Power-off control system and method for power battery of electric aircraft

Abstract

The invention relates to the technical field of electric aircrafts, and discloses a power-off control system and method for a power battery of an electric aircraft. At least two emergency power-off switches which are connected with a low-voltage power distribution system and distributed at different positions outside a fuselage of the electric aircraft are arranged and used for generating and sending emergency power-off signals to the low-voltage power distribution system under the condition that the emergency power-off switches are triggered; correspondingly, the low-voltage power distribution system is used for stopping power distribution to the battery management system under the condition that the number of the received emergency power-off signals reaches a preset number, so that the battery management system is switched from an activated state to a dormant state to control the power-off of the power battery; according to the invention, the power battery can be controlled to be powered off through the at least two emergency power-off switches under the condition that the power-off signal sent by the power-on and power-off switches cannot be responded after the electric aircraft is landed emergently, so that the power-off control strategy of the electric aircraft meets the requirements of aviation regulations, and the safety of the electric aircraft under the emergency landing condition is improved.

Description

Technical Field

[0001] This disclosure relates to the field of electric aircraft technology, and in particular to a power battery power-off control system and method for an electric aircraft. Background Technology

[0002] An electric aircraft is an aircraft that uses electricity provided by batteries as its primary or sole propulsion power source. It generates thrust by driving propellers or fans through electric motors, rather than internal combustion engines. The batteries power various electrical components within the electric aircraft, such as electric motors, onboard systems, and air conditioning systems.

[0003] Electric aircraft include power-on / off switches for use by pilots to control the power supply to and from the aircraft's battery. Traditional methods for controlling the power supply to shut down in electric aircraft involve the pilot triggering the power-on / off switch to generate a power-down signal. Upon receiving this signal, the battery management system (BMS) controls the battery to shut down. Specifically, shutting down the battery refers to the safe and complete disconnection of the battery from the aircraft's high-voltage power supply network, thus ceasing its power output.

[0004] The power battery power-off control strategy needs to ensure that the electric aircraft does not lose power under any fault while in flight, and also needs to ensure that the electric aircraft can forcibly lose power in the event of a fault while on the ground. Currently, how to set up a power battery power-off strategy that meets these requirements is an urgent problem to be solved. Summary of the Invention

[0005] In view of this, this disclosure proposes a power battery power-off control system and method for electric aircraft, which can ensure that the electric aircraft will not lose power under any fault while in flight, and can also ensure that the electric aircraft can be forcibly powered off in the event of a fault while on the ground.

[0006] According to one aspect of this disclosure, a power battery power-off control system for an electric aircraft is provided, comprising:

[0007] A power battery system includes: a power battery, a battery management system for managing the power battery, and a high-voltage power distribution system for outputting high-voltage electricity provided by the power battery;

[0008] A voltage conversion system connected to the high-voltage power distribution system is used to convert the high-voltage electricity provided by the power battery system into low-voltage electricity;

[0009] A low-voltage power distribution system connected to the voltage conversion system is used to distribute the low-voltage electricity to low-voltage electrical equipment in the electric aircraft, the low-voltage electrical equipment including the battery management system;

[0010] At least two emergency power-off switches, connected to the low-voltage power distribution system and distributed at different locations on the fuselage of the electric aircraft, are used to generate and send an emergency power-off signal to the low-voltage power distribution system when triggered.

[0011] Accordingly, the low-voltage power distribution system is used for:

[0012] If the number of received emergency power-off signals reaches a preset number, power supply to the battery management system is stopped, so that the battery management system switches from an active state to a dormant state, thereby controlling the power battery to power off.

[0013] In one possible implementation, the low-voltage power distribution system includes a power distribution switch that, when the number of emergency power signals reaches a preset number, disconnects the connection between the low-voltage power distribution system and the battery management system to stop power distribution to the battery management system.

[0014] In one possible implementation, the low-voltage power distribution system includes a cutting mechanism that, when the number of emergency power signals reaches a preset number, cuts the power supply cable between the low-voltage power distribution system and the battery management system to stop power distribution to the battery management system.

[0015] In one possible implementation, the low-voltage power distribution system is equipped with a timer; the low-voltage power distribution system is further used for:

[0016] If the number of received emergency power-off signals reaches a preset number, determine whether the reception time of each emergency power-off signal is within the timing range indicated by the timer;

[0017] If the reception time of at least a preset number of emergency power signals is within the timing range indicated by the timer, then power distribution to the battery management system shall be stopped.

[0018] In one possible implementation, the preset quantity is the total number of emergency power-off switches.

[0019] In one possible implementation, the emergency power-off signal is a grounding signal.

[0020] In one possible implementation, the low-voltage power distribution system further includes a status indication mechanism mounted on the exterior of the electric aircraft fuselage to indicate whether the low-voltage power distribution system is supplying power to the low-voltage electrical equipment.

[0021] In one possible implementation, the power battery power-off control system further includes:

[0022] The low-voltage battery connected to the low-voltage power distribution system is used to continuously supply power to the battery management system through the low-voltage power distribution system so that the battery management system is in a dormant state when the power battery system is not working.

