CHB-PSFB modular charging system and method based on flight mission prediction

Abstract

The application discloses a CHB-PSFB modular charging system and method based on flight task prediction, and belongs to the technical field of power electronics. The system comprises: a CHB module for converting alternating current into a plurality of direct current bus voltages, a PSFB module connected with the direct current bus voltage for charging an aircraft, and a central scheduling control unit. The central scheduling control unit calculates a task urgency index and a feasible power range of each charging task according to a flight task, a battery state and power module state information, generates final allocation power of each charging task by adopting a bottom guarantee allocation and a residual power secondary allocation strategy for dynamic power allocation under the constraint of total power of a charging station based on the task urgency index and the feasible power range, maps the final allocation power to one or more PSFB modules, generates a module-level current reference value and drives each PSFB module to perform charging. The application realizes dynamic power allocation and module collaborative control in the scenario of parallel charging of multiple aircrafts.

Description

Technical Field

[0001] This invention relates to the field of power electronic conversion system control and charging station power scheduling technology; in particular, it relates to a CHB-PSFB modular charging system and method based on flight mission prediction. Background Technology

[0002] With the development of electric vertical takeoff and landing (EVTOL) aircraft and electric aircraft, airports, takeoff and landing platforms, and dedicated low-altitude operation sites are gradually adopting modular high-power charging systems to meet the needs of multiple aircraft for rapid parallel charging. In a typical CHB (Cascaded H-Bridge)-PSFB (Phase-Shifted Full-Bridge) modular charging architecture, the front-stage cascaded H-bridge rectifier is used to realize high-voltage access on the AC side and voltage support for multiple DC sub-modules. The rear-stage multiple phase-shifted full-bridge converters are used to realize isolated multi-port charging output. Multiple power modules can jointly constitute the output capacity of the charging station and provide charging services for different types of aircraft.

[0003] Compared to ground-based electric vehicles, the charging schedule for electric aircraft is more dependent on flight mission constraints. An aircraft's recharging needs depend not only on its current State of Charge (SOC), but also on the next takeoff time, subsequent flight distance, mission type, aircraft type, mission urgency, and pre-takeoff safety allowance. For example, emergency rescue missions need to prioritize achieving the target SOC for a short period; passenger or scheduled flight missions need to meet fixed takeoff windows; and logistics and inspection missions may have longer operating periods and more continuous recharging needs. Therefore, charging systems need to shift from simply allocating power based on current state feedback to predictive power allocation that incorporates future flight missions.

[0004] The existing methods for distributing charging power in electric aircraft or electric vehicles have the following main problems.

[0005] (1) Lack of task-level scheduling mechanism. Existing power allocation methods are usually designed based on static or semi-static variables such as SOC, remaining energy or preset charging curves, and adopt proportional allocation, average allocation or fixed priority strategies to achieve multi-objective charging control under certain constraints. Such methods are applicable to a certain extent in small-scale or relatively fixed task structures, but in the operating environment of multiple aircraft operating in parallel and tasks changing frequently, the response capability to changes in takeoff time, task type and future energy demand is insufficient, which can easily lead to insufficient power support for tasks close to takeoff, or low-urgency tasks occupying too many charging resources.

[0006] (2) Insufficient coupling between power allocation and equipment constraints. In the actual operation of a charging system, the charging power is not only affected by task requirements, but also by physical constraints such as the total power capacity of the charging station, the maximum output power of a single port, the allowable charging current of the battery, the rate of power change, and the working range of the power module. Although some existing methods take into account the above constraints, they mostly use simple limiting or post-processing methods for correction, lacking deep coupling with the power allocation algorithm. This can lead to problems such as sudden power changes, insufficient power in local tasks, or inefficient operation of modules when constraints are triggered.

[0007] (3) Resource utilization efficiency needs to be improved when multiple tasks are concurrent. When multiple aircraft are connected to the charging system at the same time, there are significant differences in time urgency, energy demand, target SOC (State of Charge / remaining power) and priority among different tasks. Simply allocating resources evenly or according to the proportion of SOC cannot reflect the differences between tasks, which may lead to insufficient emergency task support capabilities, while reducing the overall power utilization efficiency of the charging station and the task completion rate.

[0008] Therefore, there is an urgent need for a multi-port power allocation method that can combine flight mission prediction information, battery charging safety constraints, and CHB-PSFB topology operating status to achieve dynamic power generation and allocation for future missions, thereby improving the scheduling efficiency, mission support capability, and system stability of electric aircraft charging stations. Summary of the Invention

[0009] Based on the above analysis, the present invention aims to disclose a CHB-PSFB modular charging system and method based on flight mission prediction; to solve the above-mentioned defects and realize dynamic power allocation and module cooperative control in the scenario of parallel charging of multiple aircraft.

