Power distribution circuit of electric aircraft

Abstract

A power distribution circuit for an electric aircraft includes a plurality of batteries and a plurality of electric propulsion systems. A plurality of power distribution circuits each couple a battery of the plurality of batteries to two or more electric propulsion systems. A plurality of electric propulsion systems are disposed on the aircraft to apply balanced forces to the aircraft such that, in the event of failure, the aircraft remains stable and experiences only loss of altitude or speed.

Description

[0001] Cross-references to other applications This application is a continuation of U.S. Provisional Patent Application Serial No. 17 / 202,855, “POWERDISTRIBUTION CIRCUITS FOR ELECTRICALLY POWERED AIRCRAFT,” filed March 16, 2021, which claims priority to U.S. Provisional Patent Application Serial No. 63 / 106,197, “VTOL AIRCRAFT Fan Tilting Mechanisms And Arrangements,” filed October 27, 2020, the contents of which are incorporated herein by reference in their entirety for all purposes. Technical Field

[0002] The described embodiments generally relate to the power distribution system of a rechargeable electric vehicle. More specifically, this embodiment relates to multiple isolated power distribution circuits that provide redundant power distribution for the balancing propulsion system of an electrically powered aircraft. Background Technology

[0003] Electric aircraft employ multiple propulsion systems powered by two or more batteries to achieve reliability and maneuverability. New power distribution circuits are needed to improve redundancy and aircraft stability under various types of failure events. Summary of the Invention

[0004] In some embodiments, a power distribution system for an electric aircraft is disclosed, the power distribution system comprising multiple batteries and multiple electric propulsion systems. The power distribution system also includes multiple power distribution circuits, each power distribution circuit coupling a corresponding battery from the multiple batteries to two or more corresponding electric propulsion systems of the multiple electric propulsion systems, the two or more corresponding electric propulsion systems being mounted on the electric aircraft to apply balanced forces to the electric aircraft. The power distribution system also includes multiple electrical buses, each electrical bus coupling a corresponding pair of power distribution circuits from the multiple power distribution circuits, and wherein each of the multiple electrical buses couples two corresponding batteries from the multiple batteries to four electric propulsion systems of the multiple electric propulsion systems.

[0005] In some embodiments, the power distribution system further includes a plurality of contactors, each of which is coupled to a corresponding battery among the plurality of batteries and a corresponding electrical bus among the plurality of electrical buses, and each of the plurality of contactors is configured to decouple their corresponding battery from their corresponding electrical bus.

[0006] In various embodiments, the power distribution system further includes a plurality of ammeters, each of which is coupled to a corresponding battery among the plurality of batteries, and each of the plurality of ammeters is configured to measure current entering or exiting the corresponding battery such that when a maximum threshold current is exceeded or a minimum threshold current is not met, the corresponding battery can be decoupled from the corresponding electrical bus of the corresponding battery among the plurality of electrical buses.

[0007] In some embodiments, the plurality of batteries are twelve batteries, the plurality of electric propulsion systems are twelve electric propulsion systems, the plurality of power distribution circuits are twelve power distribution circuits, the plurality of electrical buses are six electrical buses, and the plurality of ammeters are twelve ammeters.

[0008] In various embodiments, each of the twelve batteries is a battery module. In some embodiments, the balanced forces applied to the electric aircraft are balanced relative to the center of gravity (CG) of the electric aircraft. In some embodiments, the two or more respective electric propulsion systems are diametrically opposed to each other with respect to the center of gravity (CG) of the electric aircraft.

[0009] In some embodiments, the power distribution system for the electric aircraft includes first and second batteries. A first electric propulsion system generates a first force, and a second electric propulsion system generates a second force, wherein the first and second forces are balanced relative to the center of gravity of the aircraft. The power distribution system also includes a third electric propulsion system generating a third force and a fourth electric propulsion system generating a fourth force, wherein the third and fourth forces are balanced relative to the center of gravity of the electric aircraft. A first power distribution circuit couples the first battery to the first and second electric propulsion systems, and a second power distribution circuit couples the second battery to the third and fourth electric propulsion systems. The power distribution system also includes an electrical bus that couples the first and second power distribution circuits such that the electrical bus couples the first and second batteries to the first, second, third, and fourth electric propulsion systems.

[0010] In various embodiments, the power distribution system further includes a first contactor coupled to the first battery and the electrical bus, and a second contactor coupled to the second battery and the electrical bus, the first contactor being configured to decouple the first battery from the electrical bus, and the second contactor being configured to decouple the second battery from the electrical bus.

[0011] In some embodiments, the power distribution system further includes a first ammeter coupled to the first battery and a second ammeter coupled to the second battery. The first ammeter is configured to measure the current entering or exiting the first battery such that the first battery can be decoupled from the electrical bus when a maximum threshold current is exceeded or a minimum threshold current is not met. The second ammeter is configured to measure the current entering or exiting the second battery such that the second battery can be decoupled from the electrical bus when the maximum threshold current is exceeded or the minimum threshold current is not met.

[0012] In some embodiments, the first battery has a single battery module, and the second battery has a single battery module.

[0013] In some embodiments, the first electric propulsion system is attached to the first wing of the electric aircraft, the second electric propulsion system is attached to the second wing of the electric aircraft, the third electric propulsion system is attached to the first wing of the electric aircraft, and the fourth electric propulsion system is attached to the second wing of the electric aircraft.

[0014] In various embodiments, the power distribution system further includes a third power distribution circuit and a fourth power distribution circuit, wherein the third power distribution circuit couples a third battery to the first electric propulsion system and the second electric propulsion system, and the fourth power distribution circuit couples a fourth battery to the third electric propulsion system and the fourth electric propulsion system, wherein both the first power distribution circuit and the second power distribution circuit are primary power distribution circuits, and wherein both the third power distribution circuit and the fourth power distribution circuit are redundant power distribution circuits.

[0015] In various embodiments, the power distribution system further includes a third power distribution circuit and a fourth power distribution circuit, wherein the third power distribution circuit couples a third battery to the first electric propulsion system and the second electric propulsion system, and the fourth power distribution circuit couples a fourth battery to the third electric propulsion system and the fourth electric propulsion system, wherein both the first power distribution circuit and the fourth power distribution circuit are primary power distribution circuits, and wherein both the second power distribution circuit and the third power distribution circuit are redundant power distribution circuits.

[0016] In some embodiments, a method for supplying power to an aircraft is disclosed, the method comprising supplying power to a first electric propulsion system and a second electric propulsion system via a first power distribution circuit coupled to a first battery, wherein the first electric propulsion system is attached to the left wing of the aircraft and the second electric propulsion system is attached to the right wing of the aircraft, such that the first electric propulsion system and the second electric propulsion system exert corresponding forces balanced about the center of gravity of the aircraft. The method also includes supplying power to a third and fourth electric propulsion system via a second power distribution circuit coupled to a second battery, wherein the third electric propulsion system is attached to the left wing of the aircraft and the fourth electric propulsion system is attached to the right wing of the aircraft, such that the third and fourth electric propulsion systems apply corresponding forces balanced about the center of gravity of the aircraft, wherein an electrical bus couples the first and second power distribution circuits such that the electrical bus couples the first and second batteries to the first, second, third, and fourth electric propulsion systems, wherein a first contactor is coupled to the first battery and the electrical bus, the first contactor being configured to decouple the first battery from the electrical bus, and a second contactor is coupled to the second battery and the electrical bus, the second contactor being configured to decouple the second battery from the electrical bus. The method also includes decoupling the first battery from the electrical bus in response to failure of the first battery. In various embodiments, the first battery has a single battery module, and the second battery has a single battery module.

[0017] In some embodiments, an aircraft is disclosed, the aircraft including a fuselage, a pair of wings coupled to opposite sides of the fuselage, and a battery housing horizontally disposed in a tail region of the fuselage. The flat battery housing includes twelve battery slots arranged in two rows of six in the same horizontal plane, wherein each of the twelve battery slots has space for one battery, and the twelve batteries are disposed within the twelve battery slots.

