Power supply system for all-electric aircraft

Abstract

The invention relates to a power supply system for an all-electric aircraft. The power supply system comprises a plurality of high-voltage direct-current power supplies; a plurality of first DC bus bars, each of the plurality of first DC bus bars being directly electrically connected to one of the plurality of high voltage DC power sources; a plurality of DC / DC converters, each of the plurality of DC / DC converters being directly and electrically connected to one of the plurality of first DC bus bars; a plurality of DC / AC inverters, each of the plurality of DC / AC inverters being directly and electrically connected to one of the plurality of first DC bus bars; a plurality of second DC bus bars, each of the plurality of second DC bus bars being directly and electrically connected to an output of one of the plurality of DC / DC converters; and a plurality of AC bus bars, each of the plurality of AC bus bars being electrically connected to an output of one of the plurality of DC / AC inverters.

Description

Technical Field

[0001] This disclosure relates to power systems, and in particular to power systems for all-electric aircraft. Background Technology

[0002] Traditional aircraft typically use engines as the primary energy source to power the aircraft, while simultaneously supplying secondary energy sources such as electrical, hydraulic, pneumatic, and mechanical energy to various systems throughout the aircraft for control. However, the combined use of multiple energy sources results in complex equipment, structures, and pipelines for energy transmission on the aircraft, leading to complex design, bulky structure, high weight, and increased frequency and complexity of maintenance.

[0003] Employing all-electric technology can significantly reduce the weight of aircraft, simplify their structure, lower maintenance costs, and substantially reduce air and noise pollution. However, current all-electric aircraft power system architectures follow the basic architecture of traditional aircraft, employing multi-stage conversion, resulting in substantial energy loss.

[0004] This disclosure addresses, but is not limited to, the many factors mentioned above. Summary of the Invention

[0005] Therefore, this disclosure proposes a novel power system for all-electric aircraft. The power system of this disclosure adopts a single-stage conversion parallel architecture, which, while meeting the power requirements of the electrical equipment, improves the system's energy conversion efficiency, reduces equipment weight, enhances reliability and safety, and improves the aircraft's economic efficiency. Therefore, the high-safety power system proposed in this disclosure fills a technological gap in related fields.

[0006] According to a first aspect of this disclosure, a power system for an all-electric aircraft is provided, comprising: a plurality of high-voltage direct current (HVDC) power supplies; a plurality of first DC busbars, each of which is directly electrically connected to one of the plurality of HVDC power supplies; a plurality of DC / DC converters, each of which is directly electrically connected to one of the plurality of first DC busbars; a plurality of DC / AC inverters, each of which is directly electrically connected to one of the plurality of first DC busbars; a plurality of second DC busbars, each of which is directly electrically connected to the output of one of the plurality of DC / DC converters; and a plurality of AC busbars, each of which is electrically connected to the output of one of the plurality of DC / AC inverters.

[0007] According to one embodiment, each of the plurality of first DC busbars is redundant with at least one of the other first DC busbars in the plurality of first DC busbars, and / or each of the plurality of AC busbars is redundant with at least one of the other AC busbars in the plurality of AC busbars, and / or each of the plurality of second DC busbars is redundant with at least one of the other second DC busbars in the plurality of second DC busbars.

[0008] According to another embodiment, each of the plurality of first DC buses is electrically connected to at least one of the other first DC buses in the plurality of first DC buses via a contactor, and / or each of the plurality of AC buses is electrically connected to at least one of the other AC buses in the plurality of AC buses via a contactor, and / or each of the plurality of second DC buses is electrically connected to at least one of the other second DC buses in the plurality of second DC buses via a contactor.

[0009] According to another embodiment, the power system further includes an emergency AC source, a first AC / DC inverter, an emergency DC busbar, and an emergency AC busbar. The first AC / DC inverter is electrically connected between the emergency AC busbar and the emergency DC busbar. The emergency DC busbar is electrically connected between the first AC / DC inverter and the emergency DC load. The emergency AC busbar is electrically connected between the emergency AC source and the emergency AC load.

[0010] According to another embodiment, the emergency AC busbar is electrically connected to the emergency AC source via a contactor; the first AC / DC inverter is electrically connected to the emergency AC busbar via a contactor; the emergency DC load is electrically connected to the emergency DC busbar via a contactor; and the emergency AC load is electrically connected to the emergency AC busbar via a contactor.

