High voltage junction box for a battery pack

Abstract

The present disclosure provides a battery pack assembly for an electric aircraft, the battery pack assembly comprising a battery pack including a battery pack housing and one or more battery cells. The battery pack assembly further comprises a junction box including a junction box housing including a bottom wall, four side walls, and an open end. A battery management unit, at least one fuse, and at least one switch can be mounted to the bottom wall. Furthermore, the four side walls of the junction box housing are fixed to the battery pack housing.

Description

[0001] Cross Reference to Related Applications

[0002] This disclosure claims priority to and the benefit of U.S. Provisional Application No. 63 / 383,660, filed November 14, 2022, entitled “Systems and Methods for Improved Battery Assemblies for eVTOL Aircraft” (Attorney Docket No. 16163.6005-00000), the contents of which are incorporated herein in their entirety and for all purposes. TECHNICAL FIELD

[0003] The present disclosure relates generally to the field of powered aircraft. More particularly, and without limitation, the present disclosure relates to innovations for aircraft using electric propulsion systems. Certain aspects of the present disclosure relate generally to high voltage power supply (HVPS) systems and battery assemblies used in aircraft. SUMMARY

[0004] Embodiments of the present disclosure provide a battery pack assembly including a battery pack comprising a battery pack housing and one or more battery cells. The battery pack assembly further includes a junction box comprising a junction box housing comprising a bottom wall, four side walls, and an open end. A battery management unit, at least one fuse, and at least one switch can be mounted to the bottom wall. Further, the four side walls of the junction box housing are secured to the battery pack housing.

[0005] Further, embodiments of the present disclosure provide an aircraft wing including a battery pack comprising a battery pack housing and one or more battery cells. The aircraft wing further includes a junction box comprising a junction box housing comprising a bottom wall, four side walls, and an open end. A battery management unit, at least one fuse, and at least one switch can be mounted to the bottom wall. Further, the four side walls of the junction box housing are secured to the battery pack housing. BRIEF DESCRIPTION OF DRAWINGS

[0006] FIG. 1a illustrates an exemplary eVTOL aircraft consistent with embodiments of the present disclosure.

[0007] FIG. 1b illustrates a diagram of a high voltage power distribution system for an eVTOL aircraft consistent with embodiments of the present disclosure.

[0008] FIG. 2a illustrates a circuit diagram of a high voltage junction box (HVJB) consistent with embodiments of the present disclosure.

[0009] FIG. 2b illustrates a diagram of a high voltage junction box (HVJB), consistent with embodiments of the present disclosure.

[0010] FIG. 3a illustrates a housing of a battery pack, consistent with embodiments of the present disclosure.

[0011] FIG. 3b illustrates a high voltage junction box (HVJB) component, consistent with embodiments of the present disclosure.

[0012] FIG. 3c illustrates an exploded view of a battery pack, consistent with embodiments of the present disclosure.

[0013] Figure 4 A cross-sectional view of an aircraft wing with a battery pack installed in the wing is shown, consistent with embodiments of the present disclosure.

[0014] Figure 5 A home system is shown, consistent with embodiments of the present disclosure.

[0015] Figure 6 A home charging system is shown, consistent with embodiments of the present disclosure.

[0016] Figure 7 An electrically powered vehicle is shown, consistent with embodiments of the present disclosure. DETAILED DESCRIPTION

[0017] The present disclosure relates to components for electric vertical takeoff and landing (eVTOL) aircraft, primarily for use in unconventional aircraft. For example, eVTOL aircraft of the present disclosure can be intended for frequent (e.g., more than 50 flights per workday), short-haul (e.g., less than 100 miles per flight) flights over, into, and out of densely populated areas. The aircraft can be intended to carry 4-6 passengers or commuters who desire a low-noise and low-vibration experience. As such, it can be desirable that components thereof are configured and designed to withstand frequent use without wear; that they generate less heat and vibration; and that the aircraft include mechanisms to effectively control and manage heat or vibration generated by the components. Furthermore, it can be intended that several of these aircraft operate in close proximity to one another in congested metropolitan areas. As such, it can be desirable that components thereof are configured and designed to generate lower levels of noise both inside and outside the aircraft and have various safety and backup mechanisms. For example, it can be desirable that the aircraft be boosted by a distributed propulsion system to avoid the risk of single-point failure and that they are capable of conventional takeoff and landing on a runway for safety reasons. Furthermore, it can be desirable that, when transporting approximately 4-6 passengers or commuters and their accompanying luggage, the aircraft can safely take off and land vertically from a relatively limited space (e.g., a vertiport, parking lot, or driveway) compared to a traditional airport runway. These use requirements can impose design constraints on aircraft size, weight, operational efficiency (e.g., drag, energy usage), which can impact the design and configuration of aircraft components.

[0018] The disclosed embodiments provide new and improved configurations of aircraft components not observed in conventional aircraft, and / or identified design criteria for components different from conventional aircraft components. Such alternative configurations and design criteria, in combination with addressing the shortcomings and challenges of conventional components, result in the various embodiments of configurations and designs for eVTOL aircraft components disclosed herein.

[0019] In some embodiments, the eVTOL aircraft of the present disclosure can be designed to be capable of both vertical takeoff and landing and conventional takeoff and landing, with a distributed electric propulsion system enabling vertical flight, forward flight, and transitions. Thrust can be generated by supplying high-voltage power to electric engines of the distributed electric propulsion system, each of which can convert the high-voltage power into mechanical shaft power to rotate a propeller. Embodiments disclosed herein can involve optimizing the energy density of the electric propulsion system. Embodiments can include electric engines connected to an onboard power source, which can include a device capable of storing energy, such as a battery or a capacitor, or can include one or more systems for harnessing electrical power or generating electricity, such as a fuel-powered generator or a solar panel array. Some disclosed embodiments provide weight reduction and space reduction of components in the aircraft, thereby improving aircraft efficiency and performance. In light of concerns for passenger transportation safety, the disclosed embodiments implement new and improved safety protocols and system redundancies in the event of a failure to minimize any single point of failure in the aircraft propulsion system. Some disclosed embodiments also provide new and improved methods to meet aviation and transportation laws and regulations.

[0020] Aircraft battery cell stacks can experience a gradual degradation of battery characteristics and can become unusable in the aircraft over time. Typical parameters indicative of such degradation are a decrease in energy storage capacity below a threshold, an increase in temperature rise under higher stress (current, power) conditions encountered in aircraft usage, an increase in battery internal resistance / impedance, and a decrease in power delivery capability below the needs of the main on-board equipment of the aircraft. However, even after the battery cell stack becomes unusable in the aircraft, it can continue to be used in other secondary applications. At the same time, the high voltage junction box associated with the battery cell stack can still be used in the aircraft.

[0021] Embodiments of the present disclosure can provide for simple connection and disconnection between the battery cell stack and the high voltage junction box (HVJB), and between the battery cell stack and other components of the aircraft. As a result, the battery cell stack can be simply removed and installed in secondary applications. Furthermore, the battery cell stack can be designed in a manner that ensures compatibility of the battery cell stack in secondary applications.

[0022] Aircraft battery junction boxes can also deteriorate and can become unusable in aircraft over time. However, the junction boxes can still be used in other secondary applications. Embodiments of the present disclosure can provide for simple connection and disconnection between the battery cell stack and the high voltage junction box (HVJB), and between the HVJB and other components of the aircraft. Thus, the HVJB can be simply removed for secondary applications. Furthermore, the HVJB can be designed in a manner that ensures compatibility of the HVJB in secondary applications.

