An electrical load management system for a multi-electric land air amphibious vehicle

Abstract

The disclosure provides an electrical load management system for a multi-electric land air amphibious aircraft, comprising: a power management unit, a central bus bar, an uninterrupted bus bar, a variable voltage bus bar, a plurality of solid state switches and a communication control unit; the power management unit is used to provide input interfaces of multiple power supplies, and distribute power of different power supplies to different bus bars; the central bus bar is powered by at least a first power converter, a second power converter and a first battery; the uninterrupted bus bar is powered by at least the central bus bar and a second battery; the variable voltage bus bar is powered by at least a third battery and the remaining power converters except the first power converter and the second power converter among all the power converters. The power management of the disclosure adopts a hot backup mode, no longer distinguishes between main and standby power supplies, improves power utilization, and has two or more power inputs on each bus bar, ensures power supply margin, has stronger flexibility and availability.

Description

Technical Field

[0001] This disclosure relates to the field of electrical management technology, and more particularly to an electrical load management system for a multi-electric amphibious aircraft and a multi-electric amphibious aircraft. Background Technology

[0002] The power supply and distribution system is a crucial component of an aircraft, responsible for the storage and distribution of its electrical energy. Traditional aircraft power distribution systems comprise a power supply section and a distribution section. The power supply section typically consists of a main power supply, backup power supply, and emergency power supply, while the distribution section mainly comprises power management, busbars, load management, and wiring harnesses. Each of these components operates independently, resulting in low system integration and complex wiring connections, which hinders efforts to reduce the size and weight of the power distribution system and achieve lower costs.

[0003] The current mainstream aircraft power distribution system consists of two busbars. The main power supply supplies power to the first-level busbar, and the first-level busbar and the backup power supply are connected in parallel and supply power to the second-level busbar through diodes. However, in this architecture, the backup power supply is in a backup state for a long time and cannot achieve the maximum efficiency of the main and backup power supplies. Furthermore, due to the cascading relationship between the busbars, the current power distribution system cannot meet the load requirements of different voltages. Summary of the Invention

[0004] The purpose of this disclosure is to provide an electrical load management system for a multi-electric amphibious aircraft and a multi-electric amphibious aircraft, in order to solve the problems existing in the prior art.

[0005] The embodiments of this disclosure adopt the following technical solution: an electrical load management system for a multi-electric amphibious aircraft, comprising: a power management unit, a central busbar, an uninterruptible busbar, a variable voltage busbar, multiple solid-state switches, and a communication control unit; wherein, the power management unit is used to provide input interfaces for multiple power sources and distribute power from different power sources to different busbars, wherein the power sources include at least M power converters, 3 batteries, and a ground power source, where M is an integer greater than or equal to 3; the central busbar is powered by at least a first power converter, a second power converter, and a first battery; the uninterruptible busbar is powered by at least the central busbar and a second battery; the variable voltage busbar is powered by at least a third battery and the remaining power converters excluding the first and second power converters; the solid-state switches are used to mount loads, and each busbar is used to supply power to at least one solid-state switch; the communication control unit is used to manage the connection and disconnection of the power converters according to flight controller commands and / or power status.

[0006] In some embodiments, the power management unit includes at least: M voltage and current monitoring circuits, a power grid connection and disconnection control circuit, and an automatic current sharing circuit; wherein, the M voltage and current monitoring circuits are respectively connected between the M power converters and the power grid connection and disconnection control circuit, and are used to collect the voltage and current output by the M power converters; the power grid connection and disconnection control circuit is used to provide a connection path between the power supply and the busbar, and the connection path is controlled by a manual switch or an automatic switch; the automatic current sharing circuit is used to compare the output current of the first power converter and the output current of the second power converter and generate a current difference, so that the first power converter and the second power converter adjust their output voltage according to the current difference to achieve current sharing output.