[0018] To better understand the nature and advantages of this disclosure, reference should be made to the following description and accompanying drawings. However, it should be understood that each drawing is provided for illustrative purposes only and is not intended to be a definition of a limitation on the scope of this disclosure. Furthermore, as a general rule, and unless clearly contrary to the description, where elements in different drawings use the same reference numerals, these elements are generally identical or at least similar in function or purpose. Attached Figure Description

[0019] Figure 1A and 1BIt is in a vertical position according to an embodiment of this disclosure ( Figure 1A ) and level ( Figure 1B A simplified isometric view of an electric aircraft with flight configuration; Figure 2 This is a simplified schematic diagram of a power distribution system, which includes... Figure 1A and 1B The electric aircraft is shown to have six isolated primary power distribution circuits and six isolated redundant power distribution circuits. Figure 3 This illustrates the effects of battery failure. Figure 2 The diagram shown is a schematic of the power distribution system. Figure 4 This illustrates the effects of contactor failure or a short circuit in the electrical bus. Figure 2 The diagram shown is a schematic of the power distribution system. Figure 5 This illustrates the effect of a short-circuited inverter or motor winding. Figure 2 The diagram shown is a schematic of the power distribution system. Figure 6 This illustrates the effect of a stuck motor. Figure 2 The diagram shown is a schematic of the power distribution system. Figure 7 It is aimed at Figure 1A and 1B The diagram shows a simplified schematic of the power distribution system of the electric aircraft, which includes six isolated primary power distribution circuits and no redundant power distribution circuits. Figure 8 It is aimed at Figure 1A and 1B The diagram shows a simplified schematic of the power distribution system of the electric aircraft, which includes six primary power distribution circuits coupled together via fuses and six redundant power distribution circuits to form a common power bus. Figure 9 It is aimed at Figure 1A and 1B The diagram shows a simplified schematic of the power distribution system of the electric aircraft, which includes six isolated primary power distribution circuits coupled together via fuses to form a common power bus. Figure 10 It is aimed at Figure 1A and 1B A simplified schematic diagram of the power distribution system of the electric aircraft shown, which includes twelve batteries; Figure 11 It is aimed at Figure 1A and 1BThe diagram shows a simplified schematic of the power distribution system of the electric aircraft, which includes six pairs of power distribution circuits, wherein each pair of power distribution circuits is coupled together via fuses to form six isolated power buses. Figure 12 It is aimed at Figure 1A and 1B The diagram shows a simplified power distribution system for the electric aircraft, which includes twelve batteries and twelve ammeters. Figure 13A and 13B The diagram illustrates the target Figure 1A and 1B Two examples of the battery casing of the electric aircraft shown; and Figure 14A -D illustrates the process of loading a flat battery casing 1305 into an aircraft according to an embodiment. Detailed Implementation

[0020] The technology disclosed herein generally relates to electric aircraft comprising multiple tilting electric propulsion systems. More specifically, the technology disclosed herein provides a power distribution system comprising multiple isolated power distribution circuits coupled to individual batteries via contactors. Each power distribution circuit supplies power to multiple balanced electric propulsion systems, so that a power system failure results in a stable change in the aircraft's speed or altitude, but without rotation. Various embodiments of the invention are described herein, including methods, processes, systems, apparatuses, or the like.

[0021] To better understand the features and aspects of the power distribution system for electric aircraft according to this disclosure, further context for this disclosure is provided in the following sections by discussing specific embodiments of an electric vertical takeoff and landing (VTOL) aircraft according to embodiments of this disclosure. These embodiments are merely exemplary, and the power distribution system can be used in other types of electric vehicles besides those depicted herein.

[0022] Several illustrative embodiments will now be described with reference to the accompanying drawings, which form part of this document. The following description provides only one or more embodiments and is not intended to limit the scope, applicability, or configuration of this disclosure. Rather, the following description of the embodiments will provide those skilled in the art with an enabling description for implementing one or more embodiments. It is to be understood that various changes can be made to the function and arrangement of elements without departing from the spirit and scope of this disclosure. In the following description, specific details are set forth for purposes of explanation in order to provide a thorough understanding of certain embodiments of the invention. However, it will be apparent, however, that various embodiments can be practiced without these specific details. The drawings and description are not intended to be limiting. In this document, the words “example” or “exemplary” are used to mean “served as an example, instance, or illustration.” Any embodiment or design described herein as “exemplary” or “example” is not necessarily to be construed as preferred or superior to other embodiments or designs.

[0023] Figure 1A and 1B A simplified isometric view of an electric VTOL aircraft 100 having twelve tilting electric propulsion systems 105(1)-105(12) according to an embodiment of the present disclosure is depicted. More specifically, Figure 1A The aircraft 100 is depicted in a vertical flight configuration, and Figure 1B The aircraft 100 is depicted in a horizontal flight configuration.

[0024] like Figure 1A and 1B As shown, in some embodiments, the aircraft 100 may be configured to carry one or more passengers and / or cargo and may be controlled automatically and / or remotely (e.g., without requiring an onboard pilot to operate the aircraft). In the illustrated example, the aircraft 100 includes a fuselage 110, which may include a cabin section for carrying passengers and / or cargo. Propulsion systems 105(1)-105(12) may be mounted on opposite ends of booms 115. One or more booms 115 may be coupled to each wing 120, 125 of the aircraft 100 to enable the aircraft 100 to have any number of propulsion systems 105. For example, each wing 120, 125 may include three booms 115, each boom including a pair of tilting electronic propulsion systems 105 mounted thereon.

[0025] Figure 1A and 1BThe aircraft 100 illustrated in the diagram uses three mutually perpendicular coordinate axes X, Y, and Z, with the intersection of X, Y, and Z being the aircraft's center of gravity (CG) 130. The aircraft 100 has six degrees of freedom, including forces in each coordinate axis direction Fx, Fy, Fz and moments about each coordinate axis Mx, My, Mz. The aircraft 100 includes a left wing 125 opposite the right wing 120, and both the left and right wings 125 are attached to the fuselage 110. In this embodiment, propulsion systems 105 are distributed along each wing 120, 125, with equal numbers on the left wing 125, equal numbers on the right wing 120, equal numbers in front of each wing, and equal numbers behind each wing. The equal distribution of propulsion systems 105 with respect to the CG130 of the aircraft 100 achieves level and horizontal flight by applying equal electrical power to each propulsion system, due to the balance of all forces applied by each propulsion system with respect to the CG. Of course, changes in the applied forces and torques can be controlled by altering the electrical power supplied to one or more of the propulsion systems 105.

[0026] Aircraft 100 includes an electrical distribution system ( Figure 1A and 1B (Not shown in the diagram), the power distribution system delivers power from multiple batteries to each propulsion system 105, as described in more detail below. In one embodiment, each power distribution circuit includes at least two propulsion systems 105, which are balanced about CG 130 such that if the power distribution circuit fails, the forces exerted on the aircraft from the propulsion systems are balanced about CG. For example, propulsion systems 105(1) and 105(12) may be on one power distribution circuit, and propulsion systems 105(6) and 105(7) may be on different power distribution circuits.

[0027] If any power distribution circuit fails, for example, in Figure 1A In the configuration shown, the aircraft 100 will only experience a change in force (Fz) along the Z-axis; other forces or moments (Fx, Fy, Mx, My, or Mz) remain unchanged. Therefore, the aircraft will at most change its altitude, but will not pitch or roll. Other examples of balanced propulsion systems are 2, 11; 5, 8; 3, 10; 4, 9; 1, 6, 7, 12; 2, 5, 8, 11 and 3, 4, 9, 10, and others. Those skilled in the art will appreciate that the number and positioning of the electronic propulsion systems 105 are not limited to... Figure 1A-1B As illustrated in the figure, the aircraft may include fewer or more propulsion systems, provided at other locations on the aircraft, etc.

[0028] Figure 2 The diagram shows... Figure 1A and 1B The simplified power distribution system 200 of the aircraft 100 is illustrated. (As shown) Figure 2 As shown, the power distribution system 200 includes twelve isolated power distribution circuits 205(1)-205(12), each power distribution circuit being coupled to one of six batteries 220(1)-220(6) via contactors 215(1)-215(12), and being arranged to supply power to two or more propulsion systems 105 balanced with respect to CG 130 (see [link to documentation]). Figure 1A , 1B As described in more detail below. More specifically, in this particular embodiment, there are six primary isolation distribution circuits 205(1)-205(6) and six redundant isolation distribution circuits 205(7)-205(12). Each distribution circuit 205 supplies power to a pair of balanced propulsion systems.