[0023] A power-on / off switch connected to the low-voltage battery and located inside the electric aircraft is used to generate a power-on signal to switch the battery management system from the dormant state to the active state upon receiving a power-on trigger operation, so as to control the discharge of the power battery; and to generate a power-off signal upon receiving a power-off trigger operation.

[0024] Accordingly, the battery management system is used for:

[0025] Upon receiving the power-down signal, the status information of the electric aircraft is acquired;

[0026] If the status information meets the power-down response conditions, the power battery is controlled to power down.

[0027] In one possible implementation, the status information includes flight mode information. If the flight mode information indicates that the electric aircraft is not flying, then the flight mode information is determined to meet the power-down response condition; if the flight mode information indicates that the electric aircraft is flying, then the flight mode information is determined not to meet the power-down response condition.

[0028] And / or,

[0029] The status information includes the discharge power of the power battery. If the discharge power is less than the discharge power in flight mode, it is determined that the discharge power meets the power-down response condition; if the discharge power is greater than or equal to the discharge power in flight mode, it is determined that the discharge power does not meet the power-down response condition.

[0030] And / or,

[0031] The status information includes the operating status of the electric aircraft's power system. If the operating status indicates that the power system is not driving the electric aircraft to fly, then the operating status is determined to meet the power-down response condition; if the operating status indicates that the power system is driving the electric aircraft to fly, then the operating status is determined not to meet the power-down response condition.

[0032] According to another aspect of this disclosure, a method for controlling the power battery shutdown of an electric aircraft is provided, for use in the power battery shutdown control system of the aforementioned electric aircraft, the method comprising:

[0033] The low-voltage power distribution system receives the emergency power-off signal generated by the emergency power-off switch.

[0034] If the number of received emergency power-off signals reaches a preset number, the low-voltage power distribution system stops supplying power to the battery management system, causing the battery management system to switch from an active state to a dormant state, thereby controlling the power battery to shut down.

[0035] According to another aspect of this disclosure, a power battery power-off control device for an electric aircraft is provided, including a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of the above-described method.

[0036] According to another aspect of this disclosure, a non-volatile computer-readable storage medium is provided, on which a computer program is stored, which, when executed by a processor, implements the steps of the above-described method.

[0037] According to another aspect of this disclosure, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps of the above-described method.

[0038] By setting at least two emergency power-off switches connected to the low-voltage power distribution system and distributed at different locations on the fuselage of the electric aircraft, an emergency power-off signal is generated and sent to the low-voltage power distribution system when triggered. Correspondingly, the low-voltage power distribution system stops supplying power to the battery management system when the number of received emergency power-off signals reaches a preset number, so that the battery management system switches from an active state to a dormant state, thereby controlling the power battery to power down. In the event that the power-off signal sent by the power-on / off switches cannot be responded to after an emergency landing of the electric aircraft, the power battery can be controlled to power down through at least two emergency power-off switches, so that the power-off control strategy of the electric aircraft complies with the requirements of aviation regulations and improves the safety of the electric aircraft in emergency landing situations.

[0039] In addition, upon receiving a power-down signal, the BMS (Battery Management System) combines the electric aircraft's status information to determine whether to respond to the signal. When the status information indicates that the electric aircraft is in a scenario where it is safe to power down, the BMS responds to the power-down signal and controls the power battery to power down. When the status information indicates that the aircraft is not in a scenario where power-down is permitted (regardless of whether the power-down signal is triggered by the operator's subjective manipulation or generated by a system malfunction), the BMS does not respond to the power-down signal, thus ensuring that the electric aircraft will not lose power during flight and guaranteeing flight safety.

[0040] Other features and aspects of this disclosure will become clear from the following detailed description of exemplary embodiments with reference to the accompanying drawings. Attached Figure Description

[0041] The accompanying drawings, which are included in and form part of this specification, illustrate exemplary embodiments, features, and aspects of this disclosure together with the specification and serve to explain the principles of this disclosure.

[0042] Figure 1 A schematic diagram of a power battery power-off control system for an electric aircraft according to an embodiment of the present disclosure is shown.

[0043] Figure 2 A flowchart is shown showing a method for controlling the power battery shutdown of an electric aircraft according to an embodiment of the present disclosure.

[0044] Figure 3 A block diagram of a power battery power-off control device for an electric aircraft according to an embodiment of the present disclosure is shown.

[0045] Figure 4 A block diagram of a power battery power-off control device for an electric aircraft according to an embodiment of the present disclosure is shown. Detailed Implementation

[0046] Various exemplary embodiments, features, and aspects of this disclosure will now be described in detail with reference to the accompanying drawings. The same reference numerals in the drawings denote elements that have the same or similar functions. Although various aspects of the embodiments are shown in the drawings, they are not necessarily drawn to scale unless specifically indicated otherwise.