[0007] In some embodiments, the voltage and current monitoring circuit includes: a first operational amplifier, a second operational amplifier, a Hall current sensor, a first to a fifth resistor, a third capacitor, and a fourth capacitor; wherein, the non-inverting input terminal of the first operational amplifier is connected to the second terminal of the first resistor and the second terminal of the second resistor; the first terminal of the first resistor is connected to the output terminal of the power converter; the first terminal of the second resistor is grounded; the output terminal of the first operational amplifier is connected in series with the third resistor and then connected to the inverting input terminal of the first operational amplifier, and connected to the voltage acquisition input terminal of the communication control unit; the fourth pin of the Hall current sensor is connected to the output terminal of the power converter, and the third pin is connected in series with the fourth resistor. After connection, the first terminal of the third capacitor is connected to the non-inverting input of the second operational amplifier. The second terminal of the third capacitor is grounded, and the first terminal of the third capacitor is connected to the operating power supply. The first plate of the third capacitor is connected to the non-inverting input of the second operational amplifier, and the second plate of the third capacitor is connected to the second terminal of the third capacitor. The second plate of the fourth capacitor is connected to the first terminal of the fourth capacitor. The output terminal of the second operational amplifier is connected in series with the fifth resistor and then connected to the inverting input terminal of the second operational amplifier. It is also connected to the current acquisition input terminal of the communication control unit. The fifth terminal of the Hall current sensor serves as the output terminal of the voltage and current monitoring circuit and is connected to the power grid connection and disconnection control circuit.

[0008] In some embodiments, when the voltage and current monitoring circuit is used to monitor the first power converter or the second power converter, the voltage and current monitoring circuit further includes: a sixth resistor, the first end of the sixth resistor being connected to the output terminal of the second operational amplifier, and the second end of the sixth resistor being connected to the input terminal of the automatic current sharing circuit as a current sharing output terminal.

[0009] In some embodiments, the power grid connection and disconnection control circuit includes a manual control circuit and an automatic control circuit. The manual control circuit includes a manual switch, the first terminal of which is connected to the output terminal of the battery or the output terminal of the ground power supply, and the second terminal of which is connected to the busbar. The manual switch connected to the battery is a normally closed switch. The automatic control circuit includes an automatic switch, which includes a first transistor. The first terminal of the first transistor is connected to the output terminal of the voltage and current monitoring circuit, the second terminal of which is connected to the busbar, and the control terminal of the first transistor is connected to the output terminal of the communication control unit.

[0010] In some embodiments, the automatic current sharing circuit includes: a third operational amplifier, a fourth operational amplifier, and resistors nine through sixteen; wherein the non-inverting input of the third operational amplifier is connected to the second terminals of the ninth and tenth resistors; the first terminal of the ninth resistor is grounded; the first terminal of the tenth resistor is connected to the current sharing output of the voltage and current monitoring circuit corresponding to the first current converter; the inverting input of the third operational amplifier is connected in series with the eleventh resistor and then connected to the current sharing output of the voltage and current monitoring circuit corresponding to the second current converter; and the output of the third operational amplifier is connected in series with the twelfth resistor and then connected to the third operational amplifier. The inverting input terminal of the fourth operational amplifier is connected to the control terminal of the first power converter; the non-inverting input terminal of the fourth operational amplifier is connected to the second terminal of the thirteenth resistor and the second terminal of the fourteenth resistor, the first terminal of the thirteenth resistor is grounded, the first terminal of the fourteenth resistor is connected to the current sharing output terminal of the voltage and current monitoring circuit corresponding to the first current converter, the inverting input terminal of the fourth operational amplifier is connected in series with the fifteenth resistor and then connected to the current sharing output terminal of the voltage and current monitoring circuit corresponding to the second current converter, the output terminal of the fourth operational amplifier is connected in series with the sixteenth resistor and then connected to the inverting input terminal of the fourth operational amplifier and connected to the control terminal of the second power converter.

[0011] In some embodiments, the central busbar and the uninterrupted busbar are connected via Schottky diodes and ideal diodes.

[0012] In some embodiments, the ideal diode includes: a second transistor, a third transistor, a seventeenth resistor, and an eighteenth resistor; the first terminal of the second transistor is connected to the central busbar, the second terminal of the second transistor is connected to the first terminal of the third transistor, the second terminal of the third transistor is connected to the uninterrupted busbar, the gates of the second transistor and the third transistor are both connected to the first terminal of the seventeenth resistor, the second terminal of the seventeenth resistor is connected to a drive signal, the first terminal of the eighteenth resistor is connected to the first terminal of the seventeenth resistor, and the second terminal of the eighteenth resistor is grounded.