[0029] For example, the primary power distribution circuit 205(1) is coupled to battery 1220(1) via contactor 215(1) and supplies power to the balanced propulsion systems 105(1) and 105(12). Figure 1A and 1B As shown, propulsion systems 105(1) and 105(12) are balanced with respect to CG 130 (see [reference]). Figure 1A , 1B Because propulsion system 105(1) is at the same distance from CG 130 along the left wing 125 (e.g., +Y axis) as propulsion system 105(12) is at the same distance from CG along the right wing 120, it provides a balanced torque Mx about the X-axis. Furthermore, the forward (along the +X axis) distance of propulsion system 105(1) from CG 130 is the same as the distance of propulsion system 105(12) from the tail (along the -X axis) of CG, thus providing a balanced torque My about the Y-axis. The balanced propulsion system can also be described as "opposite in diameter" relative to CG 130. Therefore, if battery 220(1) supplies increased or decreased power to distribution circuit 205(1), such as Figure 1A The aircraft 100 shown will only ascend or descend (e.g., a change in force along the Z-axis), but will not rotate about the X, Y, or Z-axis (in the flight configuration shown in Figure 1).

[0030] In this particular embodiment, each propulsion system 105 includes a primary controller 225(1)-225(12) coupled to primary windings 230(1)-230(12) and a redundant controller 235(1)-235(12) coupled to redundant windings 240(1)-240(12). The primary windings 230(1)-230(12) and the redundant windings 240(1)-240(12) each electrically couple power to a corresponding shaft 245(1)-245(12) that rotates a corresponding propeller 250(1)-250(12). The primary controllers 225 and primary windings 230 are electrically isolated from the redundant controllers 235 and redundant windings 240, such that if one controller or winding fails, the shaft 245 still receives half the power from the other controller and winding.

[0031] For example, propulsion system 105(1) receives half the power from battery 220(1) through primary power distribution circuit 205(1) coupled to primary controller 225(1) and primary winding 230(1), and receives half the power from battery 220(6) through redundant power distribution circuit 205(12) coupled to redundant controller 235(1) and redundant winding 240(1). Therefore, if battery 220(1) fails, propulsion system 105(1) still receives half the power from battery 220(6). Since propulsion systems 105(1) and 105(12) are balanced, the power supplied to each propulsion system is the same. In some embodiments, a control or computing system 255 is used, and the control or computing system 255 can compensate for and boost the power supplied from battery 6 220 (6) to propulsion systems 105 (1) and 105 (12) to compensate for half the power loss due to failure of battery 1 220 (1).

[0032] In a similar manner, battery 2 220 (2) supplies power to propulsion systems 105 (2) and 105 (11) through primary power distribution circuit 205 (2); battery 3 220 (3) supplies power to propulsion systems 105 (3) and 105 (10) through primary power distribution circuit 205 (3); battery 4 220 (4) supplies power to propulsion systems 105 (4) and 105 (9) through primary power distribution circuit 205 (4); battery 5 220 (5) supplies power to propulsion systems 105 (5) and 105 (8) through primary power distribution circuit 205 (5); and battery 6 220 (6) supplies power to propulsion systems 105 (6) and 105 (7) through primary power distribution circuit 205 (6).

[0033] In this embodiment, there are also six redundant power distribution circuits 205(7)-205(12). Battery 1 220 (1) supplies power to propulsion systems 105 (6) and 105 (7) through redundant power distribution circuit 205 (7); Battery 2 220 (2) supplies power to propulsion systems 105 (5) and 105 (8) through redundant power distribution circuit 205 (8); Battery 3 220 (3) supplies power to propulsion systems 105 (4) and 105 (9) through redundant power distribution circuit 205 (9); Battery 4 220 (4) supplies power to propulsion systems 105 (3) and 105 (10) through redundant power distribution circuit 205 (10); Battery 5 220 (5) supplies power to propulsion systems 105 (2) and 105 (11) through redundant power distribution circuit 205 (5); Battery 6 220 (6) supplies power to propulsion systems 105 (1) and 105 (12) through redundant power distribution circuit 205 (6). As will be appreciated by those skilled in the art who benefit from this disclosure, the primary power distribution circuits and redundant power distribution circuits, as well as other arrangements of the propulsion system, are also within the scope of this disclosure.

[0034] like Figure 2 As shown, each primary and redundant power distribution circuit 205 is coupled to a corresponding battery 220 via a corresponding contactor 215(1)-215(12). That is, each contactor 215 controls the power supplied to a pair of balanced propulsion systems 105 via the corresponding power distribution circuit 205. In some embodiments, each contactor 215 is an electromechanical relay, while in other embodiments it may be different devices, including but not limited to one or more solid-state switches. In various embodiments, the contactor 215 may be controlled using a current sensing circuit that senses the current flowing into or out of the corresponding battery 220. When the current reaches a predetermined threshold, the contactor 215 may open, disconnecting the connection between the battery 220 and the corresponding power distribution circuit 205. Figure 2 Each distribution circuit 205, shown by a single line, represents a DC circuit that includes at least a power supply and a ground conductor. In some embodiments, a common ground conductor may be used for two or more distribution circuits 205. In various embodiments, contactors 215 may be positioned only between the positive or ground conductor and the battery 220, while in other embodiments, they may be positioned between both the power supply and the ground conductor. In yet another embodiment, a fuse may be used instead of or attached to a contactor 215.

[0035] In some embodiments, the control system 255 can be coupled to controllers 225, 235, contactor 215, and / or battery 220 to control one or more functions of the power distribution system 200, as described in detail below. In one embodiment, the control system 255 can make adjustments in one or more controllers 225, 235 to maintain the battery 220 in a similar state of charge. More specifically, in some embodiments, one or more batteries 220 may be aged (e.g., older or having undergone more discharge cycles) and have reduced charging capacity, and / or one or more batteries may be swapped for recently charged batteries, resulting in unequal states of charge among the batteries. The control system 255 can receive information related to the state of charge of each battery 220 and adjust the power drawn from each battery by adjusting the operation of one or more controllers 225, 235.

[0036] In some embodiments, each controller 225, 235 includes an inverter that receives DC power from the power distribution circuit 205 and converts the DC power into AC power that is supplied to the motor windings 230, 240 according to torque, revolutions per minute, blade pitch angle, etc. In various embodiments, each propulsion system 105 includes an AC motor; however, in other embodiments it may include multiple motors coupled to a single shaft, and in yet another embodiment it may be a DC motor. In some embodiments, such as Figure 1A and 1B As shown, the aircraft 100 is overacted, meaning it has a propulsion system 105 (e.g., 12) with more degrees of freedom than (e.g., 6), and therefore the control system 255 can adjust numerous combinations of controllers 225, 235 to make a particular battery 220 discharge faster or slower than other batteries, thereby maintaining an equal state of charge among all batteries. Thus, the control system 255 can use forces and torques (e.g., Fx, Fy, Fz, Mx, My, Mz) and the state of charge of the battery 220 as inputs, and can output commands to the controllers 225, 235 to optimize the state of charge and power usage.

[0037] In some embodiments, the balanced arrangement of the propulsion system 105 on the aircraft 100 enables uniform discharge of the battery 220 during crosswinds and other conditions. For example, as Figure 1A As shown, crosswinds approaching from the left (e.g., from propulsion systems 105(1), 105(7) toward propulsion systems 105(6), 105(12)) reduce the power drawn from propulsion systems 105(1) and 105(7), and increase the power drawn from propulsion systems 105(6) and 105(12). However, as Figure 2As shown, propulsion systems 105(1) and 105(12) are coupled to the same batteries (e.g., batteries 220(1) and 220(6)), so the increased power draw of 105(12) offsets the decreased power draw of 105(1), thus batteries 220(1) and 220(6) maintain a discharge rate relatively similar to that of batteries 220(2)-220(5). Similarly, propulsion systems 105(6) and 105(7) are balanced.