[0023] Figure 1A An exemplary eVTOL aircraft consistent with embodiments of the present disclosure is shown. As shown in FIG. la, in some embodiments, the distributed electric propulsion system of the eVTOL aircraft 100 can include twelve electric motors 110, which can be mounted on booms forward and aft of the main wings of the aircraft 100. The forward electric motors 110 can tilt between a horizontally oriented position (e.g., to generate forward thrust) and a vertically oriented position (e.g., to generate vertical lift) in flight. The forward electric motors 110 can be either clockwise or counterclockwise in terms of propeller rotation direction. The aft electric motors 110 can be fixed in a vertically oriented position (e.g., to generate vertical lift) and can also be either clockwise or counterclockwise in terms of propeller rotation direction.

[0024] The aircraft 100 can have various combinations of forward and aft electric motors 110. For example, in some embodiments, the aircraft 100 can have six forward electric motors 110 and six aft electric motors 110. In some other embodiments, the aircraft 100 can include four forward electric motors 110 and four aft electric motors 110, or any other combination of forward and aft motors 110. In some other embodiments, the number of forward and aft electric motors is not equal.

[0025] In some embodiments, for vertical takeoff and landing (VTOL) missions, the forward electric motors 110, as well as the aft electric motors 110, can provide vertical thrust during takeoff and landing. During flight phases where the aircraft 100 is in forward flight mode, the forward electric motors 110 can provide horizontal thrust, while the propellers of the aft electric motors 110 can be stowed at fixed positions to minimize drag. The aft electric motors 110 can utilize position monitoring to actively stow.

[0026] In some embodiments, in conventional takeoff and landing (CTOL) missions, the forward electric motors 110 can provide horizontal thrust for winged takeoff, cruise, and landing. In some embodiments, the aft electric motors 110 can not be used to generate thrust during CTOL missions and the aft propellers can be stowed in place.

[0027] The transition from vertical flight to forward flight and vice versa can be accomplished via a tilting propeller subsystem. The tilting propeller subsystem can redirect the thrust between a primarily vertical direction during the vertical flight mode and a mostly horizontal direction during the forward flight mode. A variable pitch mechanism can change the collective pitch angle of the propeller hub assembly blades of the forward electric motor to operate during the hover phase, the transition phase, and the cruise phase.

[0028] The tilting propeller system can include a linear or rotational actuator to change the orientation of the propulsion system during operation. In some embodiments, the pitch of the propulsion system can change depending on the orientation of the propulsion system. In some embodiments, the rotational actuator can include a motor, an inverter, and a gearbox. In some embodiments, the gearbox can include various types of gears that engage to provide a gear reduction that enables the orientation of the propulsion system. In some embodiments, the tilting propeller system can include a redundant configuration such that there are multiple motors, inverters, and gearboxes and engaged using gears. In some embodiments, the configuration with multiple motors, gearboxes, and inverters can allow a failed portion of the redundant configuration to be driven by the motor, inverter, and gearbox of another portion of the configuration. In some embodiments, the gearbox configuration can also allow the tilting propeller system to maintain the propulsion system orientation with or without the assistance of additional power provided by the system.

[0029] In some embodiments, the electric motor 110 can be housed or connected to the boom of the aircraft 100 and include a motor, an inverter, and a gearbox. In some embodiments, the motor, inverter, and gearbox can be engaged such that they share a central axis. In some embodiments, the torque originating from the motor can be transmitted away from the propeller of the propulsion system and to the gearbox. In some embodiments, the gearbox can provide a gear reduction and then transmit the torque back via a main shaft through a bearing located inside the motor and to the propeller. In some embodiments, the inverter can be mounted at the back of the gearbox such that the main shaft does not travel through the inverter when outputting torque to the propeller.

[0030] As Figure 1AAs shown in FIG. 1a, the aircraft 100 can be configured with a distributed electric propulsion system that enables vertical flight, forward flight, and transition. The first 6 electric engines 110 (numbered 1-6 from left to right) employ variable pitch propellers that tilt to enable vertical takeoff and landing, transition flight, and full wingborne flight. The last 6 electric engines 110 (numbered 7-12 from left to right) are equipped with fixed pitch propellers that operate during vertical takeoff and landing and transition, and are stowed at a minimum drag position for regular flight. The flight control is an integrated fly-by-wire system featuring envelope protection and structural load limiting functions. The aircraft 100 will be equipped with advanced cockpit avionics, flight management systems, and sensors necessary to support the intended operations and system functions.

[0031] In some embodiments, an electric propulsion system (EPS) as described herein can generate thrust by supplying high voltage (HV) power to electric engines 110, which in turn convert the HV power to mechanical shaft power for rotating propellers. As described above, an aircraft 100 as described herein can have a plurality of electric engines 110 that are mounted in a cantilevered fashion on the wings, forward and aft. The amount of thrust generated by each electric engine 110 can be governed by torque commands that reach each electric engine 110 from a flight control system (FCS) over a digital communication interface. Embodiments can include forward electric engines 110 and can be able to change their orientation or tilt. Additional embodiments include forward engines that can be either clockwise (CW) or counterclockwise (CCW) types. The forward electric engine propulsion subsystem can consist of multi-bladed adjustable pitch propellers and a variable pitch subsystem.

[0032] In some embodiments, the aircraft 100 includes a high voltage power supply (HVPS) system to supply high voltage (HV) power. The HVPS system is the power source on the aircraft 100 and is configured to distribute stored electrical energy to other systems on the aircraft 100, including an electric propulsion system (EPS) for converting electrical power to mechanical rotating shaft power to generate thrust. As shown in FIG. 1a, the HVPS system of the aircraft 100 can include six battery packs 120 (numbered 1-6 from left to right) installed within a battery bay in a wing of the aircraft 100. In some embodiments, the six battery packs 120 can have the same design to simplify design, manufacturing, and logistics. The battery packs 120 can power one or more electric engines 110.

[0033] In some embodiments, a single battery pack 120 can be electrically connected to and power multiple electric motors 110. For example, in some embodiments, a battery pack 120 can power electric motors 110 on either side of a longitudinal axis. In some embodiments, a battery pack 120 can power electric motors 110 on either side of a horizontal axis. In some embodiments, as shown in FIG. la, a battery pack 120 can power two diagonally opposite electric motors 110. For example, battery pack 1 can power electric motors 1 and 12. Battery pack 2 can power electric motors 5 and 8. Battery pack 3 can power electric motors 3 and 10. Battery pack 4 can power electric motors 4 and 9. Battery pack 5 can power electric motors 2 and 11. Battery pack 6 can power electric motors 6 and 7. Thus, in the event of a battery pack 120 loss, the effect on roll or pitch moment can be reduced as the loss of lift is balanced. In some embodiments, battery packs 120 can power different arrangements of electric motors 110 to reduce roll, pitch, or yaw moment that can result from a loss of a battery pack 120. For example, in some embodiments, battery packs 120 can be connected to electric motors 110 in any manner that balances lift and / or thrust across the longitudinal and horizontal axes of the aircraft.

[0034] Additionally, the HVPS system includes cross-links 130 that have fuses that allow for pairing of two or more battery packs 120. Through the cross-links, power for electric motors 110 can be shared among paired battery packs 120. Thus, multiple battery packs 120 can power multiple electric motors 110 simultaneously. This arrangement provides redundancy and avoids single point of failure, as each paired battery 120 can act as a backup for the other. In the event of a battery pack 120 failure, one or more connected battery packs 120 can continue to power the electric motors 110 connected to the failed battery pack.

[0035] In some embodiments, as shown in FIG. la, a pair of battery packs 120 can include two battery packs 120. In some embodiments, a pair of two battery packs 120 can power a total of four electric motors 110. For example, battery pack 1, which powers electric motors 1 and 12, can be cross-linked to battery pack 4, which powers electric motors 4 and 9. Battery pack 2, which powers electric motors 5 and 8, can be cross-linked to battery pack 5, which powers electric motors 2 and 11. Battery pack 3, which powers electric motors 3 and 10, can be cross-linked to battery pack 6, which powers electric motors 6 and 7.