[0013] In some embodiments, the communication control unit is specifically used to: detect whether the acquisition voltage output by all the voltage and current monitoring circuits exceeds a preset threshold; if any acquisition voltage exceeds the preset threshold, determine that the power converter corresponding to the acquisition voltage is in an abnormal state, and disconnect the connection between the power converter in the abnormal state and the busbar.

[0014] This disclosure also provides a multi-electric amphibious aircraft, which includes at least the electrical load management system described above.

[0015] The beneficial effects of this embodiment are as follows: the power management unit, busbar, solid-state switch and communication control unit are integrated, the power management adopts hot backup method, no longer distinguishes between primary and backup power supplies, improves power utilization, and each busbar has two or more power inputs to ensure power margin; at the same time, this embodiment, through the design of variable voltage busbar, can meet the power supply requirements of special power supply voltage loads, and has greater flexibility and availability. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in one or more embodiments of this specification or in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this specification. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a system architecture diagram of the electrical load management system for a multi-electric amphibious vehicle according to the first embodiment of this disclosure;

[0018] Figure 2 This is a circuit diagram of the voltage and current monitoring circuit in the first embodiment of this disclosure;

[0019] Figure 3 This is a circuit diagram of the automatic control circuit in the first embodiment of this disclosure;

[0020] Figure 4 This is a circuit diagram of the automatic current sharing circuit in the first embodiment of this disclosure;

[0021] Figure 5 This is a schematic diagram of the connection between the central busbar and the uninterrupted busbar in the first embodiment of this disclosure;

[0022] Figure 6 This is a schematic diagram of the communication control unit in the first embodiment of this disclosure;

[0023] Figure 7This is a diagram of an actual architecture of the electrical load management system in the first embodiment of this disclosure. Detailed Implementation

[0024] To enable those skilled in the art to better understand the technical solutions in one or more embodiments of this specification, the technical solutions in one or more embodiments of this specification will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this specification, and not all of the embodiments. Based on one or more embodiments of this specification, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of this document.

[0025] The power supply and distribution system is a crucial component of an aircraft, responsible for the storage and distribution of its electrical energy. Traditional aircraft power distribution systems comprise a power supply section and a distribution section. The power supply section typically consists of a main power supply, backup power supply, and emergency power supply, while the distribution section mainly comprises power management, busbars, load management, and wiring harnesses. Each of these components operates independently, resulting in low system integration and complex wiring connections, which hinders efforts to reduce the size and weight of the power distribution system and achieve lower costs.

[0026] The current mainstream aircraft power distribution system consists of two busbars. The main power supply supplies power to the first-level busbar, and the first-level busbar and the backup power supply are connected in parallel and supply power to the second-level busbar through diodes. However, in this architecture, the backup power supply is in a backup state for a long time and cannot achieve the maximum efficiency of the main and backup power supplies. Furthermore, due to the cascading relationship between the busbars, the current power distribution system cannot meet the load requirements of different voltages.

[0027] To address the aforementioned problems, the first embodiment of this disclosure provides an electrical load management system for multi-electric amphibious aircraft, the system architecture of which is as follows: Figure 1 As shown, it mainly includes a power management unit 10, a central busbar (CDD), an uninterruptible busbar (DDA), a variable voltage busbar (DDB), multiple solid-state switches (SSPC), and a communication control unit 20. In this embodiment, the above components are integrated into an electrical load management system, which reduces the size and weight of the power distribution system and the number of cables, while taking into account the power supply margin design and the management of power grid connection and disconnection.

[0028] Specifically, the power management unit 10 is mainly used to provide input interfaces for multiple power sources and distribute the power from different power sources to different busbars, which can meet the power supply needs of loads with different power supply requirements. In this embodiment, the power supply includes at least M power converters (S1 to S3), 3 batteries (B1 to B3), and one ground power source GP. The power converters S1 and S3 are used to convert the voltage output by the generator to the rated voltage actually required by the load. M is an integer greater than or equal to 3. In this embodiment, the final output voltage values ​​of different power converters S can be different. The batteries B1 and S3 are designed to ensure uninterrupted power supply to the busbars, while the ground power source GP is an external ground power source connected when the aircraft is not in operation. This embodiment uses a value of 3 for M as an example. Figure 1 As shown in S1, S2 to S3.