[0047] As used herein, the terms “comprising,” “including,” “having,” or variations thereof are open-ended and include one or more of the stated features, integrals, elements, steps, components, or functions, but do not exclude the presence or addition of one or more other features, integrals, elements, steps, components, functions, or groups thereof.

[0048] When an element is referred to as “connected,” “coupled,” “responding,” or a variation thereof relative to another element, it may be directly connected, coupled, or responding to another element, or there may be an intermediate element present.

[0049] Although the terms first, second, third, etc., may be used herein to describe various elements / operations, these elements / operations should not be limited by these terms. These terms are only used to distinguish one element / operation from another. Therefore, without departing from the teachings of the inventive concept, a first element / operation in some embodiments may be referred to as a second element / operation in other embodiments.

[0050] The term “exemplary” as used herein means “serving as an example, embodiment, or illustration.” Any embodiment illustrated herein as “exemplary” is not necessarily to be construed as superior to or better than other embodiments.

[0051] Furthermore, to better illustrate this disclosure, numerous specific details are set forth in the following detailed description. Those skilled in the art will understand that this disclosure can be practiced without certain specific details. In some instances, methods, means, components, and circuits well known to those skilled in the art have not been described in detail in order to highlight the main points of this disclosure.

[0052] It should be noted that the information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data used for analysis, data stored, data displayed, etc.) and signals involved in this application are all authorized by the user or fully authorized by all parties, and the collection, use and processing of related data must comply with the relevant laws, regulations and standards of the relevant regions.

[0053] Figure 1 A schematic diagram of a power battery power-off control system for an electric aircraft according to an embodiment of the present disclosure is shown. Figure 1 As shown, the system includes: a power battery system 110, a voltage conversion system 120, a low-voltage power distribution system 130, at least two emergency power-off switches 140, a low-voltage battery 150, and power-on / off switches 160.

[0054] The power battery system 110 includes: a power battery 112, a battery management system (BMS113) for managing the power battery 112, and a high-voltage power distribution system 111 for outputting the high-voltage electricity provided by the power battery 112.

[0055] The power battery 112 is capable of outputting high-voltage DC power, such as 600V or 800V. For example, the power battery 112 can be a rechargeable battery composed of multiple battery packs.

[0056] The high-voltage power distribution system 111 is used to distribute the high-voltage electricity output from the power battery 112 to various high-voltage electrical devices in the electric aircraft. Optionally, the high-voltage electrical devices include, but are not limited to, the electric aircraft's power system and environmental control equipment. This embodiment does not limit the implementation method of the high-voltage electrical devices. The power system provides lift and thrust during the flight of the electric aircraft and generally includes an electric motor and a propeller. The environmental control equipment provides a suitable and survivable physical environment for the crew within the enclosed cabin of the electric aircraft.

[0057] For example, the high-voltage power distribution system 111 includes an electronic switch for establishing or disconnecting the power supply circuit between the high-voltage power distribution system 111 and the power battery 112. This electronic switch is closed or opened under the control of the BMS 113. When the electronic switch is closed, the power supply circuit between the high-voltage power distribution system 111 and the power battery 112 is connected, and the power battery 112 discharges. When the electronic switch is open, the power supply circuit between the high-voltage power distribution system 111 and the power battery 112 is disconnected, and the power battery 112 stops discharging. Optionally, the electronic switch can be a high-voltage contactor or a relay, etc. This embodiment does not limit the implementation method of the electronic switch.

[0058] BMS113 is used to monitor the battery status of power battery 112 in real time, estimate the remaining charge of power battery 112, and manage power battery 112, such as performing equalization management, thermal management, fault diagnosis and isolation, etc. In this embodiment, BMS113 is continuously powered by low-voltage battery 150 connected to low-voltage power distribution system 130, so that when power battery system 110 is not working (i.e., the charging circuit between high-voltage power distribution system 111 and power battery 112 is disconnected), the battery management system is in a sleep state. The sleep state means that BMS113 operates in a standby mode with extremely low power consumption. In this state, BMS113 only maintains the most basic and necessary monitoring functions, suspending all active monitoring, calculation and high-level control functions. For example, when the electric aircraft is not flying, low-voltage battery 150 continuously powers BMS113 (i.e., provides constant power), allowing BMS113 to maintain minimal operation to monitor power-on signals, maintain the internal clock, etc., avoiding the problem that the entire system cannot be started if BMS113 is powered off.

[0059] For example, BMS113 switches from a dormant state to an active state (or wake-up state) under the control of power-on / off switch 160. The active state refers to the operating mode that provides comprehensive monitoring and control of the power battery 112. Power-on / off switch 160 is connected to the low-voltage battery 150 and located within the electric aircraft (specifically, in the cockpit), allowing pilots to start or stop the entire aircraft's power supply by triggering power-on / off switch 160 during normal flight operations. Specifically, when power-on / off switch 160 receives a power-on trigger operation, power-off switch generates a power-on signal and sends this signal to BMS113 via low-voltage battery 150 and low-voltage power distribution system 130; BMS113 responds to this power-on signal by switching from a dormant state to an active state. After switching to the active state, BMS113 controls the power supply circuit between power battery 112 and high-voltage power distribution system 111 to be connected, thereby controlling the discharge of power battery 112.