[0036] In some embodiments, more than two battery packs 120 can be crosslinked together. For example, in some embodiments, three battery packs 120 can be crosslinked. Thus, in some embodiments, three battery packs 120 can power six electric motors 110. In some embodiments, four battery packs 120 can be crosslinked. Thus, in some embodiments, four battery packs 120 can power eight electric motors 110. In some embodiments, different arrangements of battery packs 120 and crosslinking devices can be selected to optimally balance aircraft power needs, system redundancy, and fault tolerance.

[0037] FIG. lb illustrates a diagram of a high voltage power system for an eVTOL aircraft, consistent with embodiments of the present disclosure. As shown in FIG. lb, an eVTOL aircraft can include a battery assembly that includes electrically separated battery pack units (e.g., 160, 162, and 164). Each battery pack unit can include battery packs 120 crosslinked together, as described above. In some embodiments, a battery pack unit can include battery packs 120 that ensure aircraft controllability in the event of a battery pack unit loss. Thus, in the event of a battery pack unit loss, the aircraft can still be controllable. In some embodiments, a battery pack unit can include battery packs 120 that power electric motors 110 on opposite sides of one or more axes of symmetry. Thus, in the event of a battery pack unit loss, the impact on roll, pitch, or yaw moments can be reduced due to a balancing of lift loss and / or thrust loss. In some embodiments, a power loss or reduction caused by a failure of a battery pack unit will have a substantially symmetric effect (e.g., < ±5%, < ±10%, < ±15%, < ±20%, or < ±25% asymmetry) in terms of roll, pitch, and / or yaw of the aircraft. Furthermore, in some embodiments, a battery pack unit can include battery packs 120 that reduce the total amount of high voltage lines between batteries.

[0038] In some embodiments, as shown in FIG. lb, the HVPS system can include three electrically separated battery pack units. For example, in some embodiments, battery pack unit 160 can include battery packs 1 and 4 that power electric motors 1, 4, 9, and 12. Battery pack unit 162 can include battery packs 2 and 5 that power electric motors 2, 5, 8, and 11. Battery pack unit 164 can include battery packs 3 and 6 that power electric motors 3, 6, 7, and 10. Thus, each battery pack unit can include two paired battery packs 120 that simultaneously power four electric motors 110. In the event of a failure of one battery pack 120 in a battery pack unit, the other paired battery pack 120 will continue to power the four electric motors.

[0039] In some embodiments, each battery pack unit 160, 162, 164 can include a high voltage bus to crosslink the battery packs 120 within the battery pack unit. In some embodiments, the crosslinking device 130 connects two high voltage channels, each feeding one or more electrically powered engines 110. For example, in some embodiments, the crosslinking device 130 can connect to the high voltage channels of each battery pack before the channels split to power multiple electrically powered engines 110 (e.g., to power two electrically powered engines). The crosslinking device can further include a bus connecting the negative voltage channels.

[0040] In some embodiments, each crosslinking device 130 can include at least one fuse to disconnect the crosslinking device in the event of a fault in the crosslinking device. For example, fuses 131, 132, and 134 can be located on the crosslinking connection of the positive high voltage channels in battery pack units 160, 162, and 164. In some embodiments, fuses 150, 152, and 174 can be located on the crosslinking connection of the negative high voltage channels in battery pack units 160, 162, and 164. In some embodiments, the fuses can be pyro-fuses. As described in further detail below, the battery management system of the connected battery packs 120 can determine a fault in the crosslinking device, such as a short circuit or overcurrent condition, and blow one or more associated pyro-fuses. As a result, the crosslinking device can be disconnected and further damage to HVPS system components (e.g., electrically powered engines, batteries, EPUS) can be avoided. Furthermore, the electrically powered engines 110 will still receive power from the paired battery packs 120 in the battery pack units. For example, pyro-fuses 131 and 150 can be blown when a fault occurs in the crosslinking device, but electrically powered engines 1 and 12 will still receive power from battery pack 1, and electrically powered engines 4 and 9 will still receive power from battery pack 4.

[0041] In some embodiments, the HVPS system can include load disconnect devices to disconnect a portion of the HVPS circuit when a downstream electrically powered engine, downstream EPU, or other downstream power distribution circuitry experiences a fault (e.g., a short circuit or overcurrent condition). In some embodiments, the load disconnect devices can be located directly upstream of the electrically powered engines. For example, in some embodiments, load disconnect devices 109, 111, 112, and 113 can be located on the high voltage channels powering engines 1, 12, 4, and 9, respectively. Load disconnect devices 114, 115, 116, and 117 can be located on the high voltage channels powering engines 2, 11, 5, and 8, respectively. Load disconnect devices 118, 119, 121, and 122 can be located on the high voltage channels powering engines 3, 10, 6, and 7, respectively.

[0042] In some embodiments, the load disconnect device is a pyro fuse. Upon failure of a downstream component, the pyro fuse can receive a signal (e.g., from a battery management system of a connected battery) and blow the fuse. As a result, the downstream component can be disconnected, and further damage to other equipment (e.g., electric engines, batteries, EPUS) can be avoided. Furthermore, the remaining electric engines 110 in the battery pack unit will still receive power from the connected battery pack 120. For example, upon failure in a device or circuit downstream of the pyro fuse 109, the pyro fuse 109 can be blown, but the electric engines 12, 14, and 9 will still receive power from the battery packs 1 and 4. Furthermore, in some embodiments, the load disconnect device can include a contactor, and the battery management system can command the contactor to disconnect the circuit. In some embodiments, both a contactor and a fuse can be used to provide additional redundancy, and the pyro fuse can act as a back-up to the contactor.

[0043] In some embodiments, the HVPS system can include a high voltage charging channel that allows all battery packs 120 to be charged from the same charging port. The high voltage charging channel can include a charging disconnect device. In some embodiments, the charging disconnect device can be positioned downstream of a common charging bus on the positive charging side. For example, the disconnect devices 140, 142, 144, 146, 148, and 150 can provide disconnects for the battery packs 1, 4, 5, 2, 3, and 6, respectively. Similarly, in some embodiments, additional charging disconnect devices can be positioned on the negative charging side. For example, the disconnect devices 141, 143, 145, 147, 149, and 151 can provide disconnects for the battery packs 1, 4, 5, 2, 3, and 6, respectively.

[0044] In some embodiments, the charging disconnect device is a contactor, such as K4 positive and K4 negative in FIG. 2a. The charging contactor can act as a redundant measure for disconnecting the battery packs 120 from charging. As further detailed below, the battery packs 120 can report a charging issue to a charging control unit (CCU). For example, the battery packs 120 can report a short circuit or overcurrent condition in the battery pack 120 or in the high voltage charging channel. In some embodiments, if the CCU fails to stop charging, the battery pack 120 can command the charging contactor to disconnect the charging channel. In some embodiments, the battery pack 120 can automatically command the charging contactor to disconnect the charging channel without waiting for the CCU to fail. In some embodiments, after commanding the CCU to stop charging and / or disconnecting the battery pack 120 that detected the charging issue, the battery pack 120 and / or the CCU can command the other battery packs 120 to disconnect from the charging channel. By disconnecting the battery packs 120 upon detection of a charging issue, damage to HVPS components can be avoided.

[0045] FIG. 2a illustrates a circuit diagram of a high voltage junction box (HVJB) consistent with embodiments of the present disclosure. The HVJB 222 can be electrically connected to the HV loads 210 to provide high voltage power. Specifically, high voltage power can be provided using a DC / DC converter and a power storage element BT1 (e.g., parallel and series connected battery cells) in a battery management system (BMS). The DC / DC converter and the power storage element BT1 are connected to each of the HV loads 210 through one or more pre-charge resistors (e.g., resistor Rl) or one or more current sense resistors (e.g., resistors R2-R6), switching devices K1-K5 (e.g., HV contactors), and a combination of active and passive fuses (e.g., Fl-Fl). In some embodiments, the fuses Fl-Fl can be one or more of the fuses detailed above with respect to FIG. lb. For example, in some embodiments, the fuses F2 EEI, F3 EE2, and F4 Xlink can correspond to the fuses 109, 111, and 131 detailed in FIG. lb.

