, the external power source can be connected to the DC charging seat through a charging gun, and the battery pack is charged through the high-voltage charging and distribution box 230. Among them, the external power source and the charging gun are not onboard equipment of the electric aircraft. The external power source can be a new energy charging pile to provide charging energy for the aircraft.

[0063] In this embodiment, the electric aircraft further includes a vehicle control unit (VCU) for controlling high voltage distribution and high voltage charging and discharging of the electric aircraft.

[0064] Specifically, when the electric aircraft is in a charging state, the high-voltage electric energy of the external power source is connected to the aircraft DC charging seat through the charging gun, and the VCU is used to communicate with the external power source. After the communication is successful, the high-voltage charging and distribution box 230 and the internal components of the battery pack are controlled to connect the charging circuit, and the high-voltage charging current enters the multiple battery packs of the energy system 220 from the external power source through the high-voltage charging and distribution box 230 to charge the battery packs. At the same time, the high-voltage charging current can also provide high-voltage electric energy for the high-voltage equipment of the whole machine, realizing the simultaneous charging and discharging of the electric aircraft.

[0065] When the electric aircraft is in a high voltage and non-charging state, the VCU is used to control the high voltage discharge current to be distributed from the energy system 220 to the load 210 via the high voltage charging and distribution unit, such as: distributed to the electric propulsion system, electric lift system, DCDC, environmental control system and other high voltage electrical equipment of the entire aircraft.

[0066] The high-voltage charging and distribution box 230 is used to manage and distribute high-voltage electric energy. In this embodiment, the high-voltage charging and distribution box 230 includes a plurality of bus bars, so that the high-voltage charging and distribution box 230 obtains the high-voltage electric energy of the battery pack through the bus bars, and distributes the high-voltage electric energy to the load 210 through the bus bars, ensuring efficient and stable transmission of the high-voltage electric energy.

[0067] In this embodiment, n battery packs are divided into m groups, and the m groups of battery packs correspond to supplying power to m power supply circuits respectively; in other words, different groups of battery packs supply power to different power supply circuits of the electric drive. Wherein, n is an integer greater than 1; m is an integer less than n. For example: m=2, then each electric drive includes 2 power supply circuits, namely: A power supply circuit and B power supply circuit, then the battery packs are divided into 2 groups, one group supplies power to A power supply circuit, and the other group supplies power to B power supply circuit.

[0068] Correspondingly, the busbars located in the high-voltage charging and distribution box include a first busbar and a second busbar corresponding to each battery pack. The number of first busbars is consistent with the number of the current battery pack, and they are respectively connected to each battery pack in the current battery pack. The second busbar is used to connect each first busbar corresponding to the current battery pack. Still taking m=2 as an example, assuming that the number of battery packs in each battery pack is 3, then each battery pack has 3 first busbars corresponding to each battery pack, which are respectively connected to each battery pack in the battery pack, and the second busbar corresponding to the battery pack is connected to all 3 first busbars.

[0069] The first bus bar is also used to connect the power supply circuit corresponding to the current group of battery packs, so that the electric energy of the current group of battery packs is distributed to the power supply circuit corresponding to the current group of battery packs through the first bus bar.

[0070] Optionally, the number of battery packs in each battery pack group is equal, and each battery pack in the same battery pack group is connected to the power supply circuit of the electric drive. This symmetrical system architecture can use the same number of battery packs to power different power supply circuits respectively, ensuring balanced distribution of electrical energy.

[0071] For example, reference Figure 4 , if the value of n is 6 and the value of m is 2. At this time, 6 battery packs are Figure 4 The battery pack B1 to battery pack B6 in the Figure 2In the energy system 220 of the electric aircraft, six battery packs are connected in parallel to provide high-voltage power to the high-voltage charging and distribution box. The electric drive includes two power supply circuits, namely: A power supply circuit and B power supply circuit. Accordingly, the six battery packs are divided into two groups. The first group of battery packs B1-B3 are respectively connected to the first bus bars 1-3 in the high-voltage charging and distribution box 1 through high-voltage lines. The first bus bars 1-3 are connected in parallel to the second bus bar 4. At the same time, the first bus bars 1-3 are also respectively connected to the A power supply circuits of the electric drives M1-M8, M9, and M10 to supply power to the A power supply circuits of each electric drive. The second group of battery packs B4-B6 are respectively connected to the first bus bars 5-7 in the high-voltage charging and distribution box 2 through high-voltage lines. The first bus bars 5-7 are connected in parallel to the second bus bar 8. At the same time, the first bus bars 5-7 are also respectively connected to the B power supply circuits of the electric drives M1-M8, M9, and M10 to supply power to the B power supply circuits of each electric drive.