[0038] In some embodiments, one or more diodes may be coupled in series with the power distribution circuit so that current can only flow out of the battery and not into it, thereby protecting the power distribution system in the event of a short circuit in the battery. In other embodiments, the power distribution system enables the propulsion system to generate energy (e.g., during descent) and transfer power to the battery for regenerative charging.

[0039] Figure 3-6 The diagram illustrates the operation of a power distribution system 200 under an example failure mode. Although not shown, other failure modes of the power distribution system and responses to those failure modes are also within the scope of this disclosure. Figure 3 The diagram shows... Figure 2 The power distribution system 200 shown, however, Figure 3 In the diagram, battery 220(1) is shown as faulty. Figure 3 As shown, the failure of battery 220 (1) causes contactors 215 (1) and 215 (7) to open, so that power is no longer supplied to propulsion system 105 (1) via primary controller 225 (1), to propulsion system 105 (12) via primary controller 225 (12), to propulsion system 105 (6) via redundant controller 235 (6), and to propulsion system 105 (7) via redundant controller 235 (7). Therefore, propulsion systems 105 (1), 105 (6), 105 (7), and 105 (12) receive half the power that propulsion systems 105 (1), 105 (6), 105 (7), and 105 (12) received before the failure of battery 220 (1).

[0040] As described above, in some embodiments, the control system 255 may detect a failure, open contactors 215(1), 215(7), and immediately increase power from battery 220(6) to propulsion systems 105(1), 105(6), 105(7), and 105(12) to restore 100% power to the aircraft. Alternatively, due to the balancing nature of the power distribution circuit 205, the control system 255 may increase power to propulsion systems 105(1) and 105(12) to compensate for the overall power loss from battery 220(1), or alternatively, increase power to propulsion systems 105(6) and 105(7). Alternatively, the control system 255 may take more complex actions and increase power from battery 220(2) to propulsion systems 105(2) and 105(11), for example, to compensate for a failure. Those skilled in the art who benefit from this disclosure will appreciate that the controller can use many different options to compensate for the loss of battery 220(1).

[0041] Figure 4 The diagram shows... Figure 2 The power distribution system 200 shown, however, Figure 4 In this circuit, battery contactor 215(1) has failed and / or there is a short circuit in distribution circuit 205(1). Figure 3 As shown, once a failure is detected, contactor 215(1) can be opened, which cuts off power from distribution circuit 205(1), which supplies power to the balanced propulsion systems 105(1) and 105(12). Therefore, the power of the aircraft 100 is reduced in a balanced manner. Because contactor 215(1) disconnects the failure and the battery 220(1), the battery can still supply power to distribution circuit 205(7) and propulsion systems 105(6) and 105(7) via contactor 215(7).

[0042] Figure 5 The diagram shows... Figure 2 The power distribution system 200 shown, however, Figure 5 In this case, the primary controller 225(1) and / or the primary winding 230(1) has failed. For example... Figure 5 As shown, once a failure is detected, contactor 215 (1) can be opened, which cuts off power from distribution circuit 205 (1) and from battery 220 (1) to primary controller 225 (1) and primary winding 230 (1). Propulsion system 105 (1) can still receive half power from battery 220 (6) via redundant distribution circuit 205 (12).

[0043] Figure 6 The diagram shows... Figure 2 The power distribution system 200 shown, however, Figure 6In the middle, the shaft 245(1) of the first propulsion system 105(1) is stuck. For example Figure 6 As shown, once a failure is detected, contactor 215(1) can be opened, which cuts off power from distribution circuit 205(1) and battery 220(1). Similarly, contactor 215(12) can be opened, which cuts off power from redundant distribution circuit 205(12) and battery 220(6). Due to the balanced arrangement, opening contactors 215(1) and 215(12) also results in the complete loss of power supplied to propulsion system 105(12). Because the loss of power to propulsion systems 105(1) and 105(12) is balanced, aircraft 100 will not rotate in response to the failure and will only lose altitude or speed. As described above, control system 255 can compensate for failures in numerous ways.

[0044] Figure 7 The diagram illustrates the relationship with Figure 2 The power distribution system 200 shown is similar to the power distribution system 700, however... Figure 7 In the middle, redundant power distribution circuits 205(7)-205(12) have been removed. Figure 7 As shown, each propulsion system 705(1)-705(12) has only a primary controller 225 and a primary winding 230. The primary power distribution circuits 205(1)-205(6) still supply power to the propulsion system 105 in a balanced manner. However, if the primary power distribution circuits 205(1)-205(6) fail, there are no redundant power distribution circuits to continue supplying power to the propulsion system 705. For example, if the battery 220(1) fails, the contactor 215(1) opens, and the balanced propulsion systems 705(1) and 705(12) stop operating. The control system 255 can compensate by increasing the power from the battery 220(6) to the balanced propulsion systems 705(6) and 705(7) or by taking numerous other actions.

[0045] Figure 8 The diagram illustrates the relationship with Figure 2 The power distribution system 200 shown is similar to the power distribution system 800, however... Figure 8 In this circuit, each primary distribution circuit 205(1)-205(6) and each redundant distribution circuit 205(7)-205(12) are coupled together using fuses 805(1)-805(10). Figure 8As shown, the first fuse 805(1) is coupled to the first and second primary distribution circuits 205(1) and 205(2), respectively. The second fuse 805(2) is coupled to the second and third primary distribution circuits 205(2) and 205(3), respectively. Similar connections are made for the third to the fifth fuses 805(3)-805(5). Similarly, the redundant distribution circuits 205(7)-205(12) are coupled to the sixth fuse 805(6) which is coupled to the first and second redundant distribution circuits 205(7) and 205(8), respectively, and the seventh fuse 805(7) which is coupled to the second and third redundant distribution circuits 205(8) and 205(9), respectively. Similar connections are made for the eighth to the tenth fuses 805(8)-805(10), respectively.

[0046] Fuse 805 causes all distribution circuits 205 to have a common voltage level because all distribution circuits 205 are electrically coupled together. This arrangement enables uniform discharge of battery 220 and shared power along a common bus. In the event of a short-circuited battery failure, for example, battery 220 (2), first fuse 805 (1), second fuse 805 (2), sixth fuse 805 (6), and seventh fuse 805 (7) burn out, isolating first battery 220 (1) from batteries 220 (3)-220 (6). Essentially, the failure causes the failed distribution circuit to be "isolated" as a result of the fuses on either side of the failure burning out. In some embodiments, a contactor, such as Figure 2 As shown, this is to decouple each battery from the primary and / or redundant power distribution circuitry.

[0047] Figure 9 The diagram illustrates the relationship with Figure 8 The power distribution system 800 shown and its connection to Figure 2 The power distribution system 200 shown is similar to the power distribution system 900, however... Figure 9 In this process, redundant power distribution circuits 205(7)-205(12) are removed. Figure 9 As shown, each propulsion system 905 has only a primary controller 225 and a primary winding 230. Primary power distribution circuits 205(1)-205(6) are each coupled together via fuses 805(1)-805(5) to form a common bus and supply power to the propulsion system 905 in a balanced manner. The fuses 805 cause all power distribution circuits 205 to have a common voltage level because all power distribution circuits 205 are electrically coupled together. This arrangement enables uniform discharge of the battery 220 and shared power along the common bus. Figure 8Similarly, in the event of a failure, the failed power distribution circuit and / or battery is "isolated" by blowing one or more fuses on either side of the failure. In some embodiments, a contactor may be included, such as... Figure 2 As shown, this is to decouple each battery from the primary and / or redundant power distribution circuitry.

[0048] Reference Figure 2 The illustration shows six batteries 220(1)-220(6). The embodiments allow each of these batteries to include any suitable number of battery cells. For example, each of batteries 220(1)-220(6) may have a corresponding battery module. In other embodiments, each of batteries 220(1)-220(6) may include two corresponding battery modules. In this case, each of batteries 220(1)-220(6) may be referred to as a battery pack, wherein each battery pack includes multiple battery modules, and each module includes one or more battery cells.