[0046] The fuse Fl can be a pack fuse for disconnecting a failed battery pack 120 from the rest of the HVPS system. In some embodiments, Fl can be a pyro fuse. Upon failure of the battery pack 120, the pyro fuse Fl can receive a signal (e.g., from an associated battery management system) and melt the fuse Fl. Thus, further damage to other equipment (e.g., electric engines, EPUs, connected battery packs) can be avoided. Moreover, the electric engines 110 will still receive power from pairs of battery packs 120 within the battery pack units. For example, upon failure of a battery pack, the pyro fuse Fl of battery pack 1 can be melted, but the electric engines 1, 12, 4, and 9 can still receive power from battery pack 4.

[0047] FIG. 2b illustrates a diagram of a high voltage junction box 222 (HVJB) consistent with embodiments of the present disclosure. In some embodiments, each battery pack 120 includes a HV distribution unit 211 and a battery management system (BMS 270) housed within the HVJB 222. The battery management system 270 can include one or more processors, microprocessors, and / or controllers. The BMS 270 can be configured to monitor voltage, temperature, current, and insulation resistance. The BMS 270 can control battery pack contactors and pyro fuses to guard against failure conditions. As detailed further below, the BMS 270 can communicate with various systems within and outside of the HVJB 222. The BMS 270 can include a battery management unit (BMU 271) that can receive voltage, current, resistance, and temperature sensing signals from the cell stack assembly 224 and / or the HV distribution unit 211.

[0048] The BMS 270 can further include a cell management unit (CMU) 272 to monitor the voltage of each set of parallel cells connected in series in a cell block. The CMU 272 can also monitor the temperature and current of the cell block. In some embodiments, the CMU 272 obtains measurements of all cell sets in the battery pack 120 and communicates the measurements to the BMU 271 via isoSPI in a daisy chain configuration. In some embodiments, the CMU 272 does not have an active management or control mechanism for the cells within the cell block, but is able to perform passive cell balancing of the series cell block when commanded by the BMU 271. The BMU system architecture can provide flexibility for passive balancing to be commanded both on the ground and in the air.

[0049] The BMU 271 can monitor the output current of each of the connected loads. The BMU 271 can be powered internally by the battery cell stack assembly 224 and continuously monitor the state of the battery even when the battery is not installed in the aircraft 100. By monitoring the battery pack 120, cell block, and cell set parameters, the BMU can guard against conditions that adversely affect safety or performance, such as overvoltage, undervoltage, overtemperature, undertemperature, loss of electrical insulation, short circuit, overcurrent, etc. The diagnostic functions of the BMU 271 allow for fault detection and isolation through built-in testing (BIT). Additionally, the BMU 271 calculates the state of charge (SOC), state of health (SOH), fault condition (e.g., short circuit or overcurrent), state of power (SOP), state of energy (SOE), and state of temperature (SOT) of the battery pack 120. The BMU 271 also controls and monitors bus pre-charge, provides fuse and contactor commands, and communicates with various systems within and outside of the HVJB 222. Further, the BMU 271 can communicate with the aircraft switches 250 and the flight control system 230 and change operation based on received commands.

[0050] The HV distribution unit 211 in the HVJB 222 can contain a combination of HV contactors 212 and active and passive fuses, such as pyro-fuses 213 and fuses 214, to guard against overcurrent and short circuit conditions. In some embodiments, the contactors 212 can correspond to one or more of the switch devices K1-K5 (e.g., HV contactors) detailed in FIG. 2a. Similarly, the pyro-fuses 213 and fuses 214 can correspond to one or more of the fuses F1-F7 detailed in FIG. 2a. The HV distribution unit 211 can further include (or receive information from) current sensors (e.g., resistors R2-R6, Hall effect sensors, shunt current sensors, or other sensors).

[0051] In some embodiments, the BMU 271 can include a pyro fuse redundant trigger board (PRT 280). The BMU 271 can detect a fault event and send a command signal to the PRT 280 to blow a corresponding pyro fuse driver. For example, in some embodiments, the HV distribution unit 211 can receive sensor signals from current sensors (e.g., resistors R3-R6) and provide information to the BMU 271 about the condition (e.g., voltage, current, or temperature) of the connected load at some point in the HVPS system. Based on the received information, the BMU 271 can determine a fault condition (e.g., because the value is outside a predetermined range) and send a command to the PRT 280 to blow the associated pyro fuse. Thus, the fault condition can be disconnected from the rest of the HVPS circuitry, thereby protecting the rest of the equipment and lines. In some embodiments, the BMU 271 can directly monitor the sensors, rather than receiving information through the HV distribution unit 211.

[0052] In some embodiments, the battery packs 120 can communicate with each other, e.g., through the BMS 270. The battery packs 120 can use information about the state of one or more pairs of battery packs 120 in a battery pack unit to help determine whether a current condition has occurred. For example, the battery packs 120 can determine an expected operating range (e.g., voltage, current, etc.) based on the state of the battery pack and the communication state of the battery packs 120 within the battery pack unit. In some embodiments, the HVJB 222 can further provide a redundant active trigger board configured to enable the pyro fuse drivers to activate one or more pyro fuses when the BMS 270 fails to enable the pyro fuse drivers. See US 11,710,957, incorporated by reference.

[0053] A control MCU (CCU 263) in the charging port assembly 262 can interface with an external battery charger and communicate with the BMU 271 on the battery packs 120. This unit can be a hardware device, such as a computer, processor, or microprocessor. In some embodiments, the CCU 263 can be a single PCBA with one microcontroller that manages the overall power delivery to each battery pack 120 while charging. As shown in FIG. 2, the CCU 263 can signal between the ground charging sub-system 274 and the BMU 271 and can command the BMU 271 to open or close the contactors 212, such as the contactors K4 positive and K4 negative detailed in FIG. 2a. The CCU 263 can perform active detection and protection functions for overvoltage protection. The BMU 271 in each battery pack 120 can remain in full control and continuously monitor their battery packs 120 during charging operations.

[0054] Figure 3a illustrates an enclosure of a battery pack 120 consistent with embodiments of the present disclosure. As shown, the battery pack 120 includes an HVJB 222 and a core stack assembly 224. The core stack assembly 224 includes an enclosure 370 having a bottom wall 370a and side walls 370b. The enclosure 370 can be made of a plastic material, a thermoplastic composite material, a metal, or a metal alloy. Similarly, the HVJB 222 includes an enclosure 380 having a bottom wall 380a and four side walls 380b. The enclosure 380 can be made of a plastic material, a thermoplastic composite material, a metal, or a metal alloy. In some embodiments, the side walls 380b can include flanges 380c located on opposite sides of the bottom wall 380a. In some embodiments, the flanges 380c can be continuous along the perimeter of the HVJB enclosure 380. In some embodiments, the bottom wall 380a, the side walls 380b, and / or the flanges 380c are formed from a single continuous sheet of material. In other embodiments, they are separate pieces of material that are secured together.