[0029] In this embodiment, the busbars employ a two-stage design and include an additional variable voltage busbar (DDB) for loads with specific power supply requirements. The central busbar (CDD) is powered by at least the first power converter (S1), the second power converter (S2), and the first battery (B1). The CDD has high power output and can supply high-power, non-critical equipment. The first and second power converters (S1 and S2) are derating based on power distribution implemented by the power management unit, without distinguishing between main and backup power supplies, thus improving power efficiency. The first battery (B1) ensures power supply to the load even if both power converters fail. The uninterruptible power supply (DDA) is primarily used for critical loads, therefore its power supply safety must be guaranteed. It is mainly powered by the central busbar (CDD) and the second battery (B2). The variable voltage busbar (DDB) supplies power to loads with specific power supply voltage requirements. It is primarily powered by power converters other than the first and second power converters (S1 and S2), for example… Figure 1 The third power converter S3 is also powered by the third battery B3. There is no electrical connection between the variable voltage bus DDB, the central bus CDD, and the uninterruptible bus DDA. Therefore, loads with special power supply requirements can be mounted by configuring power supplies with different output voltages.

[0030] In this embodiment, the power management unit 10 mainly includes M voltage and current monitoring circuits, a power grid connection and disconnection control circuit, and an automatic current sharing circuit. The M voltage and current monitoring circuits are respectively connected between the M power converters and the power grid connection and disconnection control circuit, used to collect the voltage and current outputs of the M power converters. The power grid connection and disconnection control circuit provides a connection path between the power supply and the busbar, controlled by a manual or automatic switch. The automatic current sharing circuit compares the output current of the first power converter and the output current of the second power converter and generates a current difference, so that the first and second power converters adjust their output voltages according to the current difference to achieve current sharing.

[0031] Figure 2 The circuit diagram of the voltage and current monitoring circuit in this embodiment is shown. Specifically, the voltage and current monitoring circuit mainly includes: a first operational amplifier A1A, a second operational amplifier A1B, a Hall current sensor U1, first resistors R1 to fifth resistors R5, a third capacitor C3, and a fourth capacitor C4. The non-inverting input of the first operational amplifier A1A is connected to the second terminal of the first resistor R1 and the second terminal of the second resistor R2. The first terminal of the first resistor R1 is connected to the output terminal VIN of the power converter. The first terminal of the second resistor R2 is grounded. The output terminal of the first operational amplifier A1A is connected in series with the third resistor R3 and then connected to the inverting input terminal of the first operational amplifier A1A, and connected to the voltage acquisition input terminal of the communication control unit 20 to realize the transmission of the acquired voltage ADV_in. The fourth pin of the Hall current sensor U1 is connected to the output of the power converter. The VIN terminal is connected, the third pin is connected in series with the fourth resistor R and then connected to the non-inverting input of the second operational amplifier A1B, the second pin is grounded, and the first pin is connected to the 5V operating power supply. The first plate of the third capacitor C3 is connected to the non-inverting input of the second operational amplifier A1B, the second plate of the third capacitor C3 is connected to the second pin, the first plate of the fourth capacitor C4 is connected to the second plate of the third capacitor C3, and the second plate of the fourth capacitor C4 is connected to the first pin. The output terminal of the second operational amplifier A1B is connected in series with the fifth resistor R5 and then connected to the inverting input terminal of the second operational amplifier A1B, and connected to the current acquisition input terminal of the communication control unit 20 to realize the transmission of the current acquisition ADI_in. The fifth pin of the Hall current sensor U1 is connected to the output terminal VOUT of the voltage and current monitoring circuit and connected to the power grid connection and disconnection control circuit.

[0032] It is important to note that Figure 2 It also includes a first capacitor C1, a second capacitor C2, and the power supply VCC and VSS for the operational amplifier. The first capacitor C1 and the second capacitor C2 are mainly used to stabilize the power supply to the operational amplifier. Additionally, Figure 2The second operational amplifier in this embodiment is not shown in the power supply connection diagram, but this does not mean that it does not need power supply settings. In actual implementation, the power supply method of the first operational amplifier can be used to power the second operational amplifier. This embodiment does not impose specific restrictions.