[0060] When BMS113 is switched to active state and the electric aircraft is flying normally, BMS113 continuously monitors the received power-on and power-off signals. When a power-on signal, an unknown signal, or an invalid signal is received, BMS113 determines that there is no intention to power off. BMS113 then controls the power battery 112 to discharge, providing high-voltage power to all high-voltage electrical equipment through the high-voltage power distribution system 111.

[0061] After BMS113 switches to the active state, upon receiving a power-down trigger operation from power-up / down switch 160, a power-down signal is generated and sent to BMS113. Accordingly, BMS113 is used for:

[0062] Upon receiving a power-down signal, acquire the status information of the electric aircraft;

[0063] If the status information meets the power-down response conditions, control the power battery 112 to power down.

[0064] Among them, the power-down response condition is used to indicate that the electric aircraft is in a safe power-down scenario, such as indicating that the electric aircraft is not flying or is on the ground.

[0065] Status information is used to indicate the current status of the electric aircraft. Optionally, the status information includes, but is not limited to, at least one of the following:

[0066] 1. Status information includes flight mode information. Accordingly, if the flight mode information indicates that the electric aircraft is not flying, then the flight mode information meets the power-down response conditions; if the flight mode information indicates that the electric aircraft is flying, then the flight mode information does not meet the power-down response conditions. The flight mode information can be sent by other devices that have a communication connection with the electric aircraft and are independent of it. For example, other devices can manually acquire the electric aircraft's flight mode information; or they can monitor the flight status of the electric aircraft to generate flight mode information, thereby indicating whether the electric aircraft is flying.

[0067] 2. The status information includes the discharge power of the power battery 112. Accordingly, if the discharge power is less than the discharge power in flight mode, it is determined that the discharge power meets the power-down response conditions; if the discharge power is greater than or equal to the discharge power in flight mode, it is determined that the discharge power does not meet the power-down response conditions. Optionally, the discharge power can be obtained by the BMS113 acquiring the bus voltage and bus current at each moment in real time and calculating their product.

[0068] The discharge power during flight is pre-stored in the electric aircraft. If the current discharge power is less than the discharge power during flight, it means that the electric aircraft's power system is not using electricity, i.e., the electric aircraft is in a scenario where power can be cut off. If the current discharge power is greater than or equal to the discharge power during flight, it means that the electric aircraft's power system is using electricity, i.e., the electric aircraft is not in a scenario where power can be cut off.

[0069] 3. The status information includes the operating status of the electric aircraft's power system. Accordingly, if the operating status indicates that the power system is not driving the electric aircraft to fly, then the operating status is determined to meet the power-down response conditions; if the operating status indicates that the power system is driving the electric aircraft to fly, then the operating status is determined not to meet the power-down response conditions.

[0070] In this embodiment, the power system is equipped with sensors to monitor its operating status. For example, sensors monitor the propeller speed. If the speed is greater than or equal to a preset speed, it indicates that the power system is driving the electric aircraft, and the electric aircraft is in a scenario where power-off is not permitted. If the speed is less than the preset speed, it indicates that the power system is not driving the electric aircraft, and the electric aircraft is in a scenario where power-off is permitted. In other embodiments, the operating status of the electric aircraft can also be determined by monitoring the speed of the motor in the power system. This embodiment does not limit the method of determining the operating status of the power system.

[0071] Optionally, the status information may include one or at least two of the above. If at least two status information meet the power-down response conditions, the BMS113 determines that the electric aircraft is in a scenario where power-down is permitted, and controls the power battery 112 to power down, that is, controls the power supply circuit between the power battery 112 and the high-voltage power distribution system 111 to disconnect. If at least one of the at least two status information does not meet the power-down response conditions, the BMS113 determines that the electric aircraft is in a scenario where power-down is not permitted, does not control the power battery 112 to power down, and maintains the power supply circuit between the power battery 112 and the high-voltage power distribution system 111 to be connected.

[0072] In this embodiment, upon receiving a power-down signal, the BMS113 determines whether to respond to the signal based on the electric aircraft's status information. When the status information indicates that the electric aircraft is in a scenario where it is safe to power down, the battery management system responds to the power-down signal and controls the power battery 112 to power down. When the status information indicates that the aircraft is not in a scenario where power-down is permitted (regardless of whether the power-down signal is triggered by the operator's subjective manipulation or generated by a system malfunction), the BMS113 does not respond to the power-down signal, thereby ensuring that the electric aircraft will not lose power during flight and ensuring flight safety.

[0073] The voltage conversion system 120 (or DC-DC conversion system) is connected to the high-voltage power distribution system 111 and is used to convert the high-voltage electricity provided by the power battery system 110 into low-voltage electricity. For example, the voltage conversion system 120 can be an LLC resonant converter, a phase-shifted full-bridge converter, etc. This embodiment does not limit the implementation of the voltage conversion system 120.