[0072] Figure 4 In the example, n is 6 and m is 2. In actual implementation, the values ​​of n and m may also be other values. This embodiment does not limit the values ​​of n and m.

[0073] At this time, m groups of battery packs form a distributed parallel power grid architecture for sharing electric energy, which is equivalent to that each load in the system has n battery packs as power sources at the same time. When any battery pack loses power supply, the normal operation of the high-voltage load is not affected. At the same time, the electric drive is redundantly powered by multiple different busbars m, and the loss of any power supply circuit does not affect the operation of the electric drive. For example: if the line where one of the battery packs in the m groups of battery packs is located fails, the other power supply circuits of the electric drive can be powered by other groups of battery packs, which does not affect the normal operation of the electric drive, greatly improving the design safety margin, thereby ensuring the safe flight of the electric aircraft. At the same time, if a battery pack connected to the first bus bar in a certain group of battery packs fails, the other battery packs in the group of battery packs can power the electric drive connected to the faulty battery pack through the first bus bar and the second bus bar, thereby ensuring the safe flight of the electric aircraft. At the same time, if a first bus bar corresponding to a certain group of battery packs fails, since other first buses are also connected to battery packs, power distribution can be normal. The system has sufficient safety design margin and reliability, avoiding catastrophic consequences caused by single point failure, meeting airworthiness requirements, and ensuring the safe flight of electric aircraft.

[0074] In addition, the high-voltage charging and distribution system not only has the high-voltage distribution function, but also includes the high-voltage charging function. The high-voltage distribution system can realize the setting of an 800V DC voltage platform in the electric aircraft. Compared with the 400V or 600V voltage platform, it can reduce the current of the high-voltage circuit equipment. Since the current is smaller, the cross-sectional area of ​​the wires in the electric aircraft can be smaller, which can greatly reduce the weight of the high-voltage equipment. Taking the high-voltage wire harness as an example, the weight of the high-voltage wire harness can be reduced by nearly 40% compared with the 400V platform of 800V DC. In addition, the application of the 800V DC high-voltage charging and distribution system in electric vertical take-off and landing aircraft fills the gap of EVTOL and is conducive to the rapid development of EVTOL.

[0075] Optionally, for each first bus bar corresponding to each battery pack, the first bus bar is connected to at least one pair of symmetrical first electric drives. In this way, when any of the first bus bars corresponding to each battery pack is abnormal and unable to supply power, the first electric drives connected to the first bus bars are distributed as symmetrically as possible, and at this time, the power balance of the electric aircraft can be maintained as much as possible, thereby ensuring the flight safety of the electric aircraft.

[0076] The line where the first bus bar is located includes: the first bus bar, a load connected to the first bus bar, a battery pack, wires between the first bus bar and the load, and wires between the first bus bar and the battery pack (or called high-voltage wires).

[0077] Optionally, when the logarithm of the symmetrical first electric drives is an integer multiple of the number of first bus bars corresponding to a group of battery packs, the power supply circuits of each pair of first electric drives are evenly distributed in pairs on different first bus bars. When the logarithm of the symmetrical first electric drives is not an integer multiple of the number of first bus bars corresponding to a group of battery packs, such as: the logarithm a of the symmetrical first electric drives is k times the number of first bus bars b + x, k is a positive integer, and x is a positive integer less than b; in this case, the power supply circuits of b*k pairs of first electric drives are evenly distributed in pairs on different first bus bars. For the remaining x pairs of first electric drives, if 2x is less than or equal to b, the 2x first electric drives are distributed on different first bus bars; for the remaining x pairs of first electric drives, if 2x is greater than b, the 2x first electric drives are preferentially distributed in pairs on different first bus bars, until the number of remaining unallocated first electric drives is less than or equal to b, and the remaining unallocated first electric drives are distributed on different first bus bars. Through the above design, the power supply circuits of each first electric drive can be distributed in pairs and evenly as possible on the first bus bars corresponding to a group of battery packs. In this way, when an abnormality occurs in the line where at least one of the first bus bars is located, the power balance of the electric aircraft can be maintained as much as possible, and at the same time, the load between different first bus bars can be balanced as much as possible.