[0011] According to another embodiment, the emergency DC busbar is electrically connected to one or more of the plurality of second DC busbars, and the emergency AC busbar is electrically connected to one or more of the plurality of AC busbars.

[0012] According to another embodiment, under normal circumstances, the emergency AC source does not supply power to the emergency DC busbar and the emergency AC busbar, and under emergency circumstances, the emergency AC source supplies power to the emergency DC busbar, the emergency AC busbar, the emergency DC load and / or the emergency AC load as needed.

[0013] According to another embodiment, the power system further includes a second AC / DC inverter electrically connected between the emergency AC busbar and at least one of the plurality of first DC busbars, and the second AC / DC inverter is electrically connected to the emergency AC busbar via a contactor.

[0014] According to a second aspect of this disclosure, an aircraft is provided, including the power system described in the first aspect of this disclosure.

[0015] The aspects generally include, as substantially as described herein with reference to the accompanying drawings and as explained by the drawings, methods, apparatus, systems, computer program products, and processing systems.

[0016] The foregoing has broadly outlined the features and technical advantages of the examples according to this disclosure so that the following detailed description may be better understood. Additional features and advantages will be described thereafter. The disclosed concepts and specific examples can be readily used as the basis for modifying or designing other structures for implementing the same purposes as this disclosure. Such equivalent constructions do not depart from the scope of the appended claims. The characteristics of the concepts disclosed herein, in both their organization and manner of operation, and their associated advantages, will be better understood by considering the following description in conjunction with the accompanying drawings. Each drawing is provided for illustrative and descriptive purposes and does not define any limitation on the claims. Attached Figure Description

[0017] To gain a more detailed understanding of the features described above in this disclosure, reference can be made to various aspects of the above-briefly summarized content, some of which are illustrated in the accompanying drawings. However, it should be noted that the drawings illustrate only certain typical aspects of this disclosure and should not be considered as limiting its scope, as other equivalent aspects are permissible in this description. Identical reference numerals in different drawings may identify the same or similar elements.

[0018] Figure 1 A schematic diagram of the existing aircraft power system architecture is shown;

[0019] Figure 2 A schematic diagram of a power system for an all-electric aircraft according to an example embodiment of the present disclosure is shown;

[0020] Figure 3 A schematic diagram of a power system for an all-electric aircraft according to another exemplary embodiment of this disclosure is shown; and

[0021] Figure 4 A schematic diagram of an aircraft according to an example embodiment of the present disclosure is shown. Detailed Implementation

[0022] The inventors recognized that traditional aircraft typically use engines as the primary energy source to power the aircraft, while simultaneously supplying secondary energy sources such as electrical, hydraulic, pneumatic, and mechanical energy to control various systems throughout the aircraft. However, the combined use of multiple energy sources results in complex equipment, structures, and energy transmission pipelines on the aircraft, leading to complex design, bulky structure, high weight, and increased frequency and complexity of maintenance.

[0023] The inventors considered that electricity is a clean energy source, the cables required for its transmission are far lighter than those for hydraulic and air ducts, and fault detection technology for electrical systems is mature and reliable. With the development of power electronics technology, unifying secondary energy sources on aircraft into electrical energy is becoming increasingly feasible. Adopting all-electric technology can save significant weight for aircraft, simplify their structure, reduce maintenance costs, and substantially reduce air and noise pollution. Developing all-electric aircraft technology and improving energy efficiency has become a key technology urgently needing to be addressed. This requires optimizing system design and control to reduce operating costs, decrease aircraft complexity, improve maintainability, enhance safety, and ultimately achieve carbon neutrality.

[0024] However, existing all-electric aircraft power system architectures are typically as follows: Figure 1 As shown. From Figure 1 As can be seen, existing all-electric aircraft power systems follow the basic architecture of traditional aircraft. In this architecture, high-voltage direct current (HVDC) power is connected to a DC / AC converter via an HVDC busbar to convert the HVDC into alternating current (AC), enabling power supply to AC loads via the AC busbar. The AC busbar then connects to an AC / DC inverter to convert the AC back to DC, supplying power to low-voltage DC loads. This architecture employs multi-stage conversion, resulting in significant energy loss. Furthermore, the converters are designed for maximum capacity, leading to heavier converters and lower reliability due to the complex series system, which negatively impacts the operational economy of the aircraft.