[0074] The low-voltage power distribution system 130 is connected to the voltage conversion system 120 and is used to distribute low-voltage electricity to low-voltage electrical equipment in the electric aircraft. In this embodiment, the low-voltage electrical equipment includes a battery management system, meaning that the low-voltage electricity received by the low-voltage power distribution system 130 also powers the battery management system.

[0075] In this embodiment, at least two emergency power-off switches 140 are connected to the low-voltage power distribution system 130 and are distributed at different locations on the exterior of the electric aircraft. For example, the at least two emergency power-off switches 140 are independent physical switches. Each emergency power-off switch 140 generates and sends an emergency power-off signal to the low-voltage power distribution system 130 when triggered.

[0076] Accordingly, the low-voltage power distribution system 130 is used for:

[0077] When the number of received emergency power-down signals reaches a preset number, power supply to the battery management system is stopped, so that the battery management system switches from an active state to a dormant state, thereby controlling the power battery 112 to power down.

[0078] Correspondingly, when BMS113 loses the low-voltage power supply allocated by the low-voltage power distribution system 130, it can automatically switch from the active state to the dormant state, further triggering the power battery 112 to shut down.

[0079] For example, when an electric aircraft makes an emergency landing, the pilot controls the power-down switch 160 to send a power-down signal to the BMS 113. If the power battery 112 fails to power down (meaning that some airborne systems may have malfunctioned due to the impact of the crash, and the BMS 113 has not received the power-down signal or cannot determine whether the status information meets the power-down response conditions), the power battery 112 can be powered down by operating the emergency power-down switch 140.

[0080] Optionally, the preset number is the total number of emergency power-off switches 140. In this case, when the low-voltage power distribution system 130 receives emergency power-off signals generated by all emergency power-off switches 140, it is considered to have the intention to manipulate the emergency power-off, and the low-voltage power distribution system 130 stops distributing power to the battery management system; when at least one emergency power-off switch 140 does not generate an emergency power-off signal, it is considered that there is no intention to manipulate the emergency power-off, and the low-voltage power distribution system 130 maintains power distribution to the battery management system. For example, taking a scenario with two emergency power-off switches 140, the pilot or rescue personnel can operate both emergency power-off switches 140 from outside the fuselage to send an emergency power-off signal to the low-voltage power distribution system 130. If the low-voltage power distribution system 130 receives two emergency power-off signals, it disconnects the circuit breaker supplying power to BMS113, forcing BMS113 to switch to a dormant state and causing the power battery 112 to power off. If at least one emergency power-off switch 140 is not triggered (indicating that the triggered emergency power-off switch 140 may have been accidentally triggered), the low-voltage power distribution system 130 continues to maintain low-voltage power distribution to BMS113.

[0081] Optionally, the emergency power-off signal is a ground-open signal, i.e., an open-circuit signal to ground. That is, when the emergency power-off switch 140 is open, the signal line between the emergency power-off switch 140 and the low-voltage power distribution system 130 is connected to system ground (GND, i.e., 0V potential); when the emergency power-off switch 140 is closed to send the emergency power-off signal, the physical connection with system ground is broken, making the signal line an open circuit or pulled to a high potential. In other embodiments, the emergency power-off signal can also be implemented in other ways; this embodiment does not limit the implementation method of the emergency power-off signal.

[0082] For rescue purposes, aviation regulations typically require that "leakage be prevented under any possible operational conditions, and hazards to occupants during any survivable emergency landing be minimized." Therefore, after an emergency landing, the electric aircraft's power battery 112 needs to be de-energized as quickly as possible, especially considering the potential for onboard equipment malfunction during an emergency landing; the power battery 112 must not be unable to de-energize. In this embodiment, the power battery 112 can be kept energized during normal flight, and after an emergency landing, it can be reliably de-energized via at least two emergency power-off switches 140. Furthermore, it provides protection against accidental triggering of the power battery 112 by human intervention under any circumstances.

[0083] Optionally, the low-voltage power distribution system 130 may stop supplying power to the battery management system in ways including, but not limited to, at least one of the following:

[0084] The first type: The low-voltage power distribution system 130 includes a power distribution switch. When the number of emergency power signals reaches a preset number, the power distribution switch is disconnected to disconnect the connection between the low-voltage power distribution system 130 and the battery management system, thereby stopping the power distribution to the battery management system.

[0085] The second type: The low-voltage power distribution system 130 includes a cutting mechanism. When the number of emergency power signals reaches a preset number, the cutting mechanism cuts off the power supply cable between the low-voltage power distribution system 130 and the battery management system to stop power distribution to the battery management system.

[0086] Optionally, the low-voltage power distribution system 130 is equipped with a timer; when the number of received emergency power-down signals reaches a preset number, the low-voltage power distribution system 130 stops distributing power to the battery management system, specifically including:

[0087] If the number of received emergency power-off signals reaches a preset number, determine whether the reception time of each emergency power-off signal is within the timing range indicated by the timer; if the reception time of at least a preset number of emergency power-off signals is within the timing range indicated by the timer, then stop power distribution to the battery management system.