[0033] In some embodiments, when the voltage and current monitoring circuit is used to monitor the first power converter S1 or the second power converter S2, the voltage and current monitoring circuit may further include a sixth resistor R6. The first end of the sixth resistor R6 is connected to the output terminal of the second operational amplifier A1B, and the second end of the sixth resistor R6 is connected as the current sharing output terminal to the input terminal of the automatic current sharing circuit, that is, the sampled current ADI_in is synchronously input to the automatic current sharing circuit.

[0034] The power grid connection and disconnection control circuit of this embodiment includes a manual control circuit and an automatic control circuit. There are four manual control circuits, mainly used to control the connection between the battery, ground power supply, and busbars. Each manual control circuit includes a manual switch, with its first terminal connected to the output terminal of either the battery or the ground power supply, and its second terminal connected to the corresponding busbar. This embodiment restricts the manual switch connected to the battery to a normally closed switch, ensuring the battery serves as an emergency power source and must be operational in case of power converter failure, guaranteeing that all three busbars are always powered, forming a hot backup with the power converter. The circuit diagram of the automatic control circuit is shown below. Figure 3 As shown, it mainly includes an automatic switch, specifically a first transistor Q1. The first terminal of the first transistor Q1 is connected to the output terminal VOUT of the voltage and current monitoring circuit, the second terminal of the first transistor Q1 is connected to the busbar (CDD / DDA / DDB), and the control terminal of the first transistor Q1 is connected to the output terminal Ctr of the communication control unit 20. That is, under the drive of the communication control unit 20, the power converter can automatically connect to or disconnect from the grid. It should be noted that... Figure 3 The control terminal of the first transistor Q1 is grounded through the seventh resistor R7 and connected to the output terminal of the communication control unit 20 through the eighth resistor R8 to ensure the safe and stable charging and discharging of the transistor gate during actual control of the transistor. Simultaneously, when the busbar voltage is higher than the battery voltage, the battery can be charged; when the busbar voltage is lower than the battery voltage, the battery discharges. Based on the busbar design of this embodiment, the power switching time is reduced, and energy is recovered through the battery.

[0035] Figure 4The circuit diagram of the automatic current sharing circuit is shown, which mainly includes: a third operational amplifier A2A, a fourth operational amplifier A2B, and resistors R9 to R16. The non-inverting input of the third operational amplifier A2A is connected to the second terminals of resistors R9 and R10. The first terminal of resistor R9 is grounded. The first terminal of resistor R10 is connected to the current sharing output I1_OUT of the voltage and current monitoring circuit corresponding to the first current converter S1. The inverting input of the third operational amplifier A2A is connected in series with resistor R11 and then connected to the current sharing output I2_OUT of the voltage and current monitoring circuit corresponding to the second current converter S2. The output of the third operational amplifier A2A is connected in series with resistor R12 and then connected to the third operational amplifier A2B. The inverting input terminal of A is connected to the control terminal S1_L of the first power converter; the non-inverting input terminal of the fourth operational amplifier A2B is connected to the second terminal of the thirteenth resistor R13 and the second terminal of the fourteenth resistor R14. The first terminal of the thirteenth resistor R13 is grounded. The first terminal of the fourteenth resistor R14 is connected to the current sharing output terminal I1_OUT of the voltage and current monitoring circuit corresponding to the first current converter S1. The inverting input terminal of the fourth operational amplifier A2B is connected in series with the fifteenth resistor R15 and then connected to the current sharing output terminal I2_OUT of the voltage and current monitoring circuit corresponding to the second current converter S2. The output terminal of the fourth operational amplifier A2B is connected in series with the sixteenth resistor R16 and then connected to the inverting input terminal of the fourth operational amplifier A2B, and connected to the control terminal S2_L of the second power converter.

[0036] In this embodiment, since there is no longer a main power supply and a backup power supply, a multi-power supply hot backup method is adopted to improve power utilization and efficiency. The automatic current sharing of the power converter is jointly completed by the electrical load management system and the power converter. The power converter provides an output voltage fine-tuning interface (i.e., control terminal). The automatic current sharing circuit compares the output current of the two power converters, generates a difference, and feeds it back to the power converter, enabling it to adjust its output voltage autonomously to achieve current sharing within a certain range. This current sharing method is directly implemented through hardware, and current sharing is achieved based on the control loop parameters of the power converter. The current sharing speed is fast and the reliability is high.