[0055] As shown, the HVJB enclosure 380 is secured to the core stack assembly enclosure 370. In some embodiments, the flanged side walls 380c are screwed, bolted, anchored, or otherwise connected to the enclosure 370. Thus, all of the core stack assembly 224 components and HVJB 222 components are enclosed and protected. Connectors such as 390a, 390b, and 390c can be secured to the side walls 380b of the HVJB enclosure 380. The connectors 390 can provide high voltage and low voltage connections to the HVJB 222. The low voltage connectors can allow for communication between the BMS 270 and other aircraft components. As described with reference to Figure 2b, the low voltage connectors 390 can allow for communication between the BMS 270 and the flight control system 230, between the BMS 270 and the aircraft switches 250, and / or between the BMS 270 and the charging port assembly 262. Further, in some embodiments, the low voltage connectors 390 allow the controller to send commands to the inverters (invl, inv2) when the inverters are in the HVJB 222 and the associated controller is outside of the HVJB 222. Thus, in some embodiments, one, two, three, four, or five low voltage connectors can be provided. However, any different number of low voltage connectors can be provided to meet the needs of the HVJB 222. Similarly, with reference to Figures 2a-2b, the high voltage connectors can allow the high voltage power channels to power the electric engines 110, the crosslinking devices between the battery packs, and the tilt actuators. Further, one or more high voltage connectors 390 can allow for charging of the core stack assembly 224. Thus, in some embodiments, one, two, three, or more high voltage battery connectors can be provided to meet the needs of the battery pack 120.

[0056] FIG. 3b illustrates HVJB 222 components, consistent with embodiments of the present disclosure. As shown, the components of HVJB 222 are mounted on a bottom wall 380a. Bottom wall 380a includes BMS 270 and associated components, such as battery management unit 271. In addition, bottom wall 380a includes HV distribution 211 components, such as contactors, pyro and / or other fuses. As detailed with reference to FIG. 2a, bottom wall 380a can include any and all of the converters, capacitors, resistors, fuses, contactors, sensors, inverters, and inverter control components included in HVJB 222. In some embodiments, all of the devices and circuitry for HVJB 222 can be mounted on bottom wall 380a.

[0057] Bottom wall 380a can include connection points to provide current transfer between core stack assembly 224, HV distribution 211 components, and HV loads 210. In some embodiments, as detailed further below, negative busbar 334a can allow for connection between HVJB 222 and the negative side of core stack assembly 224. Positive busbar 334b can allow for connection between HVJB 222 and the positive side of core stack assembly 224. In other embodiments, electrical couplings, terminals, or other connection points can be provided to make these connections.

[0058] Bottom wall 380a can include connection points to provide communication transfer between core stack assembly 224 and BMS 270. In some embodiments, as detailed further below, one or more connection points can allow for communication transfer between BMU 271 and one or more core management units (CMUs) 272. In some embodiments, bottom wall 380a can include a single connection point 338b for all CMUs 272 to communicate with BMU 271. In some embodiments, this connection point can be an electrical terminal, interface, and / or other type of connector. BMU 271 can receive voltage, temperature, and current readings for the entire core stack assembly 224 through this connection point. In some embodiments, communication transfer can be through isoSPI communication cables routed from CMUs 272 to BMU 271. IsoSPI communication cables can be mounted to positive or negative busbars to allow for simpler manual connection of the cables, and the connection point can be an isoSPI interface.

[0059] The HV electrical distribution system 211 can include a high voltage bus to power the HV loads 210. In some embodiments, the high voltage bus is a busbar mounted to the bottom wall 380a. In other embodiments, the high voltage bus can include a cable or other type of high voltage wiring. The high voltage bus can be bolted, screwed, or otherwise fastened to the bottom wall 380a. In some embodiments, the high voltage bus can be fastened at regular intervals. Similarly, resistors, switchgear, fuses, and inverters can be bolted, screwed, welded, adhered, or otherwise connected to the bottom wall 380a. The HV electrical distribution 211 can be fastened to the bottom wall 380a in any manner that allows the core stack assembly 224 to be removed from the HV JB 222 and a new core stack assembly 224 to be connected to the HV JB 222 without disturbing the HV electrical distribution 211.

[0060] Similarly, the BMS 270 and associated components can be fastened to the bottom wall 380a. The BMS 270 can include multiple microcontrollers, processors, and / or microprocessors to receive information, perform calculations, and control high voltage contactors and fuses. These controllers and / or processors can be mounted to one or more circuit boards that are bolted, screwed, welded, or otherwise connected to the bottom wall 380a. The BMS 270 can be fastened to the bottom wall 380a in any manner that allows the core stack assembly 224 to be removed from the HV JB 222 and a new core stack assembly 224 to be connected to the HV JB 222 without disturbing the BMS 270.

[0061] Figure 3c illustrates an exploded view of the battery pack 120, consistent with embodiments of the present disclosure. As shown, the HVJB housing 380 can include cutouts 320a in the bottom wall 380a to allow for manual connection and disconnection of the high voltage and communication connections between the HVJB 222 and the core stack assembly 224. In some embodiments, there can be three cutouts 320a. A first cutout 320a can provide for manual connection and disconnection of the HVJB negative busbar 334a and the core stack assembly negative busbar 334c. A second cutout 320a can provide for manual connection and disconnection of the HVJB positive busbar 334b and the core stack assembly positive busbar 334d. A third cutout 320a can provide for manual connection and disconnection of the communication cable 338a and the communication interface 338b. In some embodiments, there can be two cutouts 320a, and the cutout for the negative busbars (334a, 334c) can also serve as the cutout for the communication cable connections (338a, 338b). In some embodiments, there can be two cutouts, and the connection between the positive busbars (334b, 334d) can also serve as the cutout for the communication cable connections (338a, 338b). In some embodiments, all connections can share a single cutout 320a. The size of the one or more cutouts 320a can be determined to allow for manual connection and disconnection. In some embodiments, the size of the cutout can be determined to be just large enough to allow for manual connection and disconnection, e.g., based on a hand access test. Thus, the integrity of the HVJB housing 380 can be maintained.

[0062] An access panel cover 320b can cover the cutout 320a. The access panel cover 320b can be bolted, screwed, or otherwise fastened to the HVJB housing 380. In some embodiments, the access panel cover 320b can be a recessed panel, a plug, a hinged door, a sliding insert, or any other device that covers the cutout 320a. In some embodiments, the access panel cover 320b can be made of the same material as the HVJB housing 380, while in other embodiments one or more different materials can be used.

[0063] The cell stack enclosure 370 can also have a cutout portion 370a. In some embodiments, the cutout portion 370a is approximately the same area as the open side of the HVJB enclosure 380 (e.g., within 5%, 10%, 15%, 20%). In some embodiments, the cutout portion 370a is the same size as the open side of the HVJB enclosure 380. Thus, the HVJB 222 will be completely enclosed, but can reduce the amount of enclosure material. In other embodiments, the cutout portion 370a can be smaller or can be composed of multiple cutout portions. The cutout portion 370a provides a means for manual connection of the negative busbars (334a, 334c), the communication cables (338a, 338b), and the positive busbars (334b, 334d). The preformed potting material 336 can provide resistance to impact and vibration and help protect the battery cell assembly 224 from moisture, solvents, and corrosive agents. An additional barrier material (e.g., an insulating material) can be installed between the potting material 336 and the HVJB 222. The barrier material can have one or more cutouts for the negative busbar 334c, the communication cable 338a, and the positive busbar 334d.

[0064] The current collector assembly 324 combines the power of the individual battery cells into the positive busbar 334d and the negative busbar 334c. In some embodiments, the current collector assembly 334 can be a flexible circuit current collector assembly with integrated sensing components that are bonded and laser welded. In some embodiments, the sensing components can be integrated directly into a flexible printed circuit board that is part of the current collector assembly 334 without the need for bonding or welding. The current collector assembly 334 can include multiple columns of cells and components integrated onto one central cell support. In some embodiments, the current collector assembly 334 can provide a single component that integrates the current collector and sensing lines via lamination to achieve a laminated busbar with an integrated sensing layer to sense the voltage and / or temperature of the corresponding cell group or corresponding cell block. For example, in each column, voltage and temperature sensing lines can be arranged by lamination and configured to collect voltage traces at one end of the column.