[0025] Furthermore, the existing power system employs a multi-stage conversion single-channel power supply mechanism to provide different types of power to the aircraft. This approach has low energy utilization efficiency and poses safety risks; if any device in this single-channel power supply system fails, the aircraft will lose power.

[0026] Therefore, this disclosure proposes a novel power system and method for all-electric aircraft. The power system of this disclosure adopts a parallel architecture with single-stage conversion, which improves system energy conversion efficiency, reduces equipment weight, enhances reliability and safety, and improves the economics of the aircraft while meeting the power requirements of the electrical equipment. Therefore, the highly safe power system proposed in this disclosure fills a technological gap in related fields.

[0027] The detailed description that follows, taken in conjunction with the accompanying drawings, is intended as a description of various configurations and is not intended to represent the only configurations in which the concepts described herein can be practiced. This detailed description includes specific details to provide a thorough understanding of the various concepts. However, it will be apparent to those skilled in the art that these concepts can be practiced without these specific details.

[0028] In one embodiment of this disclosure, the power supply system may include multiple high-voltage direct current (HVDC) power supplies, multiple first DC busbars, multiple DC / DC converters, multiple DC / AC inverters, multiple second DC busbars, and multiple AC busbars.

[0029] For example, refer to Figure 2 The figure illustrates a schematic diagram of a power system 200 for an all-electric aircraft according to an exemplary embodiment of the present disclosure. As shown, the power system 200 may include two high-voltage DC power supplies (HVDC1 and HVDC2), two first DC busbars (HVDC busbar 1 and HVDC busbar 2), two DC / DC converters (DC / DC1 and DC / DC2), two DC / AC inverters (DC / AC1 and DC / AC2), two second DC busbars (DC busbar 1 and DC busbar 2), two AC busbars (AC busbar 1 and AC busbar 2), and so on. It will be understood that, although in Figure 2 In the embodiments shown, all components are shown as two, but it will be understood that this is merely exemplary and the number of components can be any suitable value.

[0030] In yet another embodiment of this disclosure, each of the plurality of first DC busbars of the power supply system of this disclosure may be directly electrically connected to one of the plurality of high-voltage DC power supplies. See again Figure 2 As can be seen, the first DC busbar HVDC busbar 1 is directly electrically connected to the high-voltage DC power supply HVDC1, and the first DC busbar HVDC busbar 2 is directly electrically connected to the high-voltage DC power supply HVDC2. It will be understood that in this embodiment, the first DC busbar is a high-voltage DC busbar.

[0031] In yet another embodiment of this disclosure, each of the plurality of DC / DC converters in the power supply system of this disclosure is directly electrically connected to one of the plurality of first DC busbars to convert high-voltage DC from the first DC busbars into low-voltage DC. (See again...) Figure 2 As can be seen, DC / DC converter DC / DC1 is directly electrically connected to the first DC bus bar HVDC bus bar 1, and DC / DC converter DC / DC2 is directly electrically connected to the first DC bus bar HVDC bus bar 2.

[0032] In yet another embodiment of this disclosure, each of the plurality of DC / AC inverters in the power system of this disclosure is directly electrically connected to one of the plurality of first DC busbars to convert high-voltage DC from the first DC busbars into AC. (See again...) Figure 2 As can be seen, DC / AC inverter DC / AC1 is directly electrically connected to the first DC bus bar HVDC bus bar 1, and DC / AC inverter DC / AC2 is directly electrically connected to the first DC bus bar HVDC bus bar 2.

[0033] In yet another embodiment of this disclosure, each of the plurality of second DC busbars of the power supply system of this disclosure is directly electrically connected to the output of one of the plurality of DC / DC converters for supplying power to a low-voltage DC load. (See again...) Figure 2 As can be seen, the second DC busbar 1 is directly electrically connected to the output of DC / DC converter DC / DC1, and the second DC busbar 2 is directly electrically connected to the output of DC / DC converter DC / DC2. It can also be seen that DC loads (especially low-voltage DC loads), DC load 1 and DC load 2, are electrically connected to DC busbar 1 and DC busbar 2, respectively.