[0037] Figure 5 A schematic diagram of the connection between the central busbar (CDD) and the uninterruptible busbar (DDA) is shown. Specifically, they are connected via a Schottky diode D1 and an ideal diode D2. The Schottky diode D1 and the ideal diode D2 are connected in parallel, providing unidirectional power to the uninterruptible busbar and isolating the central busbar from faults. In this embodiment, the ideal diode D2 is formed by combining two back-to-back N-type transistors, such as... Figure 5As shown, the system mainly includes a second transistor Q2, a third transistor Q3, a seventeenth resistor R17, and an eighteenth resistor R18. The first terminal of the second transistor Q2 is connected to the central busbar, and the second terminal of the second transistor Q2 is connected to the first terminal of the third transistor Q3. The second terminal of the third transistor Q3 is connected to the uninterrupted busbar. The gates of both the second and third transistors Q2 are connected to the first terminal of the seventeenth resistor R17. The second terminal of the seventeenth resistor R17 is connected to a drive signal, which can be provided by the communication control unit 20 or by the flight controller when the aircraft is powered on, causing the ideal diode D2 to conduct. The first terminal of the eighteenth resistor R18 is connected to the first terminal of the seventeenth resistor R18, and the second terminal of the eighteenth resistor R18 is grounded. In actual operation, current flows through the ideal diode D2 to the uninterrupted busbar. When the ideal diode is open, the Schottky diode D1 supplies power to the uninterrupted busbar. When the central busbar fails, the second battery supplies power to the uninterrupted busbar.

[0038] In this embodiment, the solid-state switch (SSPC) is used to connect a load, and each busbar is used to supply power to at least one of the SSPCs. Figure 1 The electrical load management system shown includes three solid-state switches (SSPC-C / SSPC-A / SSPC-B), each corresponding to a busbar and supplying power to the corresponding type of load. The solid-state switches are designed based on the same automatic switching design as the power management unit, including current acquisition, MOSFET driving, and MOSFET on-state monitoring. When a load fault is detected, the load is dumped, improving energy efficiency.

[0039] The communication control unit 20 is mainly used to manage the connection and disconnection of power converters from the grid according to flight controller commands and / or power status. Specifically, it can determine whether the power converter is in an abnormal state by detecting whether the output voltage of the power converter collected by the voltage and current monitoring circuit exceeds a preset threshold. If any collected voltage exceeds the preset threshold, it determines that the power converter corresponding to the collected voltage is in an abnormal state and disconnects the connection between the power converter in the abnormal state and the busbar. Specifically, the disconnection operation of the corresponding power converter can be achieved by disconnecting the automatic switch of the corresponding power converter to ensure the safety of the power distribution system and downstream loads. In some embodiments, based on the real-time acquisition results of the voltage and current monitoring circuit, if it is determined that the output voltage of the power converter is lower than the preset threshold again, it can be reconnected to the busbar for power supply.

[0040] Figure 6The diagram shows the structure of the communication control unit 20, which specifically includes a microcontroller, a CANFD controller, a CANFD interface chip, an AD converter, a temperature acquisition unit, and a DO output. The four CANFD buses are divided into two groups: one group is connected to the flight controller, and the other group is connected to the electrical load. The communication protocol used is the ARINC825 protocol. The two CANFD buses in each group adopt a "first-come, first-served" data acquisition principle, ensuring that each bus has a chance to be activated, thus improving bus reliability.

[0041] Figure 7 This diagram illustrates an actual architecture of the electrical load management system in this embodiment. It should be noted that... Figure 7 The voltage and current monitoring circuit and automatic current sharing circuit in the power management unit 10 are not shown. PKG1 to PKG3 are automatic switches, which are controlled by the communication control unit 20. SDKG1 to SDKG4 are manual switches. D represents the Schottky diode D1 and the ideal diode D2 between the central bus bar and the uninterruptible bus bar. SSPC-C is connected to the central bus bar CDD and is used to supply power to general loads. SSPC-A is connected to the uninterruptible bus bar DDA and is used to supply power to critical loads. SSPC-B is connected to the variable voltage bus bar DDB and is used to supply power to loads with special requirements. General loads and critical loads are supplied with 28VDC, while loads with special requirements are supplied with 14VDC. In practical applications, the voltage provided by the variable voltage bus bar can be varied according to the output voltage of the third battery B3 and the third power converter S3 to meet the power supply requirements of different loads.