[0010] This invention discloses a CHB-PSFB modular charging system based on flight mission prediction, comprising: The CHB module is used to convert AC power into multiple DC bus voltages using a cascaded H-bridge; each DC bus voltage is connected to a PSFB module. The PSFB module is used to provide isolated multi-port charging output through phase-shifted full-bridge conversion; The central dispatch and control unit, which communicates with the CHB module and the PSFB module, is configured as follows: Based on flight mission information, battery status information, and power module status information, the mission urgency index and feasible power range for each charging mission are calculated. The feasible power range is determined by the combined constraints of the PSFB module phase shift angle margin, the CHB module DC bus voltage deviation, and the equalization branch current stress. Based on the task urgency index and feasible power range, under the total power constraint of the charging station, a dynamic power allocation strategy of guaranteed allocation and secondary allocation of remaining power is adopted to generate the final allocated power for each charging task. The final allocated power is mapped to one or more PSFB modules, generating module-level current reference values ​​and driving each PSFB module to perform charging.

[0011] Another aspect of this invention discloses a CHB-PSFB modular charging method, which employs the CHB-PSFB modular charging system based on flight mission prediction as described above, and performs the following steps: Acquire flight mission information, battery status information, and power module status information of the electric aircraft to be charged; Calculate the task urgency index and feasible power range for each charging task; wherein, the feasible power range is determined by the combined constraints of the PSFB module phase shift angle margin, the DC bus voltage deviation of the cascaded CHB module, and the current stress of the equalization branch. Based on the task urgency index and feasible power range, under the total power constraint of the charging station, a dynamic power allocation strategy of guaranteed allocation and secondary allocation of remaining power is adopted to generate the final allocated power for each charging task. The final allocated power is mapped to one or more PSFB modules, generating module-level current reference values ​​and driving each PSFB module to perform charging.

[0012] Compared with traditional methods, the present invention has the following technical advantages: (1) Introduce a flight mission prediction mechanism to realize the transformation of the charging scheduling mode from "current SOC driven" to "future mission driven", so that the charging power allocation can reflect the next take-off time, subsequent flight distance and mission urgency.

[0013] (2) Introduce a mission urgency index into power allocation so that emergency rescue, near takeoff and short turnaround missions can be given higher priority when total power is limited, thereby improving mission completion rate and operational support capability.

[0014] (3) The power change rate, port power limit, battery allowable charging power, PSFB phase shift angle margin, CHB DC bus voltage deviation and equalization branch current stress are uniformly included in the feasible power range to avoid power sudden change and unexecutable problems caused by simple limiting.

[0015] (4) Without changing the original CHB-PSFB main circuit and the underlying CC-CV control structure, the task-level scheduling and topology-level constraints are coordinated only by generating the upper-level power reference value and current reference value, which has strong engineering feasibility. Attached Figure Description

[0016] The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Throughout the drawings, the same reference numerals denote the same parts. Figure 1 This is a schematic diagram of the components and connections of the CHB-PSFB modular charging system based on flight mission prediction in an embodiment of the present invention; Figure 2 This is a schematic diagram showing the connection of the central scheduling and control unit in an embodiment of the present invention; Figure 3 This is a detailed flowchart of the CHB-PSFB modular charging method in an embodiment of the present invention; Figure 4 This is a distribution chart of the average departure frequency of eVTOL flight missions in a 24-hour period of a day in this embodiment of the invention; Figure 5 This is a heat map showing the power distribution of the 10 charging modules (M1-M10) on the 160th day in this embodiment of the invention. Figure 6 The waveforms of the battery terminal voltage and charging current response of the three-port PSFB module in this embodiment of the invention are shown. Figure 7 This is a waveform diagram of the phase shift angle command response of the three-port PSFB module in an embodiment of the present invention. Detailed Implementation

[0017] Preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, which form part of this application and, together with the embodiments of the present invention, serve to illustrate the principles of the present invention.

[0018] Example 1 One embodiment of the present invention discloses a CHB-PSFB modular charging system based on flight mission prediction, such as... Figure 1 As shown, it includes: The CHB module is used to convert AC power into multiple DC bus voltages using a cascaded H-bridge; each DC bus voltage is connected to a PSFB module. The PSFB module is used to provide isolated multi-port charging output through phase-shifted full-bridge conversion; The central dispatch and control unit, which communicates with the CHB module and the PSFB module, is configured as follows: Based on flight mission information, battery status information, and power module status information, the mission urgency index and feasible power range for each charging mission are calculated. The feasible power range is determined by the combined constraints of the PSFB module phase shift angle margin, the CHB module DC bus voltage deviation, and the equalization branch current stress. Based on the task urgency index and feasible power range, under the total power constraint of the charging station, a dynamic power allocation strategy of guaranteed allocation and secondary allocation of remaining power is adopted to generate the final allocated power for each charging task. The final allocated power is mapped to one or more PSFB modules, generating module-level current reference values ​​and driving each PSFB module to perform charging.