[0049] Figure 10 The diagram illustrates the relationship with Figure 2 The power distribution system 200 shown is similar to the power distribution system 1000, however... Figure 10 There are twelve batteries 220(1)-220(12) instead of six. In some embodiments, each of the twelve batteries 220(1)-220(12) includes a battery module. Therefore, if Figure 2 Each of the six batteries 220(1)-220(6) is a battery pack with two battery modules. Figure 10 Each battery module is shown, making it possible to... Figure 2 In the given battery shown, the two battery modules are now depicted as separate from each other. For example, from Figure 2 The battery 1 220 (1) with two battery modules becomes Figure 10 Battery 1 220 (1) has one battery module and battery 7 220 (7) has one battery module. Therefore, in both cases, the total number of battery modules can be twelve, but the configuration, packaging and / or wiring can be different.

[0050] like Figure 10 As shown, the power distribution circuits 205(1)-205(12) and contactors 215(1)-215(12) can maintain contact with Figure 2 A similar configuration was used. However, instead of two contactors, each battery is now connected to a single contactor. As a result, instead of a primary and redundant power distribution circuit sharing battery power, each primary and redundant power distribution circuit will be coupled to its own dedicated battery. Furthermore, each battery now... Figure 10The two propulsion systems in the middle supply power, and to the Figure 2 The four propulsion systems in the structure are powered in opposite directions. For example, in... Figure 2 In this system, battery 1220(1) supplies power to propulsion systems 105(1) and 105(12) via primary power distribution circuit 205(1), and supplies power to propulsion systems 105(6) and 105(7) via redundant power distribution circuit 205(7). Figure 10 In this configuration, battery 1 220 (1) still supplies power to propulsion systems 105 (1) and 105 (12) via primary power distribution circuit 205 (1). However, battery 7 220 (7) now supplies power to propulsion systems 105 (6) and 105 (7) via redundant power distribution circuit 205 (7).

[0051] According to some embodiments, Figure 10 The configuration shown can still be as Figure 2 In this way, at least the same or similar electrical power is supplied to the propulsion systems 105(1)-105(12). Although each of the twelve batteries 220(1)-220(12) may include one battery module instead of two battery modules, each of the twelve batteries 220(1)-220(12) now supplies power to two propulsion systems instead of four propulsion systems, thus maintaining the same level of power extraction per battery module. Figure 2 The configurations shown in the figures are the same or similar.

[0052] The arrangement of power distribution circuits 205(1)-205(12) and contactors 215(1)-215(12) is similar to Figure 2 In similar circumstances, the various advantages described above related to redundancy, balance, and stable failure modes are beneficial for... Figure 10 The configuration shown in the diagram is still valid. Figure 10 The twelve-battery configuration also offers additional advantages. Figure 2 In this system, if a battery module fails, the entire battery pack (which may include one or more healthy battery cells) is disconnected and isolated. For example, Figure 3 The failure mode illustrated in the diagram could be caused by the failure of one of the two battery modules in the battery pack. In contrast, in Figure 10 In this configuration, if one battery module fails, that module can be individually disconnected and isolated, while another nearby battery module can remain operational. For example, if battery 1 220 (1) fails (with... Figure 3 If the failure modes shown are similar, then battery 7 220 (7) can continue to operate. Therefore, instead of a 1 / 6 power reduction, only a 1 / 12 power reduction occurs. As discussed above, if one battery fails, other batteries can be operated to provide a higher power output to compensate for the loss of the failed battery. Figure 2 In this configuration, the remaining battery can be controlled to provide an additional 1 / 5 of the power (compared to 6 / 5 or 120% of the normal total power output). In contrast, in... Figure 10 In this configuration, the remaining batteries can be controlled to provide an additional 1 / 11 of the power on average (compared to 12 / 11 or 109% of the normal total power output). This smaller demand for additional power output on each battery module is likely easier to manage and more reliable.

[0053] exist Figure 2 In a six-battery configuration, if two batteries fail, the remaining batteries will need to provide even more power. With four batteries remaining out of six, the remaining batteries will need to provide an additional 2 / 4 of the power (compared to 6 / 4 or 150% of the normal total power output). Operating the batteries at 150% power output may be impossible or considered unsafe. Therefore, a six-battery configuration may not tolerate the simultaneous failure of two batteries. In contrast, in... Figure 10 In this configuration, if two batteries (each consisting of a battery module) fail, there are still ten remaining batteries (or battery modules). With 10 batteries remaining out of 12, these remaining batteries will need to provide an average of 2 / 10 more power (compared to 12 / 10, 6 / 5, or 120% of the normal total power output). Therefore, in... Figure 10 In this scenario, if both batteries fail simultaneously, the increased load (120% power) on the remaining battery will still be the same as before. Figure 2 The failure rate is as low as that of a single cell. Therefore, the twelve-cell configuration can tolerate the simultaneous failure of two cells. According to some embodiments, Figure 10 The twelve-battery configuration can tolerate the simultaneous failure of two, three, four, or any other suitable number of batteries without causing catastrophic failure. Therefore, even with the same number of battery modules, Figure 10 The configuration of the battery modules shown can also allow for higher battery failure rates, thereby improving aircraft safety and making it easier to demonstrate that the aircraft meets aviation safety standards.

[0054] Figure 11 The diagram illustrates the relationship with Figure 10 The power distribution system 1000 shown is similar to the power distribution system 1100, however... Figure 11In this configuration, each pair of distribution circuits is coupled together via a common electrical bus. Specifically, each primary distribution circuit shares the common bus with its corresponding redundant distribution circuit, resulting in six electrical buses. For example, the first common bus shown in diagram 205(13) couples the primary power distribution circuit 205(1) with the redundant power distribution circuit 205(7), the second common bus shown in diagram 205(14) couples the primary power distribution circuit 205(2) with the redundant power distribution circuit 205(8), the third common bus shown in diagram 205(15) couples the primary power distribution circuit 205(3) with the redundant power distribution circuit 205(9), the fourth common bus shown in diagram 205(16) couples the primary power distribution circuit 205(4) with the redundant power distribution circuit 205(10), the fifth common bus shown in diagram 205(17) couples the primary power distribution circuit 205(5) with the redundant power distribution circuit 205(11), and the sixth common bus shown in diagram 205(18) couples the primary power distribution circuit 205(6) with the redundant power distribution circuit 205(12). As a result, instead of twelve isolated power distribution circuits and batteries 220(1)-(12) (as shown in the figure), Figure 10 As shown), in Figure 11 There can be six isolated power distribution circuits and six pairs of battery sets. Similarly, batteries 220(1)-(12) and each contactor 215(1)-(12) can be electrically coupled to multiple (e.g. four) propulsion systems 105(1)-105(12).

[0055] The common electrical bus 205(13)-205(18) results in a passively balanced common voltage level for the primary distribution circuit and the paired redundant distribution circuits, as they are electrically coupled together. This arrangement enables uniform discharge of each pair of battery sets. For example, battery 1 220(1) and battery 7 220(7) discharge uniformly together because they share the common bus. This advantageously makes it simpler and easier to maintain batteries 220(1)-(12) in similar states of charge. The control system 255 can monitor and control the six pairs of battery sets to actively balance the six states of charge, rather than monitoring the states of charge separately and adjusting the battery operation of the twelve individual batteries to actively balance the twelve states of charge. Controlling six environments is simpler than controlling twelve environments.

[0056] The embodiments allow for the inclusion of contactors 215(1)-215(12) and / or fuses, such that in the event of a battery cell failure, the battery cell can be isolated from a paired battery cell. Figure 11 and Figure 2 Similarly, because two battery cells can together provide power to four propulsion systems 105(1)-105(12), and it is similar to... Figure 10Similarly, because a battery failure can be isolated without sacrificing the second pair of batteries. Advantageously, in the event of battery failure, the remaining batteries on the common bus can still provide power to all four propulsion systems in the coupled propulsion system.

[0057] Figure 12 The diagram illustrates the relationship with Figure 11 The power distribution system 1100 shown is similar to the power distribution system 1200, however Figure 12 It includes twelve ammeters 260(1)-(12). Each ammeter 260(1)-(12) can be positioned between its corresponding battery and distribution circuit. In embodiments that also include contactors 215(1)-(12), the ammeters can be mounted on any suitable side of the contactors. In some embodiments, the ammeters and contactors can be combined into a single component.