[0042] This embodiment integrates the power management unit, busbars, solid-state switches, and communication control unit, resulting in reduced size and weight compared to traditional discrete designs. The power management employs a hot-backup approach, eliminating the distinction between primary and backup power supplies. This derating operation improves power utilization and enhances the overall reliability of the power supply system. Furthermore, each busbar has two or more power inputs, ensuring sufficient power margin. The automatic current sharing design in the power hardware shortens the control cycle, enabling timely response to load changes and rapid current sharing. Simultaneously, this embodiment utilizes a variable voltage busbar design to meet the power supply requirements of loads with special supply voltages. The central busbar is connected using a parallel connection of ideal diodes and Schottky diodes, leveraging the low on-resistance of MOSFETs to reduce losses, while the high-frequency characteristics of Schottky diodes ensure rapid power switching, giving the management system greater flexibility and availability.

[0043] Based on the same inventive concept, the second embodiment of this disclosure provides a multi-electric amphibious aircraft, which includes at least the electrical load management system provided in the first embodiment of this disclosure, to meet the electrical supply needs of the aircraft under different usage requirements on land and in the air.

[0044] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this disclosure, and are not intended to limit them. Although this disclosure has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this disclosure.

Claims

1. An electrical load management system for multi-electric amphibious aircraft, characterized in that, include: The system includes a power management unit, a central busbar, an uninterruptible power supply (UPS) busbar, a variable voltage busbar, multiple solid-state switches, and a communication control unit. The power management unit is used to provide input interfaces for multiple power sources and distribute the power from different power sources to different busbars. The power sources include at least M power converters, 3 batteries and ground power, where M is an integer greater than or equal to 3. The central busbar is powered by at least a first power converter, a second power converter, and a first battery. The first power converter and the second power converter distribute power based on the power management unit to achieve derated use, without distinguishing between main power and backup power. The uninterruptible busbar is powered by at least the central busbar and the second battery; The variable voltage busbar is powered by at least the third battery and the remaining power converters of all the power converters except for the first power converter and the second power converter; The solid-state switch is used to connect a load, and each busbar is used to supply power to at least one of the solid-state switches; The communication control unit is used to manage the grid connection and disconnection of the power converter according to flight controller commands and / or power status.

2. The electrical load management system according to claim 1, characterized in that, The power management unit includes at least: M voltage and current monitoring circuits, power grid connection and disconnection control circuits, and automatic current sharing circuits; wherein... The M voltage and current monitoring circuits are respectively connected between the M power converters and the power grid connection and disconnection control circuits, and are used to collect the voltage and current output by the M power converters. The power grid connection and disconnection control circuit is used to provide a connection path between the power supply and the busbar, and the connection path is controlled by a manual switch or an automatic switch. The automatic current sharing circuit is used to compare the output current of the first power converter and the output current of the second power converter and generate a current difference, so that the first power converter and the second power converter adjust their output voltage according to the current difference to achieve current sharing output.

3. The electrical load management system according to claim 2, characterized in that, The voltage and current monitoring circuit includes: a first operational amplifier, a second operational amplifier, a Hall current sensor, first to fifth resistors, a third capacitor, and a fourth capacitor; wherein... The non-inverting input terminal of the first operational amplifier is connected to the second terminal of the first resistor and the second terminal of the second resistor. The first terminal of the first resistor is connected to the output terminal of the power converter. The first terminal of the second resistor is grounded. The output terminal of the first operational amplifier is connected in series with the third resistor and then connected to the inverting input terminal of the first operational amplifier, and connected to the acquisition voltage input terminal of the communication control unit. The fourth pin of the Hall current sensor is connected to the output terminal of the power converter. The third pin is connected in series with the fourth resistor and then connected to the non-inverting input terminal of the second operational amplifier. The second pin is grounded. The first pin is connected to the operating power supply. The first plate of the third capacitor is connected to the non-inverting input terminal of the second operational amplifier. The second plate of the third capacitor is connected to the second pin. The first plate of the fourth capacitor is connected to the second plate of the third capacitor. The second plate of the fourth capacitor is connected to the first pin. The output terminal of the second operational amplifier is connected in series with the fifth resistor and then connected to the inverting input terminal of the second operational amplifier, and connected to the current acquisition input terminal of the communication control unit. The fifth pin of the Hall current sensor serves as the output terminal of the voltage and current monitoring circuit and is connected to the power grid connection and disconnection control circuit.