[0019] Specifically, the CHB module, composed of N cascaded CHB sub-modules, is used to convert medium-voltage AC power (such as 10kV or 35kV) into N independent DC bus voltages. Each CHB sub-module is an H-bridge module, containing four power switching devices (such as IGBTs or SiC MOSFETs), DC-side support capacitors, and corresponding drive and protection circuits. The DC-side voltage of each CHB sub-module is balanced through carrier phase-shift modulation or redundancy state selection.

[0020] There are N PSFB modules, each connected to one of the DC buses of a corresponding N CHB sub-module. Each PSFB module includes a primary-side full-bridge rectifier, a high-frequency isolation transformer, a secondary-side rectifier circuit, and an output filter. The PSFB module achieves continuous adjustment of output voltage and power by adjusting the phase shift angle of the primary-side switching transistor, while also providing electrical isolation to ensure charging safety.

[0021] In one specific implementation, the AC side of the CHB module can adopt a single-phase or three-phase structure depending on the grid connection conditions. For single-phase connection, the CHB module consists of N CHB sub-modules cascaded on the AC side and connected to the single-phase AC grid through an AC filter. For three-phase connection, the CHB module can be composed of three-phase cascaded bridge arms (A, B, and C), with each phase bridge arm formed by several cascaded CHB sub-modules and connected to the corresponding phase of the three-phase AC grid. In the three-phase structure, each phase cascaded bridge arm can be connected in a star or delta configuration depending on the grid connection method to adapt to different voltage levels and capacity requirements.

[0022] Each PSFB module's secondary output connects to a charging output port, which is equipped with a contactor, fuse, current sensor, and voltage sensor for physical connection, overcurrent protection, and real-time monitoring of charging status. Multiple ports can charge different aircraft independently, or they can be connected in parallel to provide high-power charging for the same aircraft.

[0023] The central dispatch control unit, implemented by an industrial control computer or embedded processor, communicates with the controller of the CHB module, the underlying controller of each PSFB module, and the upper-level flight mission management system via CAN bus or Ethernet. It periodically collects flight mission information, battery status information, and power module status information, calculates the power allocation instructions for each charging task, and sends them to the underlying controller of each PSFB module for execution.

[0024] like Figure 2 As shown, the central dispatch and control unit includes: The information acquisition module is used to acquire flight mission information, battery status information, and aircraft parameter information of the electric aircraft to be charged. At the same time, it collects power module status information from the underlying controllers of the CHB module and PSFB module to form a complete dataset for the current scheduling cycle.

[0025] Within each scheduling cycle, the information acquisition module obtains the set of charging tasks within the current prediction window. For the first Each task acquires dynamic mission parameters such as the estimated arrival time of the aircraft, current access time, next scheduled takeoff time, current SOC, target SOC, aircraft type, mission type, next flight distance, and mission urgency.

[0026] The information acquisition module retrieves static parameters such as battery capacity, rated voltage range, maximum allowable charging power, maximum allowable charging current, energy consumption per unit range, typical mission duration, minimum safe state of charge (SOC), and target SOC constraints from a pre-set aircraft model parameter library based on the aircraft type. By combining dynamic mission parameters with aircraft model parameters, the module calculates the charging energy demand, remaining charging time, required average charging power, and mission priority evaluation indicators for each aircraft within the current prediction window.

[0027] The task types include, but are not limited to, emergency rescue tasks, planned passenger transport tasks, logistics and transportation tasks, public service tasks, and general temporary dispatch tasks. Different task types correspond to different priority weights, with emergency rescue tasks having the highest weight, planned passenger transport tasks nearing takeoff having a relatively high weight, logistics or public service tasks assigned a medium weight based on their work continuity and remaining workload, and general temporary dispatch tasks assigned a low weight.

[0028] Meanwhile, the information acquisition module collects the status of each charging port and power module, including port connection status, current output power, current output current, battery terminal voltage, PSFB phase shift angle command, PSFB input DC voltage, CHB submodule DC bus voltage and equalization branch current, for subsequent power allocation constraint judgment and module operation status evaluation.