[0065] In some embodiments, the current collector assembly 324 is bolted and welded to the battery bus that connects the positive and negative ends of the cell stack assembly 224 to the HVJB 222. In some embodiments, the current collector assembly 324 is made of nickel-plated copper conductors that are attached to individual battery cells to form an electrical path for the desired cell combination. For example, the current collector assembly 324 can have a 210S7P group architecture that contains a series of cell groups, each containing parallel cells. The current collector assembly 324 can integrate both voltage and temperature sensing lines for each cell block.

[0066] The battery core 326 can include high power battery cores. In some embodiments, the battery core 326 is a lithium ion battery core. In some embodiments, the battery core assembly has 10 kwh - 40 kwh for each battery pack and / or 60 - 240 kwh across all battery packs. The cores can be mounted in a core holder 328 to secure them in place. A heat exchanger 330 can be attached to the core holder 328. The heat exchanger 330 can be bonded using a thermally conductive adhesive (e.g., a fire resistant acrylic adhesive). The thermally conductive adhesive can be used to conduct heat generated by the cores to the heat exchanger 330. The heat exchanger 330 can use a coolant fluid (e.g., water glycol (WEG)) for heating and cooling to achieve regulation of the temperature within the battery pack 120. The heat exchanger 330 can include any number and orientation of channels to allow coolant to flow through the heat exchanger 330. The size of the heat exchanger 330 can be determined to support the heating or cooling needs required when operating at nominal pressure and flow rate conditions. In some embodiments, the battery pack housing 370 can include a coupler or other disconnecting device to provide for easy removal of the battery pack 120 (or battery core stack assembly 224) from the coolant line and easy reinstallation of a new battery pack 120 (or battery core stack assembly 224). In some embodiments, the coolant line can be fixed to the air vehicle's frame to allow for easy removal and reinstallation of the battery pack 120 (or battery core stack assembly 224). In some embodiments, a heat exchanger stiffener 332 can be installed to help the heat exchanger 330 maintain its shape and connection to the battery cores 326.

[0067] A battery crash core 342 can be installed to protect the battery pack 120 in the event of a crash. The crash core 342 can absorb the impact forces of a crash to preserve the integrity of the battery enclosure and components. In some embodiments, the crash core can be made of aluminum honeycomb material and / or any other material capable of absorbing impact forces. The crash core can be selected to have sufficient rigidity to avoid adding additional reinforcement equipment to the battery pack. In some embodiments, such as when the aircraft is in a normal orientation, the battery pack 120 can be installed with the HVJB 222 facing toward the bottom of the aircraft wing and the battery cell stack assembly 224 facing toward the top of the aircraft wing relative to the HVJB 222. The normal orientation can include any aircraft orientation where the pitch and roll angles are within 90 degrees of the pitch and roll angles at the time of landing of the aircraft, such as the orientation of the aircraft as it is about to land. In this orientation, the crash core 342 can be installed on the HVJB enclosure 380. In some embodiments, when the aircraft is in a normal orientation, the battery pack 120 can be installed with the battery cell stack assembly 224 facing toward the bottom of the aircraft wing and the HVJB 222 facing toward the top of the aircraft wing relative to the battery cell stack assembly 224. In this orientation, the crash core 342 can be installed on the cell stack enclosure 370 and / or the heat exchanger reinforcement 332. In some embodiments, by installing the crash core 342 on the cell stack enclosure 370 and / or the heat exchanger reinforcement 332, a greater surface area will be provided to absorb impact forces. The size of the crash core can be determined such that it is substantially the same size (e.g., within 2%, 5%, 10%) as the face of the battery pack 120 closest to the bottom of the aircraft wing when the aircraft is in normal operation.

[0068] Figure 4 A cross-sectional view of an aircraft wing 410 with a battery pack 120 installed in the wing 410 is shown, consistent with embodiments of the present disclosure. The battery pack 120 can be secured to the aircraft wing 410 by brackets, channels, beams, or any other type of mounting system. In some embodiments, the mounting system can secure the battery pack 120 to the ribs and / or spars inside the aircraft wing 410. In some embodiments, the battery pack 120 can be installed in the aircraft wing 410 such that both the enclosure bottom wall 380a and the cell stack enclosure bottom wall 370a are substantially parallel (e.g., within 5-10 degrees) to the top and bottom faces of the aircraft wing.

[0069] In some embodiments, the battery packs 120 can be mounted toward the front or rear of the aircraft wing 410 to allow access by aircraft maintenance personnel. In some embodiments, the battery packs 120 can be positioned within the aircraft wing 410 to accommodate a desired center of gravity of the aircraft. For example, the battery packs 120 can be mounted toward the rear of the aircraft wing 410 to move the center of gravity rearward, and the battery packs 120 can be mounted toward the front of the aircraft wing to move the center of gravity forward. In some embodiments, one side of the battery packs 120 can be substantially parallel (e.g., within 5-20 degrees) to a longitudinal axis of the aircraft. In some embodiments, one side of the battery packs 120 can be substantially parallel (e.g., within 5-20 degrees) to a leading edge of the aircraft wing 410 or a trailing edge of the aircraft wing 410. In some embodiments, the battery packs 120 can be evenly spaced across the wing, while in other embodiments they can be spaced as needed to accommodate a desired center of gravity of the aircraft wing 410. In some embodiments, one or more battery packs 120 can be in the fuselage of the aircraft.

[0070] In some embodiments, the aircraft wing 410 can include access panels 420 that allow for manual electrical connection and disconnection between the HVJB 222 and the battery cell stack assembly 224. For example, the access panels 420 can allow for connection and disconnection of high voltage busbars and communication cables extending between the HVJB 222 and the cell stack 224, as described above with reference to FIGS. 3b-3c. In some embodiments, the size of the cutout and associated access panel 420 can be determined to be just large enough to allow for manual connection and disconnection, e.g., based on hand access testing. For example, in some embodiments, the access panel 420 can be between 2.5 inches by 2.5 inches to 5 inches by 5 inches (about 0.0635 meters by 0.0635 meters to about 0.1270 meters by 0.1270 meters), or any range therebetween. In some embodiments, the access panel can be 5-20% of the top surface area of the wing. In other embodiments, the access panel 420 can be larger to allow for other servicing and maintenance of the battery pack 120 and / or removal of various components. For example, the access panel can be slightly wider (5 inches to 12 inches or about 0.1270 meters to 0.3048 meters) than the junction box and / or battery pack cell stack. Each battery pack 120 within the aircraft wing 410 can be associated with one or more access panels 420. In some embodiments, the number of access panels 420 matches the number of cutouts 320a in the HVJB housing 380 for each battery pack 120.

[0071] In some embodiments, the access panel 420 can be a recessed panel, a plug, a hinged door, a sliding insert, or any other device that covers a cutout. In some embodiments, the access panel can be a recessed access panel that is flush mounted with the skin of the aircraft. In some embodiments, the access panel can be covered with the same material as the aircraft skin, or can have another aerodynamic material covering to minimize drag loss of the aircraft wing 410.

[0072] Figures 5 to 7 Secondary systems that can incorporate the battery pack 120 and / or the battery cell stack assembly 224 are shown. As described above, the battery pack 120 experiences a gradual degradation of battery characteristics and becomes unusable in the aircraft over time. Typical parameters that indicate such degradation are a reduction in energy storage capacity below a threshold, an increase in temperature rise under higher stress (current, power) conditions encountered in aircraft use, an increase in internal resistance / impedance of the battery or battery system, and a reduction in power delivery capability below the level of demand of the primary equipment of the aircraft. However, the battery pack 120 and / or the battery cell stack assembly 224 can continue to be used in other secondary applications, including but not limited to home power supply systems, rural energy storage systems, vehicle systems, and backup power systems including large scale grid and home power grid backup systems.