[0078] For example: Reference Figure 4The electric drive includes 4 pairs of symmetrically arranged first electric drives and 1 pair of symmetrically arranged second electric drives; the first electric drive is the lift electric drive, and there are 8 lift electric drives (i.e. 4 pairs), namely M1 to M8. All lift electric drives include two power supply circuits, A and B. There are 2 high-voltage charging and distribution boxes, and different high-voltage charging and distribution boxes are connected to different groups of battery packs. The number of battery packs in the 2 groups of battery packs is 3. Figure 4 The medium and high voltage charging and distribution box 1 is connected to a group of battery packs B1 to B3, and the high voltage charging and distribution box 2 is connected to another group of battery packs B4 to B6. Each battery pack is connected to the power supply circuit of a pair of first electric drives through the first bus bar, and the power supply circuit of the remaining pair of first electric drives is connected to different battery packs through the first bus bar. Figure 4 , battery pack 1 is connected to the first bus bar 1, and the first bus bar 1 supplies power to the A circuits of the lift electric drive M1, M2, and M3 through the high-voltage line; battery pack 2 is connected to the first bus bar 2, and the first bus bar 2 supplies power to the A circuits of the lift electric drive M4, M5, and M7 through the high-voltage line; battery pack 3 is connected to the first bus bar 3, and the first bus bar 3 supplies power to the A circuits of the lift electric drive M6 and M8 through the high-voltage line. Figure 3 It can be seen that the lift electric drives M1 and M3 are a pair of symmetrical first electric drives, the lift electric drives M5 and M7 are a pair of symmetrical first electric drives, and the lift electric drives M6 and M8 are a pair of symmetrical first electric drives, that is, each first bus is respectively connected to the A-line power supply circuit of a pair of first electric drives, and the remaining pair of first electric drives M2 and M4 are connected to different first bus bars 1 and 2, so as to ensure load balance as much as possible.

[0079] Similarly, for the high-voltage charging and distribution box 2, the battery pack 4 is connected to the first bus bar 5 in the high-voltage charging and distribution box 2, and the first bus bar 6 supplies power to the B circuits of the lift electric drives M1, M2, and M3 through the high-voltage line; the battery pack 5 is connected to the first bus bar 6, and the first bus bar 6 supplies power to the B circuits of the lift electric drives M4, M5, and M7 through the high-voltage line; the battery pack 6 is connected to the first bus bar 7, and the first bus bar 7 supplies power to the B circuits of the lift electric drives M6 and M8 through the high-voltage line. At this time, each first bus bar is respectively connected to the B circuit power supply circuit of a pair of first electric drives, and the remaining pair of first electric drives M2 and M4 are connected to different first buses 4 and 5, so as to ensure load balance as much as possible.

[0080] Figure 4 The symmetrical lift electric drives connected to each first bus bar shown are only schematic. In other implementations, the symmetrical lift electric drives connected to each first bus bar may be numbered in other ways. For example, the first bus bar 1 connects a pair of lift electric drives M2 and M4. Which pair of lift electric drives each first bus bar is specifically connected to can be set based on the principle of shortest line. This embodiment does not limit the symmetrical lift electric drives connected to each first bus bar.

[0081] Optionally, for each first bus bar corresponding to each battery pack, different first bus bars are connected to different second electric drives.

[0082] Exemplarily, the first bus bar to which the second electric drive is connected is determined based on a load balancing principle.

[0083] For example, the second electric drive is a pair, and the power supply circuits of the pair of second electric drives are connected to different battery packs through the first bus bar. That is, the second electric drive is a thrust electric drive, and the number of thrust electric drives is 2 (i.e., a pair). Since each power supply circuit of the two thrust electric drives is distributed on different first buses, it can be ensured that even if the line where one first bus bar is located cannot supply power, the other thrust electric drive can still work, thereby ensuring the flight safety of the electric aircraft. Reference Figure 4 , a pair of A-line power supply circuits of thrust electric drives M9 and M10 are respectively connected to the first bus bars 1 and 3 in the high-voltage charging and distribution box 1 through high-voltage lines. At this time, the A-line power supply circuits of M9 and M10 are connected to different first bus bars.

[0084] Similarly, the B-way power supply circuits of a pair of thrust electric drives M9 and M10 are respectively connected to the first bus bars 5 and 7 in the high-voltage charging and distribution box 2 through high-voltage lines. At this time, the B-way power supply circuits of the thrust electric drives M9 and M10 are distributed on different first bus bars.

[0085] Figure 4 The symmetrical thrust electric drives connected to each first bus bar shown are only schematic. In other implementations, the symmetrical thrust electric drives may also be distributed on other first buses, such as M9 in the thrust electric drive connected to the first bus bar 2, and M10 in the thrust electric drive connected to the first bus bar 3. Which thrust electric drive each first bus bar is specifically connected to may be set based on the principle of the shortest line. This embodiment does not limit the thrust electric drive connected to each first bus bar.

[0086] Optionally, the load 210 further includes at least two environmental control devices and at least two DC converters DCDC; the at least two environmental control devices are connected to different first bus bars, and the at least two DC converters are connected to different first bus bars.