[0029] The module for calculating remaining supplemental energy and basic power requirements is used to calculate the remaining supplemental energy for each charging task based on the current state of charge, the target state of charge, and the battery capacity. It also calculates the remaining available charging time based on the next scheduled takeoff time, the current scheduling time, and the safety time reserved before takeoff. Finally, it calculates the basic power requirements based on the ratio of remaining supplemental energy to remaining available charging time.

[0030] Specifically, according to the first Calculate the remaining energy replenishment for each task based on its current SOC and target SOC: ; in, For the first Each task in the scheduling cycle The remaining energy For the first Battery capacity for each task, For the first The target state of charge for each task For the first The current state of charge (SOC) of each task. When the current SOC has reached the target... It remains at zero or maintains the charging power.

[0031] Taking into account the safety allowance before takeoff, calculate the remaining available charging time: ; in, For the first Each task in the scheduling cycle The remaining available charging time, For the current scheduling time, For the first Allow sufficient safety time before each mission takes off. This is the scheduling and control cycle. From this, the power required for the task's basic operation is obtained: ; This means that without considering additional priority compensation, in order to guarantee the first Each task in the scheduling cycle The minimum average power required to complete the refueling within the remaining available time.

[0032] The mission urgency index calculation module is used to establish a mission urgency index based on the basic required power, mission type weight, remaining available charging time, and maximum allowable charging power, characterizing the power allocation priority of different flight missions within the current scheduling cycle. For emergency rescue, short turnaround flights, or missions nearing takeoff, higher priority is given by increasing the corresponding mission type weight or time decay coefficient.

[0033] Specifically, to ensure that power allocation simultaneously reflects energy demand and time urgency, the embodiment constructs a task urgency index. This metric considers not only the ratio of basic power requirement to maximum available charging power, but also task type weighting and time decay factor. ; In the formula, For the first The maximum allowable power for each task under the current device and battery conditions. As a weight for task type, The time decay coefficient, To prevent positive numbers with a denominator of zero, the closer the mission is to departure time, the greater the required energy replenishment, or the more urgent the mission type, The larger.

[0034] In one implementation, the task type weights can be set according to Table 1. This table is for illustrative purposes only and does not limit the scope of protection of this invention; the actual system can be adjusted according to operational needs, aircraft type, and safety strategy.

[0035] Table 1 Example of Task Type Weights

[0036] The feasible power range determination module comprehensively considers battery charging limitations, port power limitations, power change rate limitations, PSFB phase shift margin, CHB submodule DC bus voltage deviation, and balancing branch current stress to determine the lower and upper limits of feasible power for each charging task within the current scheduling cycle. When the PSFB phase shift margin is insufficient, the CHB submodule DC bus voltage deviation is too large, or the balancing branch current stress exceeds a preset threshold, the topology safe power limit for the corresponding task or port is reduced.

[0037] Specifically, to avoid the power reference value exceeding the feasible range of the battery and power module, this invention calculates the feasible lower and upper power limits for each task in each scheduling cycle.

[0038] ; ; in, Assigned to the first in the previous scheduling cycle The power of each task and These represent the allowable power increase and decrease slopes, respectively. This represents the maximum allowable charging power on the battery side. This is the upper limit of the rated power of a single port. This represents the maximum output power of the PSFB module under the current voltage, phase shift angle, and device limitations. To account for the topology's safe power limit after considering the voltage deviation of CHB submodules and the stress of balanced branch currents, This is the lower limit of the topology's safe power, i.e., the first... The power reserved before the mission takes off.

[0039] In a CHB-PSFB system, the phase shift angle command of the PSFB module has an effective operating range. When the phase shift angle approaches its upper limit, further increasing the power may lead to insufficient modulation margin or saturation of the underlying current loop. Therefore, this embodiment defines the phase shift angle margin as follows: ; In the formula, This represents the maximum phase shift angle allowed by the PSFB module. For the first Each PSFB module in the current scheduling period The absolute value of the actual phase shift angle; when When the power is less than the preset threshold, the allowable power limit of the corresponding port or module is reduced to prevent it from operating near the phase shift angle boundary for a long time.

[0040] Simultaneously, calculate the average value and deviation of the DC bus voltage of the CHB submodule: ; ; In the formula, For the first Each CHB module in the current scheduling period The actual value of the DC bus voltage; For all CHB modules in the current scheduling period The average value of the DC bus voltage; When the DC bus voltage deviation of a submodule exceeds a preset threshold, it indicates that power absorption at downstream ports or energy distribution at upstream ports may be causing increased balancing pressure on the submodule. In this case, if a task or port continues to increase power, it will further amplify the voltage deviation of that submodule. Therefore, the central dispatch control unit will reduce the voltage at that port. This reduces the pressure on the front-end equalization control from the upper power reference level.