[0073] In some embodiments, the battery pack cell stack assembly 224 that is initially used in the aircraft can be reused for secondary use with high reliability. In some embodiments, the high voltage battery cell stack assembly 224 can be initially designed to be easily removable. As described above, the cell stack assembly 224 can be designed to easily disconnect the electrical connection between the cell stack assembly 224 and the HVJB 222. In some embodiments, the battery cell stack assembly 224 can only need the positive bus connection and the negative bus connection and a single communication connection for secondary applications. Also, as described above, the cell stack assembly 224 can be designed to easily disconnect the coolant lines (e.g., glycol lines) that extend to and from the cell stack 224.

[0074] Further, in some embodiments, the battery cell stack assembly 224 can be initially designed for a primary use and a secondary use. The size of the battery cell stack assembly 224 coolant system (e.g., heat exchanger 330) can be determined and configured to act as a heat sink for inverters or other electronic components in the secondary application. Thus, when the battery cell stack assembly 224 is used in the secondary application, the connected inverters or other electronic components will not require additional coolant. In some embodiments, the battery cell stack assembly 224 can include most or all of the sensors required for normal operation in the secondary application. Further, the CMU 272 can be configured to report sensor measurements (e.g., voltage, current, temperature) in a manner compatible with the secondary application.

[0075] In some embodiments, the HVJB 222 can also be repurposed for secondary use with high reliability. In some embodiments, the HVJB 222 can be initially designed for a primary use and a secondary use. In some embodiments, the HVJB 222 can be designed with inverters (e.g., invl, inv2) compatible with the original use and the secondary use. For example, the voltage, current, power, temperature, humidity, and other ratings of the inverters can be configured such that the inverters can be suitable for both the original use and the secondary use. In some embodiments, a controller associated with the inverters can be included in the HVJB 222. The controller can be designed for the primary use and the secondary use. For example, the controller can control the inverters (invl, inv2) to provide different voltages or frequencies required for the secondary application.

[0076] Further, in some embodiments, the HVJB 222 can include logic in the BMS 270 that allows it to interface with various components in the secondary application. In some embodiments, the BMS 270 can store various operating modes and parameters for secondary operation. For example, the BMS 270 can include different thresholds for detecting fault conditions (overcurrent, short circuit, etc.) in the secondary application based on the requirements in the application. In some embodiments, the BMS 270 is configured to allow updates to its logic. Further, the BMS 270 can be configured to report information in a manner usable in the secondary application. In some embodiments, the BMS 270 can report state of charge (SOC), state of health (SOH), fault conditions (e.g., short circuit or overcurrent), state of power (SOP), state of energy (SOE), and state of temperature (SOT) in a format usable in the secondary application. For example, instead of binary outcomes (e.g., fault occurred or did not occur, overheating or not overheating), the BMS 270 can provide details of the measured conditions such that different decisions can be made in the secondary application (e.g., excessive amount of current, cell stack temperature, etc.).

[0077] In some embodiments, the battery pack 120 or cell stack assembly 224 intended for use in secondary applications may require a custom DC / DC battery interface. The HVJB 222 and / or the cell stack assembly 224 may be configured to allow connection to the DC / DC battery interface. For example, additional connection points may be provided on the battery pack bus, or the battery pack bus may be positioned in a manner that facilitates reinstallation.

[0078] Figure 5 A home system 500 consistent with embodiments of this disclosure is illustrated. In some embodiments, secondary applications may be used to install within and supply power to a home system (i.e., a home electrical system). In some embodiments, a home system may be a utility system supplying power to various subsystems of a residence, a group of residences, a commercial premises, or an industrial site. In some embodiments, a home system may include an electronic switching system (ESS). In some embodiments, a battery 510, a battery interface 515, an inverter 520, and one or more line filters 525 may include the electronic switching system of the home system. In some embodiments, the battery interface 515 may be a DC / DC interface. In some embodiments, a switching network 530 may be configured to allow power to the home wiring 540 via an electronic switching system 560 or via an external power grid 550. In some embodiments, an entire battery pack 120 including an HVJB 222 may be used in the home system. In some embodiments, multiple battery packs 120 may be connected together in parallel, series, or combined arrangements to meet the needs of the home system in secondary applications. For example, battery packs 120 may be connected together via connectors 390a, 390b, and 390c.

[0079] Figure 6 A home charging system consistent with embodiments of this disclosure is illustrated. In some embodiments, the repurposed battery cell stack assembly 224 or battery pack 120 can allow for applications with increased power. In some embodiments, the battery cell stack assembly 224 or battery pack 120 can be used for DC fast charging (DCFC) applications in the home. In some embodiments, DCFC applications can include DCFC of electric vehicles (EVs) at rates significantly higher than currently possible. For example, two high-power battery packs 120, including high-power cells, as described herein, can be used in a home system to charge EVs in a time typically required by a V3 supercharger (approximately 40%–80%) and approximately 25 times faster than existing home EV charging stations. In some embodiments, multiple battery packs 120 can be connected together in parallel, series, or combined arrangements to meet the needs of secondary purposes. For example, battery packs 120 can be connected together via connectors 390a, 390b, and 390c in secondary applications.

[0080] In some embodiments, battery 610 (e.g., battery cell stack assembly 224 or battery pack 120) may be installed in home charging system 600 and may be connected to battery interface 615, which includes a DC / DC converter to convert power as needed for the charging application. Furthermore, battery interface 615 and / or battery 610 may be connected to charging interface 625. Charging interface 625 may include a power control unit to regulate the voltage and current supplied to electric vehicle 630 based on communication with BMS on electric vehicle 630. Additionally, charging interface 625 may include a receiver and various safety interlocking devices to ensure safe charging.

[0081] Figure 7 An electric vehicle 760 consistent with embodiments of this disclosure is shown. In some embodiments, the battery pack 120 and / or the cell stack assembly 224 may be directly incorporated into different vehicles for secondary applications. For example, the battery pack 120 and / or the cell stack 224 may be included in an electric vehicle, an electric construction vehicle, a drone, or any other electric vehicle. In some embodiments, the battery 710 may be the cell stack assembly 224 incorporated into the electric vehicle 760. The vehicle interface 715 may include a DC / DC converter, an inverter, and other electronics necessary to power the motor of the electric vehicle 760. In other embodiments, the battery 710 may be the entire battery pack 120 including HVJB 222. The battery pack 120 may include an inverter (e.g., inv1, inv2) that can directly supply power to the motor of the electric vehicle 760. The vehicle interface 715 may monitor the battery 710 and control the inverter and / or associated controller to meet the power requirements of the vehicle 760. In addition, in some embodiments, the vehicle interface 715 may include an on-board charger or other charging interface that allows the charging system 720 to charge the battery cell stack assembly 224.

[0082] The foregoing description has been presented for illustrative purposes. This description is not exhaustive and is not intended to limit this disclosure to the precise forms or embodiments disclosed herein. Modifications and variations of this disclosure will become apparent to those skilled in the art upon consideration of this specification and the embodiments disclosed herein.

[0083] The following terms can be used to further describe the embodiments:

[0084] 1. A battery pack assembly, comprising: a battery pack including: a battery pack housing; and one or more battery cells; and a junction box including: a junction box housing including a bottom wall, four side walls and an open end; and a battery management unit, at least one fuse and at least one switch mounted to the bottom wall; wherein the four side walls of the junction box housing are fixed to the battery pack housing.

[0085] 2. The battery pack assembly according to Clause 1, wherein the battery pack housing includes a cutout portion that is covered by the junction box when the junction box housing is secured to the battery pack housing.

[0086] 3. The battery pack assembly according to clause 1 or 2, wherein each sidewall of the junction box housing has a flange end fixed to the battery pack housing.

[0087] 4. The battery pack assembly according to any one of clauses 1 to 3, wherein the at least one switch is a contactor or a relay.