[0034] In yet another embodiment of this disclosure, each of the plurality of AC busbars of the power supply system of this disclosure is electrically connected to the output of one of the plurality of DC / AC inverters for supplying power to an AC load. (See again...) Figure 2 As can be seen, AC busbar 1 is directly connected to the output of DC / AC inverter DC / AC1, and AC busbar 2 is directly connected to the output of DC / AC inverter DC / AC2. It can also be seen that AC loads AC load 1 and AC load 2 are electrically connected to AC busbar 1 and AC busbar 2 respectively.

[0035] In this way, the DC / AC inverter and AC busbar are connected in parallel with the DC / DC converter and the second DC busbar, overcoming the multi-stage conversion defects in the prior art. Thus, a fault in the DC channel (DC / DC converter and second DC busbar) will not affect the AC channel (DC / AC inverter and AC busbar), and vice versa.

[0036] Optionally, the high-voltage DC busbar of the power supply system disclosed herein can also provide power to high-voltage DC loads. For example, such as Figure 2 As shown, the high-voltage DC loads HVDC load 1 and HVDC load 2 can be connected to the first DC busbars HVDC busbar 1 and HVDC busbar 2 respectively to draw power.

[0037] It will be understood that in the above embodiments, the term "direct electrical connection" means that there may be no other components between the two connected components.

[0038] In another embodiment of this disclosure, each of the plurality of first DC buses is redundant with at least one of the other first DC buses, and / or each of the plurality of AC buses is redundant with at least one of the other AC buses, and / or each of the plurality of second DC buses is redundant with at least one of the other second DC buses. It will be understood that “redundancy” can be implemented in any suitable manner. In one specific embodiment, each of the plurality of first DC buses is electrically connected to at least one of the other first DC buses via a contactor, and / or each of the plurality of AC buses is electrically connected to at least one of the other AC buses via a contactor, and / or each of the plurality of second DC buses is electrically connected to at least one of the other second DC buses via a contactor. Reference Figure 2 In this specific embodiment, the first DC busbar HVDC busbar 1 and the first DC busbar HVDC busbar 2 are electrically connected together via contactor C1, the AC busbar AC busbar 1 and the AC busbar AC busbar 2 are electrically connected together via contactor C5, and the second DC busbar DC busbar 1 and the second DC busbar DC busbar 2 are electrically connected together via contactor C4. Thus, under normal conditions, contactors C1, C4, and C5 remain open, while in the event of a failure in a corresponding component, contactors C1, C4, and C5 can close accordingly to supply power to the "redundant" components. For example, if DC / DC1 fails, causing DC busbar 1 to lose power, contactor C4 closes, allowing DC busbar 1 to receive power from DC / DC2 (through DC busbar 2) to continue supplying power to DC load 1.

[0039] Optionally, from Figure 2As can also be seen, DC / DC1 and DC / DC2, and DC / AC1 and DC / AC2 can also be interconnected through contactors (C3, C4) for redundancy, which will not be elaborated here.

[0040] In another embodiment of this disclosure, DC load 1 and DC load 2 may include a battery (e.g., an emergency battery) so that the battery can be charged when needed to provide emergency power when needed in the future, which will not be described in detail here.

[0041] In yet another embodiment of this disclosure, the power system may further include an emergency AC source, a first AC / DC inverter, an emergency DC busbar, and an emergency AC busbar. For example, see reference... Figure 3 The diagram illustrates a power system 300 for an all-electric aircraft according to another exemplary embodiment of the present disclosure. As shown, the power system 300 may include an emergency AC source (emergency AC source), a first AC / DC inverter (AC / DC1), an emergency DC busbar (emergency DC busbar), and an emergency AC busbar (emergency AC busbar). Figure 3 As can also be seen, the power system 300 may include a high-voltage DC source, a high-voltage DC busbar, a DC / DC converter, a DC / AC inverter, a DC busbar, an AC busbar, etc. These components are consistent with the reference... Figure 2 The described embodiments are consistent and will not be repeated here.

[0042] In another embodiment of this disclosure, a first AC / DC inverter is electrically connected between an emergency AC busbar and an emergency DC busbar. The emergency DC busbar is electrically connected between the first AC / DC inverter and an emergency DC load. The emergency AC busbar is electrically connected between an emergency AC source and an emergency AC load. In a further embodiment, the emergency AC busbar is electrically connected to the emergency AC source via a contactor; the first AC / DC inverter is electrically connected to the emergency AC busbar via a contactor; the emergency DC load is electrically connected to the emergency DC busbar via a contactor; and the emergency AC load is electrically connected to the emergency AC busbar via a contactor.