[0041] The expected charging power generation module is used to generate the expected charging power for each charging task by combining the basic required power, task urgency indicators, and feasible power range. The expected charging power increases with the task urgency within the feasible power range, balancing task energy replenishment needs with system operational constraints.

[0042] Specifically, based on the power requirements and urgency indicators of the task, the first... Expected charging power for each task: ; In the formula, For the desired charging power, This is the urgency gain coefficient. and These represent the lower and upper limits of feasible power for the current period, respectively. This is a function to find the maximum value. The function is for finding the minimum value; This expression indicates that when the task is urgent, the expected power is appropriately increased on top of the base required power; when the device or battery constraints are strong, the expected power is limited to the feasible range.

[0043] The aforementioned expected power is essentially a task-level demand instruction. After being corrected by station-level total power constraints, CHB-PSFB topology constraints, and module mapping constraints, it forms the final executable power allocation result.

[0044] The station-level dynamic power allocation module is used to generate the final allocated power for each charging task under the constraint of the total power of the charging station, employing a dynamic power allocation strategy that combines minimum allocation with secondary allocation of remaining power. The minimum allocation prioritizes ensuring the minimum charging needs of high-urgency tasks, near-takeoff tasks, and high-priority tasks. The secondary allocation of remaining power distributes the remaining power to tasks that still have energy replenishment needs according to task weight and remaining power requirements.

[0045] Specifically, after obtaining the expected power and feasible power range for each task, the central scheduling and control unit performs dynamic global power allocation under the total power constraint of the charging station. Let the current total available power of the charging station be... Then it needs to satisfy: ; This embodiment employs a strategy combining guaranteed power allocation and secondary allocation of remaining power. First, the guaranteed power is calculated for each task. This value is determined by the power required for the base, the urgency of the task, and the lower limit of the feasible power: ; If the sum of the minimum guaranteed power for all tasks does not exceed the total power of the charging station, then the minimum guaranteed power will be satisfied first; if the sum of the minimum guaranteed power for all tasks exceeds the total power of the charging station, then scaling will be applied based on task urgency and task type weights. ; in, The weights are determined by a combination of task type weights, urgency indicators, and remaining replenishment energy. To prevent positive numbers with a denominator of zero.

[0046] If there is still residual power after the minimum allocation, calculate the residual power: ; The remaining power is then redistributed a second time according to the remaining power requirements of each task and the overall weight: ; in, , where represents the additional power that the i-th task still desires after meeting the minimum power requirement. This strategy aims to satisfy the power expectations of all tasks as much as possible when the total power is sufficient, and prioritizes high-urgency and high-priority tasks when the total power is insufficient.

[0047] The mapping and coordination control module is used to determine the number of power modules required for each charging task based on the final allocated power and the effective rated power of a single PSFB power module. When the power required for a task exceeds the output capacity of a single module, multiple PSFB modules are connected in parallel and allocated to the same aircraft port, and the total task power is distributed among multiple modules; when the task power is low, some low-load modules are disconnected, allowing the remaining modules to operate in a higher efficiency range.

[0048] Obtain the final power allocation at the mission level Then, it needs to be mapped to one or more PSFB power modules. If the power required for a single mission is lower than the upper limit of the high-efficiency operating range of a single module, it can be handled by one PSFB module; if the power required for a mission is higher, such as heavy eVTOL or short-turnaround high-power refueling missions, multiple PSFB modules can be connected in parallel to power the same aircraft.

[0049] The number of modules required for the i-th task can be determined by the following formula: ; in, Recommended power to be handled by a single PSFB module in the high-efficiency range; To round up. To avoid prolonged low-load operation of the module, if If the efficiency is low, some modules can be removed, allowing the remaining modules to operate in a high-efficiency range; if It has high efficiency and can dynamically combine multiple modules for parallel output.

[0050] When the i-th charging task is at time k, it needs to be handled by... When multiple PSFB modules share the workload, power will be allocated at the task level. Distributed equally to the There are 10 modules, therefore, the power supplied by the l-th module participating in this task is: ; The current reference generation and underlying control execution module is used to convert the module-level power reference value into the corresponding current reference value based on the battery terminal voltage. It then limits the current reference value by combining the underlying CC-CV charging control limit and the maximum allowable current of the PSFB module. Subsequently, the current reference value is input into the underlying charging controller of the corresponding PSFB power module. The underlying controller generates a phase shift angle command to drive each PSFB module to perform charging according to the allocation result.