[0058] Ammeters 260(1)-(12) provide a means of detecting and isolating faulty batteries using simple electronics (e.g., instead of software). If one of the batteries 220(1)-(12) experiences thermal runaway, it can generate a reduced voltage output. In cases where both batteries are coupled to a common bus, the battery experiencing thermal runaway may be overpowered by the normally operating pair, causing current to flow back into the faulty battery. Ammeters 260(1)-(12) can measure current and can be used to detect whether current is flowing in the wrong direction (or otherwise exceeding limits). For example, if battery 7220(7) experiences thermal runaway, ammeter 260(7) at battery 1220(7) can detect reverse current (or detect a current not meeting a minimum threshold). In this case, battery 7220(7) can be disconnected (e.g., via contactor 215(7)) or otherwise isolated from the system. Similarly, if too much current is detected at ammeter 260 (7) (e.g., exceeding the maximum threshold current), battery 7 220 (7) can be disconnected.

[0059] Using simple electronic circuits, such as ammeters 260(1)-(12), rather than other complex electronic devices (e.g., field-programmable gate arrays) or software-based tools, may be advantageous when these software-based tools are used for safety-critical functions in aviation and require complex and labor-intensive redundancy.

[0060] Figure 13A and 13B Two examples of battery casings according to embodiments are illustrated. Figure 13AAs shown, the stacked battery housing 1300 can provide twelve battery slots 1310(A)-(L), each of which can include space for one battery. The battery slots 1310(A)-(L) can be arranged in two rows of six, with the first row of six slots positioned below the second row of six slots. All twelve battery slots 1310(A)-(L) can be located in the same vertical plane but not in the same horizontal plane.

[0061] like Figure 13B As shown, the flat battery housing 1305 provides twelve slots 1310(A)-(L) in different configurations. The slots 1310(A)-(L) can be arranged in two rows of six, with the first row of six slots preceding the remaining six slots in the second row. All twelve slots 1310(A)-(L) can be located in the same horizontal plane but not in the same vertical plane. As an example, the flat battery housing 1305 can have dimensions of approximately 41 inches long, approximately 42 inches wide, and approximately 8 inches high.

[0062] like Figure 13A and 13B As seen in the images, both the stacked battery housing 1300 and the flat battery housing 1305 can accommodate twelve batteries, even though their overall shapes differ. A particular shape may be better suited to different aircraft configurations, depending on factors such as the shape and size of the aircraft, as well as the shape and location of the access points used for loading and unloading the battery housings.

[0063] According to an embodiment, the stacked battery casing 1300 and / or the flat battery casing 1305 can be coupled with... Figure 2-12 Any of the power distribution systems shown can be used in combination. Furthermore, the embodiments allow for the inclusion of multiple battery housings in the same aircraft. For example, two or more flat battery housings 1305, each comprising any suitable number of batteries, can be stacked vertically within the aircraft's battery compartment space. If the aircraft's battery compartment space (which may be located at the rear of the fuselage) has a volume shaped like or similar to a cube, then that volume can be more fully utilized by vertically stacking two or more flat battery housings 1305.

[0064] In other embodiments, two or more flat battery housings 1305, each comprising any suitable number of batteries, can be arranged or stacked horizontally within the battery compartment space of the aircraft. For example, two or more flat battery housings 1305 can each be placed in an upright position adjacent to each other. In the upright position, the flat battery housings 1305 can be coupled to the floor area and / or ceiling area of ​​the aircraft. In addition to the upright position, each flat battery housing 1305 can be oriented parallel to an axis of the plane. As a result, each flat battery housing 1305 can extend from the front area of ​​the battery compartment space toward the rear area of ​​the battery compartment space, and the horizontal stacking or arrangement of multiple flat battery housings 1305 can extend from the left side of the aircraft to the right side.

[0065] Additionally, in some embodiments, the aircraft's battery compartment space may include sufficient space and infrastructure to accommodate multiple rows of flat battery housings 1305. For example, two or more stacks of flat battery housings 1305 (e.g., vertical or horizontal stacks) may be included within the battery compartment space and adjacent to each other, with the first stack positioned at the rear of the second stack, and so on.

[0066] The flat battery housing 1305 configuration may advantageously allow for simplification of the aircraft's battery compartment space. The flat battery housing 1305 may occupy most or all of the width and length of the battery compartment space. Therefore, the flat battery housing 1305 may be sufficiently wide and / or long to contact or nearly contact the walls of the battery compartment space. As a result, the support structure of the flat battery housing 1305 (e.g., frame, wall, coupling point, etc.) can be integrated into the walls, ceiling, and / or floor of the aircraft's battery compartment space, and a more complex support structure (e.g., no need to partition walls) may be required within the internal volume of the battery compartment space. Simplifying the support structure in this way reduces complexity, decreases overall weight, and places weight loads on the sidewalls of the aircraft, which may already have load-bearing structures. Embodiments allow any suitable number or amount of support structures to be integrated into the aircraft's battery compartment space (e.g., fuselage), such that one or more flat battery housings 1305 can be supported and / or stacked (e.g., stacked vertically or horizontally) within the battery compartment space.

[0067] Figure 14A-D illustrates the process of loading a flat battery casing 1305 into an aircraft 100 according to an embodiment. The flat battery casing 1305, having twelve or any other suitable number of batteries, can be stored in a battery compartment space located in or facing the tail region (or rear end) of the fuselage of the aircraft 100. To insert the flat battery casing 1305 into this designated position, the flat battery casing 1305 can be passed through a door of the aircraft and maneuvered to a position at the tail end of the fuselage.

[0068] like Figure 14A As shown, the loading arm 190, which can be positioned at the landing pad, can insert the flat battery housing 1305 into the fuselage of the aircraft 100. The flat battery housing 1305 can be inserted through a passenger door or any other suitable opening or access point. In some embodiments, the height of the passenger door may be equal to or greater than the length of the flat battery housing 1305 (e.g., it may be the longest dimension), while the width of the passenger door may be less than the length of the flat battery housing 1305. Therefore, before inserting the flat battery housing 130, the loading arm 190 can rotate the flat battery housing 130 to a vertical orientation, and then the loading arm 190 can move the flat battery housing 130 through the passenger door and into the fuselage.

[0069] Loading arm 190 can be configured with any suitable number of joints, moving parts, and rotating parts to achieve the articulation and movement shown in the figure. In some embodiments, loading arm 190 may include a ramp on which the flat battery housing 1305 can slide or otherwise be used to move the flat battery housing 1305 upwards from the ground to a door of aircraft 100. Internal fuselage components, such as seats and center consoles, may be removed before inserting and / or removing the flat battery housing 1305 to provide ample open workspace.

[0070] like Figure 14B As shown, the loading arm 190 can translate and / or rotate the flat battery housing 1305 to a next position. For example, the loading arm 190 can rotate the flat battery housing 1305 to a horizontal orientation so that it can be subsequently inserted into a horizontal storage position. Additionally, the loading arm 190 can move the flat battery housing 1305 toward the front end of the housing, thereby allowing sufficient space for the flat battery housing 1305 to be rotated. The embodiment allows rotation and backward movement to occur at the same time or at different times.

[0071] like Figure 14CAs shown, the loading arm 190 can terminate the rotation of the flat battery housing 1305 when it reaches a horizontal position. At this time, the loading arm 190 can also vertically translate (e.g., raise or lower) the flat battery housing 1305 to a desired vertical position in preparation for insertion into a storage location at a certain height. In some embodiments, the flat battery housing 1305 can be raised or lowered to one of a plurality of possible vertical positions (e.g., three, six, eight, or any other suitable number). For example, the flat battery housing 1305 can be stored at the floor level or on a shelf at a higher position. In some embodiments, multiple flat battery housings 1305 can be stacked vertically on top of each other, so that each subsequent flat battery housing 1305 can be pre-positioned at a slightly higher vertical position so that it can be placed on top of a previous flat battery housing 1305.