[0088] Determining whether the reception time of each emergency power-down signal is within the timing range indicated by the timer includes: upon receiving the first emergency power-down signal, controlling the timer to start; when the timer's duration reaches a preset timing range, determining whether the number of emergency power-down signals received within that timing range reaches a preset number; if the preset number is reached, it indicates that at least a preset number of emergency power-down signals were received within the timing range indicated by the timer; if the preset number is not reached, it indicates that the reception time of the emergency power-down signals is outside the timing range indicated by the timer, and in this case, power distribution to the battery management system is maintained.

[0089] Optionally, the low-voltage power distribution system 130 also includes a status indication mechanism installed on the exterior of the electric aircraft fuselage to indicate whether the low-voltage power distribution system 130 is supplying power to low-voltage electrical equipment. Thus, during an emergency landing of the electric aircraft, rescue personnel or crew members can determine whether the low-voltage power distribution system 130 is supplying power to low-voltage electrical equipment based on the status indicated by the status indication mechanism, thereby determining whether the emergency power-off switch 140 needs to be operated to improve rescue safety.

[0090] For example, the status indication mechanism may be an indicator light or a display screen or other device that can output perceptible information. This embodiment does not limit the implementation of the status indication mechanism.

[0091] In summary, the electric aircraft battery power-off control system provided in this embodiment, by setting at least two emergency power-off switches connected to the low-voltage power distribution system and distributed at different locations on the outside of the electric aircraft fuselage, generates and sends an emergency power-off signal to the low-voltage power distribution system when triggered. Correspondingly, the low-voltage power distribution system stops supplying power to the battery management system when the number of received emergency power-off signals reaches a preset number, thereby switching the battery management system from an active state to a dormant state to control the power battery power-off. This allows the power battery to be powered off by at least two emergency power-off switches when the power-off signals sent by the power-on and power-off switches cannot be responded to after an emergency landing of the electric aircraft. This ensures that the power-off control strategy of the electric aircraft complies with aviation regulations and improves the safety of the electric aircraft in emergency landing situations.

[0092] In addition, upon receiving a power-down signal, the BMS (Battery Management System) combines the electric aircraft's status information to determine whether to respond to the signal. When the status information indicates that the electric aircraft is in a scenario where it is safe to power down, the BMS responds to the power-down signal and controls the power battery to power down. When the status information indicates that the aircraft is not in a scenario where power-down is permitted (regardless of whether the power-down signal is triggered by the operator's subjective manipulation or generated by a system malfunction), the BMS does not respond to the power-down signal, thus ensuring that the electric aircraft will not lose power during flight and guaranteeing flight safety.

[0093] Figure 2 A flowchart illustrates a method for controlling the power battery shutdown of an electric aircraft according to an embodiment of the present disclosure. This embodiment uses this method for... Figure 1 Taking the power battery power-off control system of the electric aircraft shown as an example, the method includes at least the following steps:

[0094] Step 201: Receive the emergency power-off signal generated by the emergency power-off switch through the low-voltage power distribution system;

[0095] Step 202: When the number of received emergency power-off signals reaches a preset number, the power supply to the battery management system is stopped through the low-voltage power distribution system, so that the battery management system switches from the active state to the dormant state, thereby controlling the power battery to power off.

[0096] Before step 201, the method further includes step 203, in which, upon receiving a power-on trigger operation acting on the power-on / off switch, a power-on signal is generated to switch the battery management system from a dormant state to an active state in order to control the discharge of the power battery.

[0097] Optionally, after the battery management system controls the power battery to discharge (i.e., step 203), the method further includes: step 204, where the power-on / off switch generates a power-off signal upon receiving a power-off trigger operation; step 205, where the battery management system acquires the status information of the electric aircraft upon receiving the power-off signal; and step 206, where the power battery is controlled to power off if the status information meets the power-off response conditions.

[0098] Optionally, after step 205, the method further includes: step 207, in which the power battery is not powered down if the status information does not meet the power-down response conditions, and the power supply circuit between the power battery and the high-voltage power distribution system is maintained.

[0099] For details, please refer to the above system implementation examples.

[0100] Figure 3 A block diagram of a power battery power-off control device for an electric aircraft according to an embodiment of the present disclosure is shown. The device includes an emergency power-off signal receiving module 310 and a power battery power-off control module 320.

[0101] Emergency power-off signal receiving module 310 is used to receive the emergency power-off signal generated by the emergency power-off switch through the low-voltage power distribution system;

[0102] The power battery power-off control module 320 is used to stop supplying power to the battery management system through the low-voltage power distribution system when the number of received emergency power-off signals reaches a preset number, so as to switch the battery management system from an active state to a dormant state and control the power battery to power off.

[0103] Optionally, the device further includes a power battery power-on control module.