[0051] After the module-level power reference value is determined, the central dispatch control unit converts the module-level power command into the output current reference value of the PSFB module based on the battery terminal voltage of the corresponding aircraft. For the l-th PSFB module under the i-th mission, its current requirement based on the power command is:

[0052] in, To prevent abnormal positive numbers from being calculated due to excessively low battery terminal voltage, This represents the upper limit of the allowed battery-side current allocated to the l-th module. This represents the maximum allowable output current of the l-th PSFB module under current input voltage, phase shift margin, and other constraints.

[0053] For batteries in the constant current phase, the underlying controller prioritizes tracking. When the battery voltage approaches the target voltage and enters the constant voltage stage, the underlying CC-CV controller automatically reduces the allowable current, and the upper-level scheduling control unit reallocates power in the next scheduling cycle based on the actual available power and remaining task requirements. Through this mechanism, the upper-level task scheduling does not violate the battery charging safety boundary, and the underlying PSFB controller maintains its original voltage outer loop and current inner loop structure.

[0054] The rolling prediction and dynamic update module is used to continuously update the task set, task urgency, feasible power range, final allocated power, module-level power reference value and current reference value based on changes in flight mission, SOC, battery terminal voltage and power module status in subsequent scheduling cycles; when a task is completed or a high-priority task occurs, the power allocation is dynamically adjusted and power resources are released or reallocated.

[0055] Specifically, in each scheduling cycle The central dispatch control unit updates the set of charging tasks within the current prediction window based on the flight tasks that have arrived or are about to arrive at the current time. Based on the current SOC, target SOC, next scheduled takeoff time, mission type, and aircraft parameters of each aircraft, the remaining replenishment energy, remaining available charging time, mission urgency index, expected charging power, feasible power range, final allocated power, module-level power reference value, and current reference value are recalculated. When a mission reaches its target SOC or its remaining replenishment energy is lower than a preset threshold, the allocated power of that mission is reduced and the station-level power capacity or PSFB power module it occupies is released. When emergency rescue, short turnaround flight, or near takeoff missions occur, the allocation weight of the corresponding mission is increased, and the allocation power of low-priority missions is reduced when total power is limited.

[0056] In one implementation, if a task reaches its target SOC or its remaining replenishment energy drops below a preset threshold, the system can reduce the allocated power for that task and redistribute the released station-level power capacity to other tasks that still have high replenishment needs or high urgency. If high-priority tasks such as emergency rescue, short-turnaround flights, or near takeoff occur, the system can increase the allocation weight of the corresponding task and appropriately reduce the allocated power of low-priority tasks when total power is limited. Therefore, the solution in this embodiment can achieve rolling dynamic power scheduling for multi-task eVTOL charging scenarios by periodically updating task status and power reference values ​​without changing the underlying PSFB control structure.

[0057] Example 2 One embodiment of the present invention discloses a CHB-PSFB modular charging method, which employs the CHB-PSFB modular charging system based on flight mission prediction as described in Embodiment 1, and performs the following steps: Acquire flight mission information, battery status information, and power module status information of the electric aircraft to be charged; Calculate the task urgency index and feasible power range for each charging task; wherein, the feasible power range is determined by the combined constraints of the PSFB module phase shift angle margin, the DC bus voltage deviation of the cascaded CHB module, and the current stress of the equalization branch. Based on the task urgency index and feasible power range, under the total power constraint of the charging station, a dynamic power allocation strategy of guaranteed allocation and secondary allocation of remaining power is adopted to generate the final allocated power for each charging task. The final allocated power is mapped to one or more PSFB modules, generating module-level current reference values ​​and driving each PSFB module to perform charging.

[0058] Furthermore, during subsequent scheduling cycles, the task set, urgency index, feasible power range, final power allocation, and current reference value are updated on a rolling basis according to changes in flight missions, SOC changes, battery terminal voltage changes, and power module status changes. When a mission is completed or a high-priority mission occurs, the power allocation is dynamically adjusted and power resources are released or reallocated.