[0072] In other embodiments, the loading arm 190 may rotate the flat battery housing 1305 to an upright position parallel to the aircraft's front and rear axes, rather than rotating it to a horizontal position. This can be performed for embodiments where the flat battery housing 1305 is arranged or stacked horizontally. For example, the flat battery housing 1305 may also be translated to the left or right to prepare for insertion into one of multiple (e.g., three, four, five, six, or any other suitable number) possible horizontal positions.

[0073] In embodiments having multiple rows or stacks of flat battery housings 1305, one or more flat battery housings 1305 may be inserted into a further-aft row or stack before an additional flat battery housing 1305 is inserted into a further-forward row or stack.

[0074] like Figure 14D As shown, the loading arm 190 can insert the flat battery housing 1305 into its final position within the battery compartment space. In this example, the battery compartment space is located at or near the tail end (or rear end) of the fuselage of the aircraft 100, behind the passenger or cargo space. Therefore, the loading arm 190 can move the flat battery housing 1305 horizontally into the battery compartment space at the tail end of the fuselage, and then the loading arm 190 can detach from the flat battery housing 1305 and exit the aircraft 100. A similar process can be performed in reverse to remove the flat battery housing 1305 from the aircraft 100.

[0075] Although aircraft 100 (see Figure 1) is described and illustrated as a specific configuration of an aircraft, embodiments of this disclosure are suitable for use with a wide variety of aircraft. For example, any aircraft using two or more electric propulsion systems can be used with embodiments of this disclosure. In some cases, embodiments of this disclosure are particularly suitable for use with aircraft carrying one or more people due to reliability requirements; however, the power distribution systems disclosed herein are not limited to “manned” aircraft and can be used on any “manned” and “unmanned” aircraft of any size.

[0076] For simplicity, various electrical components, such as capacitors, current sensing circuits, controller details, processor communication buses, memory, storage devices, and other components of the power distribution system, are not shown in the accompanying drawings.

[0077] In the foregoing description, embodiments of the present disclosure have been described with reference to numerous specific details, which may vary depending on the implementation. Therefore, the description and drawings are to be considered illustrative rather than restrictive. The unique and exclusive indications of the scope of this disclosure, and the content intended by the applicant for the scope of this disclosure, are the literal and equivalent scope of the set of claims published in this application, in the specific form of such claims, including any subsequent corrections. The specific details of particular embodiments may be combined in any suitable manner without departing from the spirit and scope of the embodiments of the present disclosure.

[0078] Additionally, spatially relative terms, such as “bottom or,” “top,” and the like, may be used to describe the relationship of an element and / or feature to one or more other elements and / or features, for example, as illustrated in the accompanying drawings. It will be understood that, in addition to the orientations depicted in the drawings, the spatially relative terms are intended to cover different orientations of the device during use and / or operation. For example, if the device in the drawings is flipped, an element then described as the “bottom” surface may be oriented “above” other elements or features. The device may be oriented in other ways (e.g., rotated 90 degrees or at other orientations), and the spatially relative descriptors used herein are interpreted accordingly.

[0079] Referring to the accompanying drawings, components capable of including memory (e.g., control or computing system 255, controller 225, 235, etc.) may include non-transitory machine-readable media. As used herein, the terms "machine-readable media" and "computer-readable media" refer to any storage medium involved in providing data that causes a machine to operate in a particular manner. In the embodiments provided above, various machine-readable media may involve providing instructions / code to a processor and / or (one or more) other devices for execution. Additionally or alternatively, machine-readable media may be used to store and / or carry such instructions / code. In many embodiments, computer-readable media are physical and / or tangible storage media. Such media can take many forms, including but not limited to non-volatile media, volatile media, and transmission media. Common forms of computer-readable media include, for example, magnetic and / or optical media, punched cards, paper tape, any other physical media with a pattern of holes, RAM, programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), FLASH-EPROM, any other memory chip or cassette memory, a carrier wave as described below, or any other medium from which a computer may read instructions and / or code.

[0080] The methods, systems, and devices discussed herein are examples. Various embodiments may omit, substitute, or add various procedures or components as appropriate. For example, features described with respect to certain embodiments may be combined in various other embodiments. Different aspects and elements of embodiments may be combined in a similar manner. The various components of the accompanying drawings provided herein may be embodied in hardware and / or software. Furthermore, technology is evolving, and therefore many elements in the drawings are exemplary and do not limit the scope of this disclosure to those specific examples.

[0081] It is often proven convenient, primarily for common use, to refer to such signals as bits, information, values, elements, symbols, characters, variables, terms, numbers, numerical values, or the like. However, it should be understood that all such terms or similar terms are associated with appropriate physical quantities and are merely convenient labels. Unless specifically stated otherwise, as is apparent from the above discussion, it should be understood that throughout this specification, terms such as “process,” “calculate,” “calculate,” “determine,” “identify,” “identify,” “associate,” “measure,” “execute,” or the like are used to refer to the action or process of a particular device, such as a dedicated computer, controller, or similar dedicated electronic computing device. Therefore, in the context of this specification, a dedicated computer or similar dedicated electronic computing device is capable of manipulating or transforming signals, which are generally represented as physical electronic, electrical, or magnetic quantities within the memory, registers, or other information storage devices, transmission devices, or display devices of the dedicated computer or similar dedicated electronic computing device.

[0082] Those skilled in the art will appreciate that any of the various techniques and methods can be used to represent information and signals used to convey the messages described herein. For example, data, instructions, commands, information, signals, bits, symbols, and chips that may be referenced throughout the foregoing description can be represented by voltage, current, electromagnetic waves, magnetic fields or particles, light fields or particles, or any combination of the foregoing.

[0083] The terms “and,” “or,” and “one / or” as used herein may have a variety of meanings and are expected to depend, at least in part, on the context in which they are used. Generally, “or,” when used in an associative list such as A, B, or C, is intended to mean A, B, and C in an inclusive sense, and A, B, or C in an exclusive sense. Furthermore, the term “one or more” as used herein may be used to describe any feature, structure, or characteristic in the singular, or may be used to describe a combination of features, structures, or characteristics. However, it should be noted that this is merely an illustrative example, and the claimed subject matter is not limited to this example. Additionally, the term “at least one of…” when used in an associative list such as A, B, or C can be interpreted as meaning any combination of A, B, and / or C, such as A, B, C, AB, AC, BC, AA, AAB, ABC, AABBCCC, etc.

[0084] Throughout this specification, the terms "an example," "example," "certain example," or "exemplary implementation" refer to a particular feature, structure, or characteristic described in conjunction with a feature and / or example that may be included in at least one feature and / or example of the claimed subject matter. Therefore, the phrases "in an example," "example," "in a certain example," "in a certain implementation," or other similar phrases used throughout this specification do not necessarily all refer to the same feature, example, and / or limitation. Furthermore, a particular feature, structure, or characteristic may be combined in one or more examples and / or features.

[0085] In the foregoing detailed description, numerous specific details have been set forth to provide a thorough understanding of the claimed subject matter. However, those skilled in the art will understand that the claimed subject matter can be practiced without these specific details. In other instances, methods and apparatus known to those of ordinary skill in the art have not been described in detail so as not to obscure the claimed subject matter. Therefore, the claimed subject matter is intended to be limited to the specific examples disclosed, but may also include all aspects falling within the scope of the appended claims and their equivalents.

[0086] For implementations involving firmware and / or software, the method can be implemented using modules (e.g., programs, functions, etc.) that perform the functions described herein. Any machine-readable medium that tangibly embodies the instructions can be used to implement the methods described herein. For example, software code can be stored in memory and executed by a processor unit. Memory can be implemented within or outside the processor unit. As used herein, the term "memory" refers to any type of long-term, short-term, volatile, non-volatile, or other memory, and is not limited to any particular type or amount of memory, or the type of medium on which memory is stored.