[0104] The power battery power-on control module is used to generate a power-on signal when it receives a power-on trigger operation acting on the power-on / off switch, so as to switch the battery management system from the dormant state to the active state and control the power battery discharge.

[0105] Optionally, the device further includes: a power-down signal generation module, used to generate a power-down signal after the battery management system controls the power battery to discharge, and when the power-up / down switch receives a power-down trigger operation; the power battery power-down control module 320 is also used to obtain the status information of the electric aircraft through the battery management system when the power-down signal is received; and to control the power battery to power down when the status information meets the power-down response conditions.

[0106] For details, please refer to the above system implementation examples.

[0107] In some embodiments, the functions or modules of the apparatus provided in this disclosure can be used to perform the methods described in the above method embodiments. The specific implementation can be referred to the description of the above method embodiments, and for the sake of brevity, it will not be repeated here.

[0108] This disclosure also provides a power battery power-off control device for an electric aircraft, including a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of the above method.

[0109] This disclosure also provides a non-volatile computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the above-described method.

[0110] This disclosure also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the above-described method.

[0111] Figure 4 This is a block diagram illustrating a power battery power-off control device 1900 for an electric aircraft according to an exemplary embodiment. For example, device 1900 can be provided as an electric aircraft. (Refer to...) Figure 4 The apparatus 1900 includes a processing component 1922, which further includes one or more processors, and memory resources represented by memory 1932 for storing instructions, such as application programs, that can be executed by the processing component 1922. The application programs stored in memory 1932 may include one or more modules, each corresponding to a set of instructions. Furthermore, the processing component 1922 is configured to execute instructions to perform the methods described above.

[0112] Device 1900 may also include a power supply component 1926 configured to perform power management of device 1900, a wired or wireless network interface 1950 configured to connect device 1900 to a network, and an input / output interface 1958 (I / O interface). Device 1900 can operate on an operating system, such as Windows Server, stored in memory 1932. TM macOS X TM Unix TM Linux TM FreeBSD TM Or similar.

[0113] In an exemplary embodiment, a non-volatile computer-readable storage medium is also provided, such as a memory 1932 including computer program instructions that can be executed by a processing component 1922 of the device 1900 to perform the above-described method.

[0114] Computer-readable storage media can be tangible devices capable of holding and storing programs / instructions used by instruction execution devices. Computer-readable storage media can be, for example—but not limited to—electrical storage devices, magnetic storage devices, optical storage devices, electromagnetic storage devices, semiconductor storage devices, or any suitable combination of the foregoing. More specific examples (a non-exhaustive list) of computer-readable storage media include: portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), static random access memory (SRAM), portable compact disc read-only memory (CD-ROM), digital multifunction disc (DVD), memory sticks, floppy disks, mechanical encoding devices, such as punch cards or recessed protrusions storing instructions thereon, and any suitable combination of the foregoing. The computer-readable storage media used herein are not to be construed as transient signals themselves, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through waveguides or other transmission media (e.g., light pulses through fiber optic cables), or electrical signals transmitted through wires.

[0115] The computer program (or computer-readable program instructions) described herein can be downloaded from a computer-readable storage medium to various computing / processing devices, or downloaded via a network, such as the Internet, local area network, wide area network, and / or wireless network, to an external computer or external storage device. The network may include copper transmission cables, fiber optic transmission, wireless transmission, routers, firewalls, switches, gateway computers, and / or edge servers. A network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards them to the computer-readable storage medium in the respective computing / processing device.

[0116] The computer program (or computer program instructions) used to perform the operations of this disclosure may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-dependent instructions, microcode, firmware instructions, state setting data, or source code or object code written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Smalltalk, C++, etc., and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The computer-readable program instructions may execute entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer may be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or may be connected to an external computer (e.g., via the Internet using an Internet service provider). In some embodiments, electronic circuitry, such as programmable logic circuitry, field-programmable gate arrays (FPGAs), or programmable logic arrays (PLAs), is personalized by utilizing state information from the computer-readable program instructions to implement various aspects of this disclosure.

[0117] Various aspects of this disclosure are described herein with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this disclosure. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer-readable program instructions.

[0118] These computer-readable program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that, when executed by the processor of the computer or other programmable data processing apparatus, they create means for implementing the functions / actions specified in one or more blocks of the flowchart and / or block diagram. These computer-readable program instructions can also be stored in a computer-readable storage medium that causes a computer, programmable data processing apparatus, and / or other device to operate in a particular manner; thus, the computer-readable medium storing the instructions comprises an article of manufacture that includes instructions for implementing aspects of the functions / actions specified in one or more blocks of the flowchart and / or block diagram.

[0119] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device to cause a series of operational steps to be performed on the computer, other programmable data processing apparatus, or other device to produce a computer-implemented process, thereby causing the instructions executed on the computer, other programmable data processing apparatus, or other device to perform the functions / actions specified in one or more boxes of a flowchart and / or block diagram.