[0087] Optionally, when the total number of environmental control devices and DCDCs is less than or equal to the number of first bus bars, the environmental control devices and DCDCs are also arranged on different first bus bars.

[0088] Exemplarily, the first bus bar to which the environmental control device is connected to the DCDC is determined based on a load balancing principle.

[0089] For example, there are three environmental control devices: high-voltage electric air conditioning equipment AC, high-voltage electric heating equipment PTC and high-voltage battery thermal management equipment B-PTC. Figure 4As shown, B-PTC is connected to the first bus bar 2, PTC is connected to the first bus bar 3, and AC is connected to the first bus bar 7. DCDC includes 2, such as Figure 4 As shown, DCDC1 is connected to the first bus bar 1, and DCDC2 is connected to the first bus bar 8. Different environmental control devices and different DCDCs are connected to different first bus bars.

[0090] Optionally, the load 210 on each closed circuit is connected to the closed circuit based on the shortest circuit principle. In this case, the circuit in the electric aircraft can be ensured to be as short as possible, thereby reducing the weight of the wires, which is beneficial to the lightweight design of the electric aircraft.

[0091] Optionally, when the electric aircraft includes a charging structure, the second bus bar corresponding to the first battery pack group in the m battery packs is connected to the charging structure; when the charging structure is connected to an external power supply, the first battery pack group is charged through the second bus bar corresponding to the first battery pack group and the first bus bar; the second bus bar corresponding to the second battery pack group in the m battery packs is electrically connected to the second bus bar corresponding to the first battery pack group to charge the second battery pack group through the electrical connection.

[0092] The second battery pack group is the other battery pack groups among the m battery pack groups except the first battery pack group.

[0093] Exemplarily, the electrical connection between the second bus bar corresponding to the first battery pack group and the second bus bar corresponding to the second battery pack group may be achieved through a high-voltage wire harness.

[0094] For example: Reference Figure 4 , the second bus bar 8 in the high-voltage charging and distribution box 2 is the second bus bar corresponding to the first battery pack group, and the second bus bar 8 is connected to the charging structure. The charging structure DC Charger is connected to the second bus bar 8 through the relay S1, so that the battery packs B4 to B6 can be DC charged through the second bus bar 8 and the first bus bars 5, 6, and 7 connected to the second bus bar 8. Since the second bus bar 8 is electrically connected to the second bus bar 4, the battery packs B1 to B3 can be DC charged through the second bus bar 8, the second bus bar 4 connected to the second bus bar 8, and the first bus bars 1, 2, and 3 connected to the second bus bar 4.

[0095] At this time, when the electric aircraft is subjected to DC fast charging, the fast charging relay S1 in the high-voltage charging and distribution box 2 is closed, and the high-voltage electric energy of the external power supply enters the fast charging circuit of the high-voltage charging and distribution box 2 through the fast charging high-voltage line, charging the 6 battery packs at the same time.

[0096] Optionally, the first bus bar and the second bus bar corresponding to each battery pack are connected via a first protection device; the first protection device is used to cut off the connection between the first bus bar and the second bus bar when an abnormality occurs in the line where the first bus bar and / or the second bus bar is located. For example: the first protection device is used to perform overload protection on the line to which it is connected. In this embodiment, the first protection device has the function of monitoring the current flowing through the first protection device. In other embodiments, the first protection device may also have the function of monitoring the voltage, temperature and other parameters of the first protection device. This embodiment does not limit the function of the first protection device. For example: the first protection device may be Figure 4 The protection devices 1 to 6 in the figure can provide overload protection for the lines they are located in. For example, when the busbar 1 and / or busbar 4 to which the protection device 1 is connected is abnormal, the current flowing through the protection device 1 will be abnormal. At this time, the protection device 1 will monitor the abnormal current and cut off the connection between busbar 1 and busbar 4. Similarly, the protection devices 2 to 6 also provide overload protection for the lines they are located in based on the same principle.

[0097] Optionally, the first bus bar is connected to the power supply circuit of the electric drive via a second protection device, and the second protection device connected to each electric drive is used to cut off the connection between the electric drive and the first bus bar when an abnormality occurs in the circuit where the electric drive is located. For example, the second protection device can be Figure 4 Fuses F1 to F25 in the circuit respectively provide short circuit and overcurrent protection for each electric drive power supply circuit.