[0059] A more detailed CHB-PSFB modular charging method process; such as Figure 3 As shown, it includes: S1. Obtain flight mission information, battery status information, aircraft parameter information, and charging port and power module status information of the electric aircraft to be charged; S2. Calculate the remaining energy replenishment for each charging task based on the current state of charge, target state of charge, and battery capacity, and calculate the remaining available charging time and basic power required based on the next scheduled takeoff time. S3. Establish a task urgency index based on the basic required power, task type weight, remaining available charging time, and maximum allowable charging power. S4. Based on battery charging limits, port power limits, power change rate limits, PSFB phase shift margin, CHB submodule DC bus voltage deviation, and equalization branch current stress, determine the feasible power range for each charging task within the current scheduling cycle. S5. Based on the required power, task urgency indicators, and feasible power range, generate the expected charging power for each charging task. S6. Under the constraint of the total power of the charging station, a dynamic power allocation strategy combining guaranteed allocation and secondary allocation of remaining power is adopted to determine the final allocated power of each charging task. S7. Map the final allocated power to one or more PSFB power modules to generate module-level power reference values; S8. Convert the module-level power reference value into a current reference value and input it into the underlying charging controller of each PSFB power module to drive each power module to perform charging according to the current reference value. S9. During subsequent scheduling cycles, based on changes in flight missions, SOC changes, battery terminal voltage changes, and port or power module status changes, continuously update the mission set, mission urgency, expected power, feasible power range, final allocated power, and current reference value.

[0060] The more specific technical details and beneficial effects in this embodiment are the same as in Embodiment 1. Please refer to them for details, and they will not be repeated here.

[0061] Example 3 This embodiment uses simulation verification to verify the systems and methods in Embodiments 1 and 2. I. Simulation Environment and Topology Construction To verify the feasibility of the power allocation method in a physical layer charging system, this embodiment employs a typical operating condition verification method driven by offline scheduling results. First, a station-level scheduling model containing 10 charging ports is constructed in a Python environment. Based on the flight mission sequence, SOC status, departure time constraints, and total power limit of the charging station, the power allocation results for each port at different times are calculated. Then, three representative power trajectories are selected from the obtained power allocation results, corresponding to high-priority emergency tasks, regular short-turnaround tasks, and low-priority continuous tasks, respectively, and these are used as input instructions for the three-port CHB-PSFB physical model in the simulation software model.

[0062] In the simulation software model, the aforementioned power command is converted into a PSFB current reference value based on the real-time battery terminal voltage and input to the underlying current control loop of each PSFB module. Simulation observations of charging current, port output power, phase shift angle command, DC bus voltage, and balancing branch current verify the feasibility and dynamic stability of the proposed power allocation method under typical operating conditions.

[0063] Table 2 Examples of Simulation Parameters

[0064] II. Typical Power Command Mapping Driven by Offline Scheduling Results The simulation input can use multi-day flight mission data generated in a Python environment. First, a multi-port charging station-level scheduling model is built in Python. Based on information such as aircraft type, current SOC, target SOC, arrival time, next takeoff time, mission type, and total power constraints of the charging station, the power allocation results of each charging mission at different times are calculated.

[0065] like Figure 3 The figure shows the average departure frequency distribution of eVTOL flight missions over a 24-hour period. The total demand exhibits a clear bimodal distribution, with the morning peak around 08:45, primarily driven by passenger / regular route missions, and the evening peak concentrated between 16:00 and 18:00. Logistics / enterprise missions maintain stable operation during the day and provide low-intensity support at night. Emergency rescue missions are randomly distributed throughout the day, including nighttime events, accounting for approximately 12.7%, and sudden marked events accounting for approximately 10.4%. This demonstrates an uneven temporal distribution of demand.

[0066] like Figure 4The figure shows a heatmap of power allocation for 10 charging modules (M1-M10) on day 160. The horizontal axis represents the time of day (00:00 to 02:00 the next day), and the vertical axis represents the charging module number. The color codes indicate the module charging power (0-120kW). The figure shows that the power allocation of each module exhibits obvious temporal imbalance: from 00:00 to 06:00, most modules are in a low-power or idle state (dark purple); after 06:00, as flight missions increase, each module gradually starts up, and a yellow-green high-power band appears; 08:00-20:00 is the main operating window, and each module frequently switches between high and low power, forming dense vertical stripes, reflecting the dynamic power scheduling when multiple missions are concurrent; some modules (such as M9 and M10) operate at high power continuously during specific periods, corresponding to the priority of high-urgency missions. This heatmap intuitively verifies the dynamic response capability of the power allocation method of this invention in multi-module, multi-mission scenarios.

[0067] Subsequently, in this embodiment, to reduce simulation complexity, a set of typical three-port power allocation results generated by the Python scheduling model are selected as the input for simulation software verification.

[0068] This set of power commands reflects the differences in power allocation for different flight missions in the current scheduling cycle, including power variations between different ports and power reference value changes as mission requirements arise.

[0069] In the simulation, the three PSFB physical ports receive corresponding power reference values ​​and convert them into current reference values ​​based on the battery terminal voltage. The underlying PSFB controller executes charging control according to the current reference values. By comparing the reference current with the actual charging current and the reference power with the actual output power of each port, and observing the changes in the PSFB phase shift angle and the DC bus voltage of the CHB submodule, the executability and stability of the power allocation results in the underlying power conversion system are verified.