[0120] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present disclosure. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of an instruction containing one or more executable instructions for implementing a specified logical function. In some alternative implementations, the functions marked in the blocks may occur in a different order than those shown in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, may be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0121] The various embodiments of this disclosure have been described above. These descriptions are exemplary and not exhaustive, and are not limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen to best explain the principles, practical application, or technical improvements to the embodiments in the market, or to enable others skilled in the art to understand the embodiments disclosed herein.

Claims

1. A power battery-powered control system for an electric aircraft, characterized in that, include: A power battery system includes: a power battery, a battery management system for managing the power battery, and a high-voltage power distribution system for outputting high-voltage electricity provided by the power battery; A voltage conversion system connected to the high-voltage power distribution system is used to convert the high-voltage electricity provided by the power battery system into low-voltage electricity; A low-voltage power distribution system connected to the voltage conversion system is used to distribute the low-voltage electricity to low-voltage electrical equipment in the electric aircraft, the low-voltage electrical equipment including the battery management system; At least two emergency power-off switches, which are connected to the low-voltage power distribution system and distributed at different locations on the fuselage of the electric aircraft, are used to generate and send an emergency power-off signal to the low-voltage power distribution system when triggered. Accordingly, the low-voltage power distribution system is used for: If the number of received emergency power-off signals reaches a preset number, power supply to the battery management system is stopped, so that the battery management system switches from an active state to a dormant state, thereby controlling the power battery to power off.

2. The power battery power-off control system according to claim 1, characterized in that, The low-voltage power distribution system includes a power distribution switch. When the number of emergency downtime signals reaches a preset number, the power distribution switch is disconnected to break the connection between the low-voltage power distribution system and the battery management system, thereby stopping the power distribution to the battery management system.

3. The power battery power-off control system according to claim 1, characterized in that, The low-voltage power distribution system includes a cutting mechanism. When the number of emergency power signals reaches a preset number, the cutting mechanism cuts the power supply cable between the low-voltage power distribution system and the battery management system to stop power distribution to the battery management system.

4. The power battery power-off control system according to claim 1, characterized in that, The low-voltage power distribution system is equipped with a timer; the low-voltage power distribution system is also used for: If the number of received emergency power-off signals reaches a preset number, determine whether the reception time of each emergency power-off signal is within the timing range indicated by the timer. If the reception time of at least a preset number of emergency power signals is within the timing range indicated by the timer, then power distribution to the battery management system shall be stopped.

5. The power battery power-off control system according to any one of claims 1 to 4, characterized in that, The preset quantity is the total number of emergency power-off switches.

6. The power battery power-off control system according to any one of claims 1 to 4, characterized in that, The emergency power-off signal is a grounding signal.

7. The power battery power-off control system according to any one of claims 1 to 4, characterized in that, The low-voltage power distribution system also includes a status indication mechanism, which is installed on the exterior of the fuselage of the electric aircraft to indicate whether the low-voltage power distribution system is supplying power to the low-voltage electrical equipment.

8. The power battery power-off control system according to any one of claims 1 to 4, characterized in that, Also includes: The low-voltage battery connected to the low-voltage power distribution system is used to continuously supply power to the battery management system through the low-voltage power distribution system so that the battery management system is in a dormant state when the power battery system is not working. A power-on / off switch connected to the low-voltage battery and located inside the electric aircraft is used to generate a power-on signal to switch the battery management system from the dormant state to the active state upon receiving a power-on trigger operation, so as to control the discharge of the power battery; and to generate a power-off signal upon receiving a power-off trigger operation. Accordingly, the battery management system is used for: Upon receiving the power-down signal, the status information of the electric aircraft is acquired; If the status information meets the power-down response conditions, the power battery is controlled to power down.

9. The power battery power-off control system according to claim 8, characterized in that, The status information includes flight mode information. If the flight mode information indicates that the electric aircraft is not flying, then the flight mode information is determined to meet the power-down response condition; if the flight mode information indicates that the electric aircraft is flying, then the flight mode information is determined not to meet the power-down response condition. And / or, The status information includes the discharge power of the power battery. If the discharge power is less than the discharge power in flight mode, it is determined that the discharge power meets the power-down response condition; if the discharge power is greater than or equal to the discharge power in flight mode, it is determined that the discharge power does not meet the power-down response condition. And / or, The status information includes the operating status of the electric aircraft's power system. If the operating status indicates that the power system is not driving the electric aircraft to fly, then the operating status is determined to meet the power-down response condition; if the operating status indicates that the power system is driving the electric aircraft to fly, then the operating status is determined not to meet the power-down response condition.

10. A method for controlling the power battery shutdown of an electric aircraft, characterized in that, In the power battery off-line control system of the electric aircraft according to any one of claims 1 to 9, the method includes: The low-voltage power distribution system receives the emergency power-off signal generated by the emergency power-off switch. If the number of received emergency power-off signals reaches a preset number, the low-voltage power distribution system stops supplying power to the battery management system, thereby switching the battery management system from an active state to a dormant state and controlling the power battery to shut down.

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