[0043] For example, refer to Figure 3 The emergency AC busbar is electrically connected to the emergency AC source via contactor C11; the first AC / DC inverter AC / DC1 is electrically connected to the emergency AC busbar via contactor C10; the emergency DC load is electrically connected to the emergency DC busbar via contactor C13; and the emergency AC load is electrically connected to the emergency AC busbar via contactor C14. This is particularly advantageous. For example, the emergency DC load and emergency AC load are loaded in emergency conditions and therefore are not loaded under normal conditions, which can be controlled by contactors. Figure 3As shown, the emergency DC busbar and the emergency DC load can be connected via contactor C13, and the emergency AC busbar and the emergency AC load can be connected via contactor C14. Thus, under normal conditions, contactors C13 and C14 remain open, and only in an emergency will contactors C13 and C14 close as needed to drive the corresponding emergency load.

[0044] Furthermore, under normal conditions, the emergency AC power source will not be used, so contactor C11 can remain open, thereby cutting off the power supply of the emergency AC power source. Under different emergency conditions, contactor C11 can be closed, and contactors C10, C13, and C14 can be closed as needed to meet the requirements of different emergency conditions.

[0045] For example, an emergency DC busbar can be electrically connected to one or more of a plurality of second DC busbars, and an emergency AC busbar can be electrically connected to one or more of a plurality of AC busbars. Figure 3 As shown, the emergency DC busbar is connected to DC busbar 1 and DC busbar 2 via contactors C5 and C6, respectively. Thus, in the event of a failure of DC / DC1 and / or DC / DC2, the emergency AC power source can supply power to DC busbar 1 and / or DC busbar 2 via the emergency DC busbar (through closing contactors C11, C10, and closing contactors C5 and / or C6). It can also be seen that the emergency AC busbar is connected to AC busbar 1 and AC busbar 2 via contactors C8 and C9, respectively. Thus, in the event of a failure of DC / AC1 and / or DC / AC2, the emergency AC power source can supply power to AC busbar 1 and / or AC busbar 2 via the emergency AC busbar (through closing contactors C11, and closing contactors C8 and / or C9). It will be understood that, in these failures, if necessary, contactors C13 and C14 can also be closed to supply power to emergency DC loads and emergency AC loads (such as some kind of emergency indicator light, emergency alarm, etc.).

[0046] Thus, under normal circumstances, the emergency AC source of the power system 300 does not supply power to the emergency DC busbar and the emergency AC busbar, and in emergency situations, the emergency AC source supplies power to the emergency DC busbar, the emergency AC busbar, the emergency DC load and / or the emergency AC load as needed.

[0047] It will be understood that in this embodiment, the output of AC / DC1 is consistent with the outputs of DC / DC1 and DC / DC2, for example, it is the same low-voltage DC.

[0048] In yet another embodiment of this disclosure, the power system may further include a second AC / DC inverter electrically connected between an emergency AC busbar and at least one of a plurality of first DC busbars, and the second AC / DC inverter is electrically connected to the emergency AC busbar via a contactor. See again Figure 3 As can be seen, AC / DC2 is electrically connected between the emergency AC busbar and the first DC busbar HVDC3, and AC / DC2 is electrically connected to the emergency AC busbar via contactor C11. In this embodiment, the main consideration is that the emergency AC source can supply high-voltage DC to the high-voltage DC busbar via AC / DC2 to drive the high-voltage DC load in an emergency, although this is extremely uncommon.

[0049] Figure 3 The various embodiments are particularly advantageous because the emergency source uses an emergency AC source, which forms a different construction from the high-voltage DC source, thereby effectively suppressing common-mode faults. To further suppress common-mode faults, the components of the power supply system of this disclosure can employ as different structures, processes, or materials as possible. For example, DC / DC1 and DC / DC2 can be from different entities, or different batches of the same entity, and so on.