[0088] 5. The battery pack assembly according to any one of Clauses 1 to 4, wherein the battery pack includes at least one core management unit for monitoring the voltage and temperature of one or more battery cells of the battery pack.

[0089] 6. The battery pack assembly as described in Clause 5, wherein the battery pack includes at least two core management units connected together in a daisy-chain manner.

[0090] 7. The battery pack assembly as described in Clause 6,

[0091] The battery pack assembly includes a wired connection between the battery management unit and one of the at least two core management units; and

[0092] The battery management unit is configured to receive voltage and temperature measurements from each cell management unit via the wired connection.

[0093] 8. The battery pack assembly according to any one of clauses 1 to 7, wherein the bottom wall of the junction box includes at least one access panel configured to provide access for electrical connection of the junction box to the battery pack.

[0094] 9. The battery pack assembly according to any one of clauses 1 to 8, wherein the battery pack assembly is installed inside the wing of an aircraft; and wherein the wing of the aircraft includes at least one access panel configured to provide access for electrically connecting the junction box to the battery pack.

[0095] 10. The battery pack assembly as described in Clause 9, wherein the battery pack faces the bottom of the aircraft wing and the junction box faces the top of the aircraft wing relative to the battery pack.

[0096] 11. The battery pack assembly according to any one of clauses 1 to 10, wherein the battery pack assembly is installed inside the fuselage of the aircraft.

[0097] 12. An aircraft wing, comprising:

[0098] The battery pack includes:

[0099] Battery pack casing; and

[0100] One or more battery cells;

[0101] Junction box, the junction box includes:

[0102] A junction box housing, the junction box housing including a bottom wall, four side walls and an open end; and a battery management unit, at least one fuse and at least one switch mounted to the bottom wall;

[0103] The four side walls of the junction box housing are fixed to the battery pack housing.

[0104] 13. The aircraft wing as described in Clause 12, wherein the battery pack housing includes a cutout portion that is covered by the junction box when the junction box housing is secured to the battery pack housing.

[0105] 14. The aircraft wing as described in Clause 12 or 13, wherein each sidewall of the junction box housing has a flange end fixed to the battery pack housing.

[0106] 15. The aircraft wing according to any one of clauses 12 to 14, wherein the at least one switch is a contactor or a relay.

[0107] 16. The aircraft wing according to any one of clauses 12 to 15, wherein the battery pack includes at least one core management unit for monitoring the voltage and temperature of one or more battery cells of the battery pack.

[0108] 17. The aircraft wing according to any one of Clauses 12 to 16, wherein the battery pack includes at least two core management units connected together in a daisy chain manner.

[0109] 18. The aircraft wing as described in Clause 17,

[0110] The aircraft wing includes a wired connection between the battery management unit and one of the at least two core management units; and

[0111] The battery management unit is configured to receive voltage and temperature measurements from each cell management unit via the wired connection.

[0112] 19. The aircraft wing according to any one of Clauses 12 to 18, wherein the bottom wall of the junction box includes at least one access panel configured to provide access for electrical connection of the junction box to the battery pack.

[0113] 20. An aircraft wing according to any one of clauses 12 to 19, wherein the battery pack faces the bottom of the aircraft wing and the junction box faces the top of the aircraft wing relative to the battery pack.

[0114] 21. The aircraft wing as described in Clause 20, wherein the aircraft wing includes at least one access panel configured to provide access for electrically connecting the junction box to the battery pack.

Claims

1. A battery pack assembly, the battery pack assembly comprising: The battery pack includes: Battery pack casing; and One or more battery cells, said one or more battery cells being housed within the battery pack casing; and Junction box, the junction box comprising: A junction box housing, the junction box housing including a bottom wall, four side walls connected to the bottom wall, and an open end; and Each of the following is located within the junction box housing and mounted to the bottom wall: a battery management unit, at least one fuse, and at least one switch; The four sidewalls of the junction box housing are configured to be removably secured to the battery pack housing at the open end, such that the bottom wall is not inside the battery pack housing; and The bottom wall of the junction box includes at least one access panel configured to provide manual electrical connection and disconnection of the junction box and the battery pack.

2. The battery pack assembly according to claim 1, wherein, The battery pack housing includes a cutout portion, which is covered by the junction box when the junction box housing is fixed to the battery pack housing.

3. The battery pack assembly according to claim 1 or 2, wherein, Each sidewall of the junction box housing has a flange end configured to be removably secured to the battery pack housing.

4. The battery pack assembly according to claim 1 or 2, wherein, The at least one switch is a contactor configured to control power from the one or more battery cells.

5. The battery pack assembly according to claim 1 or 2, wherein, The battery pack includes at least one core management unit installed within the battery pack housing to monitor the voltage and temperature of one or more battery cells in the battery pack.

6. The battery pack assembly according to claim 1 or 2, wherein, The battery pack includes at least two core management units, wherein the at least two core management units are connected together in a daisy-chain manner.

7. The battery pack assembly according to claim 6, in, The battery pack assembly includes a wired connection between the battery management unit and one of the at least two core management units; and The battery management unit is configured to receive measurements of the voltage and temperature of one or more battery cells via the wired connection.

8. The battery pack assembly according to any one of claims 1, 2, and 7, in, The battery pack assembly is installed inside the aircraft wing; and The aircraft wing includes at least one access panel configured to provide access for electrically connecting the junction box to the battery pack.

9. The battery pack assembly according to claim 8, wherein, The battery pack faces the bottom of the aircraft wing, and the junction box faces the top of the aircraft wing relative to the battery pack, wherein the access panel is on the top of the aircraft wing.

10. The battery pack assembly according to claim 8, wherein, The battery pack includes at least one reinforcing member and an anti-collision core on the side of the battery pack opposite to the junction box.

11. An aircraft wing, the aircraft wing comprising: The battery pack includes: Battery pack casing; and One or more battery cells within the battery pack housing; and Junction box, the junction box comprising: A junction box housing, the junction box housing including a bottom wall, four side walls connected to the bottom wall, and an open end; and Each of the following components is located within the junction box housing and mounted to the bottom wall: a battery management unit, at least one fuse, and at least one switch. Wherein, the four sidewalls of the junction box housing are configured to be removably fixed to the battery pack housing at the open end, such that the bottom wall is not inside the battery pack housing; and The bottom wall of the junction box includes at least one access panel configured to provide manual electrical connection and disconnection of the junction box and the battery pack.

12. The aircraft wing according to claim 11, wherein, The battery pack housing includes a cutout portion, which is covered by the junction box when the junction box housing is fixed to the battery pack housing.

13. The aircraft wing according to claim 11 or 12, wherein, Each sidewall of the junction box housing has a flange end configured to be removably secured to the battery pack housing.

14. The aircraft wing according to claim 11 or 12, wherein, The at least one switch is a contactor configured to control power from the one or more battery cells.

15. The aircraft wing according to claim 11 or 12, wherein, The battery pack includes at least one core management unit installed within the battery pack housing to monitor the voltage and temperature of one or more battery cells in the battery pack.

16. The aircraft wing according to claim 11 or 12, wherein, The battery pack includes at least two core management units, and the at least two core management units are connected together in a daisy chain manner.

17. The aircraft wing according to claim 16, in, The aircraft wing includes a wired connection between the battery management unit and one of the at least two core management units; and The battery management unit is configured to receive measurements of the voltage and temperature of one or more battery cells via the wired connection.

18. The aircraft wing according to any one of claims 11, 12, and 17, wherein, The battery pack faces the bottom of the aircraft wing, and the junction box faces the top of the aircraft wing relative to the battery pack, wherein the top of the aircraft wing includes at least one access panel configured to provide access for electrically connecting the junction box to the battery pack.

19. The aircraft wing according to claim 11, wherein, The battery pack includes at least one reinforcing member and an anti-collision core on the side of the battery pack opposite to the junction box.

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