[0098] Through the above system architecture, when the electric aircraft is operating normally, the high voltage electricity of the battery pack is distributed to various high voltage loads 210 such as electric drive and environmental control through the bus bar, and at the same time, voltage balancing is performed between different battery packs through the first protection device and the second bus bars 4 and 8. In the event of an abnormality in the line where any bus bar is located or any battery pack, the redundant setting of the system enables the normal battery pack to supply power to the load 210 on the normal closed line, thereby ensuring the flight safety and reliability of the electric aircraft.

[0099] Among them, any abnormality of the line where the bus bar is located or any abnormality of the battery pack includes but is not limited to at least one of the following:

[0100] 1. A short circuit abnormality occurs in the line where the first bus bar and / or the second bus bar corresponding to any group of battery packs are located. At this time, the first protection device can detect the short circuit abnormality of the line where the first bus bar or the second bus bar is located, and then disconnect it based on the overload protection function. At this time, the VCU can control the battery pack connected to the first bus bar that has not experienced a short circuit abnormality to power the load 210 connected to it, thereby ensuring the normal operation of the load 210.

[0101] Among them, when a short circuit abnormality occurs in the line where the first bus bar and / or the second bus bar corresponding to any group of battery packs are located, the first protection device is controlled to be disconnected, including: when the current monitored by each first protection device (i.e., the current flowing through the first protection device) is greater than the preset short-circuit current threshold, all the first protection devices are controlled to be disconnected; or, when the current monitored by at least one first protection device is greater than the preset short-circuit current threshold, all the first protection devices are controlled to be disconnected, and after a preset time, the first protection device whose current is not greater than the preset short-circuit current threshold is restored to connection.

[0102] The preset time length is pre-stored in the electric aircraft, and the preset time length may be 3s, 5s, etc. This embodiment does not limit the value of the preset time length.

[0103] The short-circuit current threshold is determined based on an abnormal current collected by the first protection device when a short circuit occurs in the line where the first bus bar and / or the second bus bar is located, and the short-circuit current threshold is less than or equal to the abnormal current.

[0104] During the operation of an electric aircraft, any bus bar in the high-voltage charging and distribution box, external high-voltage lines, battery packs and other devices may have a short circuit fault. Figure 5 , taking the local power grid directly connected to the battery pack B1 as an example, assuming that the short-circuit point is at the first bus 1 or any point A or B of the high-voltage line between the battery pack B1 and the high-voltage charging and distribution box 1, each first protection device will immediately detect the short-circuit current flowing through the first protection device, and the short-circuit current monitored by the protection device 1 is several times the current value monitored by other first protection devices. At this time, the VCU first controls all 6 first protection devices to disconnect, and the battery pack B1 stops outputting due to a short-circuit fault. The VCU controls the protection device 1 to remain disconnected, and connects the other 5 first protection devices after a preset period of time. The electric drives M1, M2, M3, and M9 lose the high-voltage power supply of line A. Since their power supply of line B is normal, the electric aircraft can still fly safely.

[0105] Assume that the short-circuit point occurs at any point C of the first bus 4. At this time, each first protection device will immediately detect the short-circuit current flowing through the first protection device and the current value is basically the same. The VCU controls the six first protection devices to disconnect, and the short-circuit point is isolated. All battery packs can provide power normally. The six first protection devices remain disconnected. Each battery pack can only supply power to the load on the bus directly connected to it. There is no power sharing and voltage balancing between the battery packs, but it does not affect the safe flight or landing of the aircraft.

[0106] Exemplarily, restoring the connection of the first protection device whose current is not greater than the preset short-circuit current threshold includes: determining whether the current before each first protection device is disconnected is a preset multiple of the current before other first protection devices are disconnected, and whether the battery pack connected to the first protection device through the first bus bar stops outputting; if the current before the first protection device is disconnected is a preset multiple of the current before other first protection devices are disconnected, and the battery pack connected to the first protection device through the first bus bar stops outputting, it indicates that the line where the first bus bar connected to the first protection device is located is short-circuited, the first protection device remains disconnected, and the other first protection devices are restored to connection. If the current before the first protection device is disconnected is basically the same, and the battery packs connected to each first protection device through the first bus bar do not stop outputting, it indicates that the line where a second bus bar is located is short-circuited, and at this time, each first protection device remains disconnected.

[0107] refer to Figure 6 The control logic of the first protection device shown is based on Figure 6 It can be seen that during the normal operation of the electric aircraft, the first protection device can monitor the current of each first bus bar and send the current to the VCU. The VCU determines whether the current monitored by each first protection device is greater than the set value (i.e., the short-circuit current threshold mentioned above); if so (i.e., the current monitored by at least one first protection device is greater than the set value), all first protection devices are immediately disconnected; if not (i.e., the current monitored by all first protection devices is less than or equal to the set value), all first protection devices are controlled to continue to be connected. After disconnecting all first protection devices, if it is determined that the current of a first protection device before disconnection is a preset multiple of the current of other first protection devices before disconnection, and the battery pack connected to the first protection device stops outputting, the first protection device remains disconnected and the other first protection devices are reconnected; if it is determined that the current of each first protection device before disconnection is basically the same, and the battery packs connected to the first protection device have not stopped outputting, then all first protection devices remain disconnected.