[0087] If implemented in firmware and / or software, functionality can be stored as one or more instructions or code on a computer-readable storage medium. Examples include computer-readable media encoded using data structures and computer-readable media encoded using computer programs. Computer-readable media includes physical computer storage media. Storage media can be any available medium accessible to a computer. By way of example and not limitation, such computer-readable media can include RAM, ROM, EEPROM, optical disc read-only memory (CD-ROM) or other optical disc storage devices, disk storage devices, semiconductor storage devices or other storage devices, or any other medium that can be used to store desired program code in the form of instructions or data structures and that can be accessed by a computer; disks and optical discs as used herein include compact optical discs (CDs), laser discs, optical discs, digital versatile optical discs (DVDs), floppy disks, and Blu-ray discs, wherein disks typically reproduce data magnetically, while optical discs reproduce data optically using lasers. The combinations above should also be included within the scope of computer-readable media.

[0088] In addition to being stored on a computer-readable storage medium, instructions and / or data may be provided as signals on a transmission medium included in the communication apparatus. For example, the communication apparatus may include a transceiver having signals indicating instructions and data. The instructions and data are configured to cause one or more processors to perform the functions outlined in the claims. That is, the communication apparatus includes a transmission medium having signals indicating information to perform the disclosed functions. At a first time, the transmission medium included in the communication apparatus may include a first portion of the information to perform the disclosed functions, and at a second time, the transmission medium included in the communication apparatus may include a second portion of the information to perform the disclosed functions.

Claims

1. A power distribution system for an electric aircraft, the power distribution system comprising: Multiple batteries; Multiple electric propulsion systems; Multiple power distribution circuits, each power distribution circuit coupling a corresponding battery from the multiple batteries to two or more corresponding electric propulsion systems in the multiple electric propulsion systems, the two or more corresponding electric propulsion systems being mounted on the electric aircraft to apply balanced forces to the electric aircraft; as well as Multiple electrical buses, each electrical bus coupling a corresponding pair of power distribution circuits from the multiple power distribution circuits, and wherein each of the multiple electrical buses couples two corresponding batteries from the multiple batteries to four electric propulsion systems of the multiple electric propulsion systems.

2. The power distribution system according to claim 1, further comprising: A plurality of contactors, each of which is coupled to a corresponding battery among a plurality of batteries and a corresponding electrical bus among a plurality of electrical buses, and each of the plurality of contactors is configured to decouple their corresponding battery from their corresponding electrical bus.

3. The power distribution system according to claim 1, further comprising: A plurality of ammeters, each of the plurality of ammeters being coupled to a corresponding battery among the plurality of batteries, and each of the plurality of ammeters being configured to measure the current entering or exiting the corresponding battery, such that when a maximum threshold current is exceeded or a minimum threshold current is not met, the corresponding battery can be decoupled from the corresponding electrical bus of the corresponding battery among the plurality of electrical buses.

4. The power distribution system according to claim 3, wherein the plurality of batteries are twelve batteries, the plurality of electric propulsion systems are twelve electric propulsion systems, the plurality of power distribution circuits are twelve power distribution circuits, the plurality of electrical buses are six electrical buses, and the plurality of ammeters are twelve ammeters.

5. The power distribution system according to claim 4, wherein each of the twelve batteries is a battery module.

6. The power distribution system of claim 1, wherein the balanced force applied to the electric aircraft is balanced relative to the center of gravity (CG) of the electric aircraft.

7. The power distribution system of claim 1, wherein the two or more respective electric propulsion systems are opposite to each other in diameter relative to the center of gravity (CG) of the electric aircraft.

8. A power distribution system for an electric aircraft, the power distribution system comprising: First battery; Second battery; The first electric propulsion system that generates the first force; A second electric propulsion system that generates a second force, wherein the first and second forces are balanced relative to the center of gravity of the electric aircraft; A third electric propulsion system that generates a third force; A fourth electric propulsion system that generates a fourth force, wherein the third force and the fourth force are balanced relative to the center of gravity of the electric aircraft; A first power distribution circuit couples the first battery to the first electric propulsion system and the second electric propulsion system; as well as The second power distribution circuit couples the second battery to the third electric propulsion system and the fourth electric propulsion system; as well as An electrical bus couples the first power distribution circuit and the second power distribution circuit, such that the electrical bus couples the first battery and the second battery to the first electric propulsion system, the second electric propulsion system, the third electric propulsion system, and the fourth electric propulsion system.

9. The power distribution system according to claim 8, further comprising: A first contactor coupled to the first battery and the electrical bus, the first contactor being configured to decouple the first battery from the electrical bus; as well as A second contactor is coupled to the second battery and the electrical bus, and the second contactor is configured to decouple the second battery from the electrical bus.

10. The power distribution system according to claim 8, further comprising: A first ammeter coupled to the first battery, the first ammeter being configured to measure the current entering or exiting the first battery, such that when a maximum threshold current is exceeded or a minimum threshold current is not met, the first battery can be decoupled from the electrical bus. as well as A second ammeter coupled to the second battery, the second ammeter being configured to measure the current entering or exiting the second battery, such that when the maximum threshold current is exceeded or the minimum threshold current is not met, the second battery can be decoupled from the electrical bus.

11. The power distribution system of claim 10, wherein the first battery has a single battery module and the second battery has a single battery module.

12. The power distribution system of claim 8, wherein the first electric propulsion system is attached to the first wing of the electric aircraft, the second electric propulsion system is attached to the second wing of the electric aircraft, the third electric propulsion system is attached to the first wing of the electric aircraft, and the fourth electric propulsion system is attached to the second wing of the electric aircraft.

13. The power distribution system according to claim 8, further comprising: The third power distribution circuit couples the third battery to the first electric propulsion system and the second electric propulsion system; as well as A fourth power distribution circuit couples a fourth battery to the third electric propulsion system and the fourth electric propulsion system, wherein the first power distribution circuit and the second power distribution circuit are both primary power distribution circuits, and wherein the third power distribution circuit and the fourth power distribution circuit are both redundant power distribution circuits.

14. The power distribution system according to claim 8, further comprising: The third power distribution circuit couples the third battery to the first electric propulsion system and the second electric propulsion system; as well as A fourth power distribution circuit couples a fourth battery to the third electric propulsion system and the fourth electric propulsion system, wherein both the first power distribution circuit and the fourth power distribution circuit are primary power distribution circuits, and both the second power distribution circuit and the third power distribution circuit are redundant power distribution circuits.

15. A method for supplying power to an aircraft, comprising: Power is supplied to a first electric propulsion system and a second electric propulsion system via a first power distribution circuit coupled to a first battery, wherein the first electric propulsion system is attached to the left wing of the aircraft and the second electric propulsion system is attached to the right wing of the aircraft, such that the first electric propulsion system and the second electric propulsion system exert corresponding forces that are balanced about the center of gravity of the aircraft; as well as Power is supplied to a third electric propulsion system and a fourth electric propulsion system via a second power distribution circuit coupled to a second battery, wherein the third electric propulsion system is attached to the left wing of the aircraft and the fourth electric propulsion system is attached to the right wing of the aircraft, such that the third and fourth electric propulsion systems exert corresponding forces balanced about the center of gravity of the aircraft, wherein an electrical bus couples the first and second power distribution circuits such that the electrical bus couples the first and second batteries to the first, second, third, and fourth electric propulsion systems, wherein a first contactor is coupled to the first battery and the electrical bus, the first contactor being configured to decouple the first battery from the electrical bus, and a second contactor is coupled to the second battery and the electrical bus, the second contactor being configured to decouple the second battery from the electrical bus; as well as In response to the failure of the first battery, the first battery is decoupled from the electrical bus.

16. The method of claim 15, wherein the first battery has a single battery module, and the second battery has a single battery module.

17. An aircraft comprising: body; A pair of wings coupled to opposite sides of the fuselage; A battery housing located in the rear region of the fuselage, the battery housing comprising twelve battery slots, each of the twelve battery slots having space for one battery; as well as The twelve batteries are placed in the twelve battery slots.

18. The aircraft of claim 17, wherein the battery housing is a flat battery housing arranged in a horizontal orientation, and the twelve battery slots are arranged in two rows in the same horizontal plane, with six battery slots in each row.

19. The aircraft of claim 17, wherein the battery housing is a stacked battery housing, wherein the twelve battery slots are arranged in two rows in the same vertical plane, with six battery slots in each row.

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