[0050] Figure 4 A schematic diagram of an aircraft 400 according to an example embodiment of the present disclosure is shown. In one embodiment of the present disclosure, the aircraft 400 may include a power system as described in various embodiments of the present disclosure, such as combined with... Figure 2-3 The power supply systems 200 and 300 are mentioned above.

[0051] Thus, the power system architecture of the all-electric aircraft in the various embodiments of this disclosure, through innovative common-mode suppression technology, completely eliminates the risk of systemic failure caused by common-mode source problems in all-electric aircraft. Multiple independent power supply paths ensure multi-channel power supply, and common-mode faults are avoided by different power supply structures, components, and control methods. In this disclosure… Figure 3 The diagram illustrates three power supply paths, but it will be understood that this can be extended to more than three paths, i.e., by setting up more high-voltage DC (HVDC) circuits. In embodiments of this disclosure, dissimilar hardware designs (e.g., AC / DC hybrid) are employed, physically eliminating the common-mode failure risk of traditional multi-channel structures.

[0052] Furthermore, the power supply systems of the various embodiments of this disclosure also possess highly secure and reliable fault reconfiguration capabilities, enabling dynamic response in the event of a fault. For example, when a power supply channel fails, arbitration can be triggered based on a dynamic priority matrix (e.g., combined with load type, flight phase, and remaining energy status), seamlessly switching to the optimal backup power supply channel. Specifically, the emergency AC power supply path can use an AC / DC inverter to convert AC power to DC power and supply DC power to the high-voltage DC busbar and the low-voltage DC busbar, ensuring the integrity of power supply to critical loads such as flight control and avionics even in the event of a high-voltage DC dual-redundancy failure. Such multi-redundancy and fault reconfiguration design features give the system high security, with a failure probability of less than 10%. -9 It is on the order of FH and can still maintain the power supply capability of critical systems under dual-redundancy fault scenarios, and there is no single point of failure, which is significantly better than the 50% fault tolerance limit of existing similar redundant architectures.

[0053] The following is combined Figure 3 The embodiments provide a specific example of various power supply scenarios of this disclosure.

[0054] exist Figure 3 In the embodiments described, the power system architecture may include high-voltage DC power supplies (HVDC1, HVDC2), high-voltage DC busbars (HVDC busbar 1, HVDC busbar 2, HVDC busbar 3), DC / AC inverters (DC / AC1, DC / AC2), AC busbars (AC busbar 1, AC busbar 2, emergency AC busbar), DC / DC converters (DC / DC1, DC / DC2), low-voltage DC busbars (DC busbar 1, DC busbar 2, emergency DC busbar), AC / DC inverters (AC / DC1, AC / DC2), emergency AC power supplies, contactors (C1-C14), etc.

[0055] In this embodiment, the high-voltage DC busbar is powered by a high-voltage DC power supply. In addition to powering the low-voltage DC busbar and the AC busbar, the high-voltage DC busbar can also be used to power high-power DC loads (HVDC load 1, HVDC load 2, such as DC motors).

[0056] The DC / AC inverter converts the DC power supplied by the high-voltage DC busbar into AC power and transmits it to the AC busbar, which then supplies power to all AC-powered equipment in the machine. The DC / DC converter converts the high-voltage DC power supplied by the high-voltage DC busbar into low-voltage DC power and transmits it to the low-voltage DC busbar, which then supplies power to all low-voltage DC-powered equipment in the machine.

[0057] Advantageously, since AC power technology and DC power technology are not similar, emergency AC power sources can typically use any applicable AC technology, such as RAT power supply, APU power supply, etc. Furthermore, the number of power sources can be increased or decreased accordingly based on requirements.

[0058] thus, Figure 3 The implementation examples can achieve the following real-time global power supply optimization objectives:

[0059] 1. When all power sources and equipment are working normally, the power grid supplies power to the entire machine through the basic configuration, that is, through HVDC1 and HVDC2. The emergency AC source is disconnected and does not need to supply power to the power grid.

[0060] 2. When one or more power sources are lost, the power grid can automatically reorganize to ensure the grid's power supply capacity;

[0061] 3. When one or more converters are lost, the power grid can automatically reorganize to ensure the grid's power supply capacity;

[0062] 4. When extreme situations occur that result in the loss of all main power (i.e., HVDC1 and HVDC2), the aircraft can provide emergency power through the emergency AC source to ensure the power supply of critical electrical equipment.