[0108] 2. A circuit break occurs in the line where the first bus bar corresponding to any group of battery packs is located. At this time, the VCU can control the battery pack and the load 210 connected to the first bus bar where no circuit break occurs to operate normally.

[0109] For example: Reference Figure 7 , assuming that the battery pack B1 cannot reach the load due to a body failure or an open circuit between the battery pack and the high-voltage charging and distribution box, since the six battery packs in the system can share power, the remaining five battery packs M1, M2, M3, and M9 on the first bus 1 can still provide power. Although a battery failure will affect the flight mileage to a certain extent, it will not affect the safe landing of the aircraft.

[0110] Next, the intelligent high-voltage charging and distribution method of the intelligent high-voltage charging and distribution system provided in this application is introduced.

[0111] Figure 8 A flow chart showing an intelligent high-voltage charging and distribution method for an electric aircraft according to an embodiment of the present disclosure is shown. The method is used Figure 2 and Figure 4 The intelligent high-voltage charging and distribution system of the electric aircraft shown in the figure can be specifically applied to the VCU of the system, such as Figure 8 As shown, the method includes:

[0112] Step 801, when the electric aircraft is operating normally, control the battery pack to supply power to the load through the bus bar.

[0113] The electric aircraft includes a VCU. When receiving the operating instructions of the electric aircraft, the VCU controls the battery pack to output electric energy to the high-voltage charging and distribution box, thereby supplying power to the load through the bus bar in the high-voltage charging and distribution box.

[0114] Step 802, when an abnormality occurs in a line where any bus bar is located or in one of the n battery packs, a normal battery pack is controlled to supply power to a load on a normal closed line.

[0115] In one example, the first bus bar and the second bus bar corresponding to each battery pack in the intelligent high-voltage charging and distribution system are connected via a first protection device. Accordingly, in the event of an abnormality in the line where any bus bar is located or one of the n battery packs, the normal battery pack is controlled to supply power to the load on the normal closed line, including: in the event of a short circuit abnormality in the line where the first bus bar and / or the second bus bar corresponding to any group of battery packs is located, the first protection device is controlled to disconnect, and the battery pack and load connected to the first bus bar that does not have a short circuit abnormality are controlled to operate normally. For example: Reference Figure 5 Short circuit example shown.

[0116] Optionally, in the event of a short circuit abnormality in the line where the first bus bar and / or the second bus bar corresponding to any group of battery packs are located, the first protection device is controlled to disconnect, including: when the current monitored by each first protection device is greater than a preset short-circuit current threshold, all the first protection devices are controlled to disconnect; or, when the current monitored by at least one first protection device is greater than a preset short-circuit current threshold, all the first protection devices are controlled to disconnect, and after a preset time, the first protection device whose current is not greater than the preset short-circuit current threshold is restored to connection.

[0117] Among them, restoring the connection of the first protection device whose current is not greater than the preset short-circuit current threshold includes: determining whether the current of each first protection device before disconnection is a preset multiple of the current of other first protection devices before disconnection, and whether the battery pack connected to the first protection device through the first bus bar stops outputting; if the current of the first protection device before disconnection is a preset multiple of the current of other first protection devices before disconnection, and the battery pack connected to the first protection device through the first bus bar stops outputting, it means that the line where the first bus bar connected to the first protection device is located is short-circuited, the first protection device remains disconnected, and the other first protection devices are restored to connection. If the current of the first protection device before disconnection is basically the same, and the battery packs connected to each first protection device through the first bus bar do not stop outputting, it means that the line where a second bus bar is located is short-circuited, and at this time, each first protection device remains disconnected.

[0118] In another example, when a circuit abnormality occurs in the line where the first bus bar corresponding to any group of battery packs is located, the battery packs and loads connected to the first bus bar that has not experienced the circuit abnormality are controlled to operate normally. Figure 7 Example of disconnection shown.

[0119] In summary, the intelligent high-voltage charging and distribution method for an electric aircraft provided in this embodiment controls the battery pack to supply power to the load through the bus when the electric aircraft is operating normally; when an abnormality occurs in a line where any bus bar is located or in one of the n battery packs, controls the normal battery pack to supply power to the load on the normal closed line; and can reliably distribute the DC high-voltage electric energy of multiple battery packs to multiple different high-voltage electrical equipment under different flight conditions of the electric aircraft, thereby ensuring the flight safety and reliability of the electric aircraft.