4. The electrical load management system according to claim 3, characterized in that, When the voltage and current monitoring circuit is used to monitor the first power converter or the second power converter, the voltage and current monitoring circuit further includes: a sixth resistor, the first end of the sixth resistor being connected to the output terminal of the second operational amplifier, and the second end of the sixth resistor being connected to the input terminal of the automatic current sharing circuit as a current sharing output terminal.

5. The electrical load management system according to claim 2, characterized in that, The power grid connection and disconnection control circuit includes a manual control circuit and an automatic control circuit, wherein... The manual control circuit includes a manual switch. The first end of the manual switch is connected to the output end of the battery or the output end of the ground power supply, and the second end of the manual switch is connected to the busbar. The manual switch connected to the battery is a normally closed switch. The automatic control circuit includes an automatic switch, which includes a first transistor. The first terminal of the first transistor is connected to the output terminal of the voltage and current monitoring circuit, the second terminal of the first transistor is connected to the busbar, and the control terminal of the first transistor is connected to the output terminal of the communication control unit.

6. The electrical load management system according to claim 4, characterized in that, The automatic current sharing circuit includes: a third operational amplifier, a fourth operational amplifier, and resistors nine through sixteen; wherein... The non-inverting input of the third operational amplifier is connected to the second terminals of the ninth and tenth resistors. The first terminal of the ninth resistor is grounded. The first terminal of the tenth resistor is connected to the current sharing output terminal of the voltage and current monitoring circuit corresponding to the first current converter. The inverting input of the third operational amplifier is connected in series with the eleventh resistor and then connected to the current sharing output terminal of the voltage and current monitoring circuit corresponding to the second current converter. The output terminal of the third operational amplifier is connected in series with the twelfth resistor and then connected to the inverting input terminal of the third operational amplifier, and connected to the control terminal of the first power converter. The non-inverting input of the fourth operational amplifier is connected to the second terminals of the thirteenth and fourteenth resistors. The first terminal of the thirteenth resistor is grounded. The first terminal of the fourteenth resistor is connected to the current sharing output terminal of the voltage and current monitoring circuit corresponding to the first current converter. The inverting input of the fourth operational amplifier is connected in series with the fifteenth resistor and then connected to the current sharing output terminal of the voltage and current monitoring circuit corresponding to the second current converter. The output terminal of the fourth operational amplifier is connected in series with the sixteenth resistor and then connected to the inverting input terminal of the fourth operational amplifier, and connected to the control terminal of the second power converter.

7. The electrical load management system according to claim 1, characterized in that, The central busbar and the uninterrupted busbar are connected by a Schottky diode and an ideal diode.

8. The electrical load management system according to claim 7, characterized in that, The ideal diode includes: a second transistor, a third transistor, a seventeenth resistor, and an eighteenth resistor; The first terminal of the second transistor is connected to the central busbar, the second terminal of the second transistor is connected to the first terminal of the third transistor, the second terminal of the third transistor is connected to the uninterrupted busbar, the gates of the second transistor and the third transistor are both connected to the first terminal of the seventeenth resistor, the second terminal of the seventeenth resistor is connected to the drive signal, the first terminal of the eighteenth resistor is connected to the first terminal of the seventeenth resistor, and the second terminal of the eighteenth resistor is grounded.

9. The electrical load management system according to any one of claims 2 to 6, characterized in that, The communication control unit is specifically used to: detect whether the collected voltages output by all the voltage and current monitoring circuits exceed a preset threshold; if any collected voltage exceeds the preset threshold, determine that the power converter corresponding to the collected voltage is in an abnormal state, and disconnect the connection between the power converter in the abnormal state and the busbar.

10. A multi-electric amphibious aircraft, characterized in that, It includes at least the electrical load management system as described in any one of claims 1 to 9.

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