[0063] For example, under normal operating conditions, the power grid supplies power to the entire machine through its basic configuration:

[0064] 1. HVDC1 provides high-voltage DC power to HVDC busbar 1. DC / DC1 converts the high-voltage DC power into low-voltage DC power to power low-voltage DC busbar 1. Low-voltage DC busbar 1 powers low-voltage DC load DC load 1 (optionally including a battery). DC / AC1 converts the high-voltage DC power into AC power to power AC busbar 1. AC busbar 1 powers AC load. HVDC busbar 1 directly powers high-voltage load HVDC load 1.

[0065] 2. HVDC2 supplies high-voltage DC power to HVDC busbar 2. DC / DC2 converts the high-voltage DC power into low-voltage DC power to supply low-voltage DC busbar 2. Low-voltage DC busbar 2 supplies low-voltage DC load DC load 2 (optionally including a battery). DC / AC2 converts the high-voltage DC power into AC power to supply AC busbar 2. AC busbar 2 supplies AC load AC load 2. HVDC busbar 2 directly supplies high-voltage load HVDC load 2.

[0066] 3. Emergency AC power supplies can be used as needed based on load requirements, or as emergency power supplies.

[0067] In the event of a fault, such as the loss of one or more power sources or converters, the power grid automatically reorganizes to ensure the grid's power supply capacity. For example:

[0068] When HVDC1 is lost:

[0069] 1. When HVDC2 supplies power to the HVDC load, and C1 is closed, HVDC bus bar 1 operates normally;

[0070] 2. Start the AC power source as needed, close C2, and HVDC bus bar 1 can work normally.

[0071] When DC bus 1 and AC bus 1 are lost:

[0072] 1. If DC bus 1 is lost, closing C4 will allow DC bus 2 to supply power to the DC load corresponding to DC bus 1;

[0073] 2. Close C5 as needed; the emergency AC power source can also supply power to the DC load corresponding to DC busbar 1 through the emergency DC busbar.

[0074] 3. If AC busbar 1 is lost, close C7, and AC busbar 2 can supply power to the AC load corresponding to AC busbar 1;

[0075] 4. Close C8 as needed. The emergency AC power source can also supply power to the AC load corresponding to AC busbar 1 through the emergency AC busbar.

[0076] When all main power supplies are lost, for example, when both HVDC1 and HVDC2 are lost:

[0077] Turn on the emergency AC power source and close C2, C3, C10, C11, C12, and C13. The emergency AC power source, through the emergency AC busbar, is inverted into low-voltage and high-voltage DC by AC / DC1 and AC / DC2 respectively, and then supplies power to the emergency DC busbar and HVDC busbar 3 respectively. The high-voltage power supply supplies power to HVDC busbar 1 and HVDC busbar 2 through C2 and C3.

[0078] In an alternative embodiment, in the event of a complete loss of main power, the high-voltage load is directly unloaded. Therefore, C5, C6, C8, C9, C10, C11, C12, and C13 are primarily closed to supply power to the low-voltage DC load, AC load, emergency DC load, and emergency AC load.

[0079] Therefore, the power supply system disclosed herein can realize the power generation and distribution of the power supply system, improve the system efficiency, reduce the power energy demand, and improve the reliability and safety of the power supply system.

[0080] It will be understood that although the various exemplary embodiments of this disclosure have been described in conjunction with all-electric aircraft, the power systems of this disclosure can be applied to other systems with high energy efficiency requirements.

[0081] It will also be understood that in the above description of this disclosure, "DC" and "direct current" are used interchangeably, as are "AC" and "alternating current".

[0082] The above detailed description includes references to the accompanying drawings, which form part of the detailed description. The drawings illustrate specific embodiments that can be practiced by way of illustration. These embodiments are also referred to herein as “examples.” Such examples may include elements other than those shown or described. However, examples including the shown or described elements are also contemplated. Furthermore, examples of any combination or arrangement of those elements shown or described are contemplated, or with reference to specific examples (or one or more aspects thereof) shown or described herein, or with reference to other examples (or one or more aspects thereof) shown or described herein.

[0083] In the appended claims, the terms “comprising” and “including” are open-ended, meaning that a system, apparatus, article of manufacture, or process containing elements other than those listed after such terms in a claim is still considered to fall within the scope of that claim. Furthermore, in the appended claims, the terms “first,” “second,” and “third,” etc., are used merely as designations and are not intended to indicate a numerical order of their contents.