[0120] Fig. 9 A block diagram of an intelligent high-voltage charging and distribution device for an electric aircraft according to an embodiment of the present disclosure is shown. Figure 2 and Figure 4 The intelligent high-voltage charging and distribution system of the electric aircraft shown in the figure can be specifically applied to the VCU of the system, such as Fig. 9 As shown, the device includes: a first control module 910 and a second control module 920 .

[0121] A first control module 910 is used to control the battery pack to supply power to the load through the bus bar when the electric aircraft is operating normally;

[0122] The second control module 920 is used to control a normal battery pack to supply power to a load on a normal closed circuit when an abnormality occurs in a circuit where any bus bar is located or in one of the n battery packs.

[0123] Optionally, the first bus bar and the second bus bar corresponding to each battery pack in the intelligent high-voltage charging and distribution system are connected via a first protection device; accordingly,

[0124] The second control module 920 is used to:

[0125] In the event that a short circuit abnormality occurs in the line where the first bus bar and / or the second bus bar corresponding to any group of battery packs are located, the first protection device is controlled to be disconnected, and the battery pack and the load connected to the first bus bar where the short circuit abnormality does not occur are controlled to operate normally;

[0126] or,

[0127] In the event that a circuit abnormality occurs in a line where a first bus bar corresponding to any group of battery packs is located, the battery packs and loads connected to the first bus bar where no circuit abnormality occurs are controlled to operate normally.

[0128] Optionally, the second control module 920 is specifically configured to:

[0129] When the currents monitored by the first protection devices are all greater than the preset short-circuit current threshold, all the first protection devices are controlled to be disconnected;

[0130] or,

[0131] When the current monitored by at least one first protection device is greater than the preset short-circuit current threshold, all first protection devices are controlled to be disconnected, and after a preset time, the first protection devices whose current is not greater than the preset short-circuit current threshold are restored to connection.

[0132] Please refer to the above embodiments for details.

[0133] In some embodiments, the functions or modules included in the device provided by the embodiments of the present disclosure can be used to execute the method described in the above method embodiments. The specific implementation can refer to the description of the above method embodiments, and for the sake of brevity, it will not be repeated here.

[0134] The embodiment of the present disclosure also provides a computer-readable storage medium on which computer program instructions are stored, and the computer program instructions implement the above method when executed by a processor. The computer-readable storage medium can be a volatile or non-volatile computer-readable storage medium.

[0135] An embodiment of the present disclosure further proposes an electronic device, comprising: a processor; and a memory for storing instructions executable by the processor; wherein the processor is configured to implement the above method when executing the instructions stored in the memory.

[0136] The embodiments of the present disclosure also provide a computer program product, including a computer-readable code, or a non-volatile computer-readable storage medium carrying the computer-readable code. When the computer-readable code runs in a processor of an electronic device, the processor in the electronic device executes the above method.

[0137] Fig.10 1 is a block diagram of an intelligent high-voltage charging and distributing device 1900 for an electric aircraft according to an exemplary embodiment. For example, the device 1900 may be provided as an electric aircraft. Fig.10 , the apparatus 1900 includes a processing component 1922, which further includes one or more processors, and a memory resource represented by a memory 1932 for storing instructions, such as an application, that can be executed by the processing component 1922. The application stored in the memory 1932 may include one or more modules, each corresponding to a set of instructions. In addition, the processing component 1922 is configured to execute instructions to perform the above method.

[0138] The device 1900 may also include a power supply component 1926 configured to perform power management of the device 1900, a wired or wireless network interface 1950 configured to connect the device 1900 to a network, and an input / output interface 1958 (I / O interface). The device 1900 may operate based on an operating system stored in the memory 1932, such as Windows Server 2000. TM , MacOS X TM , Unix TM ,Linux TM , FreeBSD TM or similar.

[0139] In an exemplary embodiment, a non-volatile computer-readable storage medium is also provided, such as a memory 1932 including computer program instructions, which can be executed by the processing component 1922 of the device 1900 to perform the above method.

[0140] The embodiments of the present disclosure have been described above, and the above description is exemplary, not exhaustive, and is not limited to the disclosed embodiments. Many modifications and changes will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The selection of terms used herein is intended to best explain the principles of the embodiments, practical applications, or technical improvements in the market, or to enable other persons of ordinary skill in the art to understand the embodiments disclosed herein.

Claims

1. An intelligent high-voltage charging and distribution system for an electric aircraft, characterized in that: The system comprises: The load includes an electric drive, each of which includes m power supply circuits; wherein m is an integer greater than 1; n battery packs connected in parallel are used to provide power to the load through a high-voltage charging and distribution box; the n battery packs are divided into m groups, and the m groups of battery packs respectively supply power to m power supply circuits; wherein n is an integer greater than 1; m is an integer less than n; and, The bus bars located in the high-voltage charging and distribution box include first bus bars and second bus bars corresponding to each battery pack. The number of the first bus bars is consistent with the number of the current group of battery packs, and are respectively connected to each battery pack in the current group of battery packs. The second bus bars are used to connect the first bus bars corresponding to the current group of battery packs. The first bus bars are also used to connect the power supply circuit corresponding to the current group of battery packs, so that the electric energy of the current group of battery packs can be distributed to the power supply circuit corresponding to the current group of battery packs through the first bus bars.

2. The system according to claim 1, characterized in that The first bus bar and the second bus bar corresponding to each battery pack are connected via a first protection device; the first protection device is used to cut off the connection between the first bus bar and the second bus bar when an abnormality occurs in the line where the first bus bar and / or the second bus bar is located.

3. The system according to claim 1, characterized in that The electric drive includes a first electric drive, which is used to provide lift for the electric aircraft and is symmetrically distributed on the arms of the electric aircraft; For each first bus bar corresponding to each battery pack, the first bus bar is connected to at least one pair of symmetrical first electric drives.

4. The system according to claim 1, characterized in that The electric drive includes a second electric drive; the second electric drive is used to provide thrust for the electric aircraft and is symmetrically distributed on the tail wing of the electric aircraft; For each first bus bar corresponding to each battery pack, different first bus bars are connected to different second electric drives.

5. The system according to claim 1, characterized in that The second bus bar corresponding to the first battery pack group in the m battery pack groups is connected to a charging structure, and when the charging structure is connected to an external power source, the first battery pack group is charged through the second bus bar corresponding to the first battery pack group and the first bus bar; The second bus bar corresponding to the second battery pack group in the m battery packs is electrically connected to the second bus bar corresponding to the first battery pack group, so as to charge the second battery pack group through the electrical connection; The second battery pack group is other battery pack groups among the m battery pack groups except the first battery pack group.

6. The system according to claim 1, characterized in that The first bus bar is connected to the power supply circuit of the electric drive via a second protection device. The second protection device connected to each electric drive is used to cut off the connection between the electric drive and the first bus bar when an abnormality occurs in the circuit where the electric drive is located.

7. The system according to any one of claims 1 to 6, characterized in that: The n battery packs are connected in parallel to provide the high-voltage charging and distribution box with a high-voltage platform with an operating DC voltage range of 500V to 900V and a rated voltage of 800V.

8. An intelligent high-voltage charging and distribution method for an electric aircraft, characterized in that: An intelligent high-voltage charging and distribution system for an electric aircraft according to any one of claims 1 to 7, the method comprising: When the electric aircraft operates normally, controlling the battery pack to supply power to the load through the bus bar; In the event that an abnormality occurs in a line where any bus bar is located or in one of the n battery packs, a normal battery pack is controlled to supply power to a load on a normal closed line.

9. The method according to claim 8, characterized in that The first bus bar and the second bus bar corresponding to each battery pack in the intelligent high-voltage charging and distribution system are connected via a first protection device; accordingly, When an abnormality occurs in a line where any bus bar is located or in one of the n battery packs, controlling a normal battery pack to supply power to a load on a normal closed line includes: In the event that a short circuit abnormality occurs in the line where the first bus bar and / or the second bus bar corresponding to any group of battery packs are located, if the currents monitored by the various first protection devices are greater than the preset short-circuit current threshold, all the first protection devices are controlled to be disconnected, and the battery packs and loads connected to the first bus bars where the short circuit abnormality does not occur are controlled to operate normally; if the current monitored by at least one first protection device is greater than the preset short-circuit current threshold, all the first protection devices are controlled to be disconnected, and the battery packs and loads connected to the first bus bars where the short circuit abnormality does not occur are controlled to operate normally, and after a preset period of time, the first protection devices where the current is not greater than the preset short-circuit current threshold are restored to connection; or, In the event that a circuit abnormality occurs in a line where a first bus bar corresponding to any group of battery packs is located, the battery packs and loads connected to the first bus bar where no circuit abnormality occurs are controlled to operate normally.

10. An intelligent high-voltage charging and distribution device for an electric aircraft, characterized in that: The device comprises: a processor; and a memory for storing processor-executable instructions; wherein the processor is configured to implement the method of claim 8 or 9 when executing the instructions stored in the memory.

Images