[0084] Furthermore, the order of operations described in this specification is exemplary. In alternative embodiments, the operations may be performed in a different order than that shown in the accompanying drawings, and the operations may be combined into a single operation or broken down into more operations.

[0085] The above description is intended to be illustrative and not restrictive. For example, the examples described above (or one or more aspects thereof) may be used in conjunction with other embodiments. Other embodiments may be used by those skilled in the art after reviewing the above description. The abstract allows the reader to quickly determine the nature of this technical disclosure. This abstract is submitted and it is understood that it is not intended to interpret or limit the scope or meaning of the claims. Furthermore, in the above detailed description, various features may be grouped together to make this disclosure flow smoothly. However, the claims may not state every feature disclosed herein, as embodiments may characterize a subset of said features. Furthermore, embodiments may include fewer features than those disclosed in a particular example. Therefore, the appended claims are thus incorporated into the detailed description, with each claim existing independently as a separate embodiment. The scope of the embodiments disclosed herein should be determined by reference to the full scope of the appended claims and equivalents of such claims.

Claims

1. A power system for an all-electric aircraft, comprising: Multiple high-voltage DC power supplies; A plurality of first DC busbars, each of which is directly electrically connected to one of the plurality of high-voltage DC power supplies; A plurality of DC / DC converters, each of which is directly electrically connected to one of the plurality of first DC busbars; Multiple DC / AC inverters, each of which is directly electrically connected to one of the multiple first DC busbars; A plurality of second DC busbars, each of which is directly electrically connected to the output of one of the plurality of DC / DC converters; Multiple AC busbars, each of which is electrically connected to the output of one of the multiple DC / AC inverters.

2. The power supply system according to claim 1, characterized in that, Each of the plurality of first DC busbars is redundant with at least one of the other first DC busbars in the plurality of first DC busbars, and / or Each of the plurality of AC busbars is redundant with at least one of the other AC busbars in the plurality of AC busbars, and / or Each of the plurality of second DC busbars is redundant with at least one of the other second DC busbars in the plurality of second DC busbars.

3. The power supply system according to claim 2, characterized in that, Each of the plurality of first DC busbars is electrically connected to at least one of the other first DC busbars in the plurality of first DC busbars via a contactor, and / or Each of the plurality of AC busbars is electrically connected to at least one of the other AC busbars in the plurality of AC busbars via a contactor, and / or Each of the plurality of second DC busbars is electrically connected to at least one of the other second DC busbars in the plurality of second DC busbars via a contactor.

4. The power supply system according to claim 1, characterized in that, It also includes an emergency AC power source, a first AC / DC inverter, an emergency DC busbar, and an emergency AC busbar. The first AC / DC inverter is electrically connected between the emergency AC busbar and the emergency DC busbar. The emergency DC busbar is electrically connected between the first AC / DC inverter and the emergency DC load. The emergency AC busbar is electrically connected between the emergency AC power source and the emergency AC load.

5. The power supply system according to claim 4, characterized in that, The emergency AC busbar is electrically connected to the emergency AC source via a contactor; The first AC / DC inverter is electrically connected to the emergency AC busbar via a contactor; The emergency DC load is electrically connected to the emergency DC busbar via a contactor; The emergency AC load is electrically connected to the emergency AC busbar via a contactor.

6. The power supply system according to claim 5, characterized in that, The emergency DC busbar is electrically connected to one or more of the plurality of second DC busbars, and the emergency AC busbar is electrically connected to one or more of the plurality of AC busbars.

7. The power supply system according to claim 6, characterized in that, Under normal circumstances, the emergency AC source does not supply power to the emergency DC busbar and the emergency AC busbar, and in an emergency, the emergency AC source supplies power to the emergency DC busbar, the emergency AC busbar, the emergency DC load and / or the emergency AC load as needed.

8. The power supply system according to claim 7, characterized in that, It also includes a second AC / DC inverter, which is electrically connected between the emergency AC busbar and at least one of the plurality of first DC busbars, and the second AC / DC inverter is electrically connected to the emergency AC busbar via a contactor.

9. An aircraft comprising a power system according to any one of claims 1-8.

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