[0070] For example, the waveform diagram of the battery terminal voltage and charging current response of a three-port PSFB module includes three sub-diagrams corresponding to port 1 (…). 1 / 1) Port 2 ( 2 / 2) and port 3 ( 3 / 3). In each subgraph, the blue curve represents the battery terminal voltage. (Left vertical axis, unit V), the yellow curve represents the charging current reference value. (Right vertical axis, unit A), horizontal axis represents time (0-5 seconds). All three ports exhibit constant current charging characteristics: the charging current reference value quickly stabilizes to the set value after startup and remains constant, while the battery terminal voltage increases linearly with the charging process, which conforms to the typical characteristics of the constant current stage in the CC-CV charging strategy, verifying the executability and dynamic stability of the current reference value generated by this invention in the underlying PSFB controller.

[0071] like Figure 6 The waveform diagram of the phase shift angle command response of the three-port PSFB module shows the changes in the phase shift angles of ports phi1 (green), phi2 (purple), and phi3 (blue) within 0-5 seconds. After startup, the phase shift angles of the three ports quickly stabilize to their respective set values ​​(approximately 1.75°, 1.45°, and 1.35° respectively) and remain constant throughout the process, without overshoot or oscillation. This indicates that the underlying PSFB controller has good tracking performance for the current reference value generated by the upper-level scheduling. Furthermore, the phase shift angles of each port are far from the maximum limit (e.g., 0.5π ≈ 1.57 rad ≈ 90°; the values ​​are shown in degrees and are very small, indicating that the actual operation is within a small phase shift angle range). This verifies the executability of the power allocation results of this invention under the PSFB phase shift angle margin constraint and the stability of the system operation.

[0072] In this embodiment, the method of "Python offline scheduling result generation - typical power command extraction - circuit simulation software physical layer verification" is adopted to verify the executability and dynamic response capability of the proposed power allocation strategy in typical operating scenarios without building a real-time joint simulation closed loop.

[0073] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A CHB-PSFB modular charging system based on flight mission prediction, characterized in that, include: The CHB module is used to convert AC power into multiple DC bus voltages using a cascaded H-bridge; each DC bus voltage is connected to a PSFB module. The PSFB module is used to provide isolated multi-port charging output through phase-shifted full-bridge conversion; The central dispatch and control unit, which communicates with the CHB module and the PSFB module, is configured as follows: Based on flight mission information, battery status information, and power module status information, the mission urgency index and feasible power range for each charging mission are calculated. The feasible power range is determined by the combined constraints of the PSFB module phase shift angle margin, the CHB module DC bus voltage deviation, and the equalization branch current stress. Based on the task urgency index and feasible power range, under the total power constraint of the charging station, a dynamic power allocation strategy of guaranteed allocation and secondary allocation of remaining power is adopted to generate the final allocated power for each charging task. The final allocated power is mapped to one or more PSFB modules, generating module-level current reference values ​​and driving each PSFB module to perform charging.

2. The CHB-PSFB modular charging system based on flight mission prediction according to claim 1, characterized in that, The formula for calculating the task urgency index by the central scheduling and control unit is as follows: ； in, For the first Each charging task in the current scheduling cycle Task urgency index As a weight for task type, For the first The basic power required for each task For the first The maximum charging power allowed for each task The time decay coefficient, For the first Each task in the scheduling cycle The remaining available charging time, To prevent positive numbers with a denominator of zero.

3. The CHB-PSFB modular charging system based on flight mission prediction according to claim 1, characterized in that, The technical indicators used by the central scheduling and control unit to determine the feasible power range include a lower feasible power limit and a higher feasible power limit; the calculation formula is: ； ； in, , The first Each charging task in the current scheduling cycle The lower limit and upper limit of feasible power; Allocate power for the previous scheduling cycle. and These represent the permissible power rise slope and fall slope, respectively. This represents the maximum allowable charging power on the battery side. The rated maximum power of the port, This represents the maximum permissible power of the PSFB module under the current input voltage, output voltage, and phase shift angle limitations. This is the upper limit of the topology's safe power; This is the lower limit of the topology's safe power.

4. The CHB-PSFB modular charging system based on flight mission prediction according to claim 3, characterized in that, The topology security power limit The determination is based on the PSFB phase shift angle margin, the CHB submodule DC bus voltage deviation, and the stress of the balancing branch current; among which... PSFB module phase shift margin In the formula, This represents the maximum phase shift angle allowed by the PSFB module. For the first Each PSFB module in the current scheduling period The absolute value of the actual phase shift angle; CHB submodule DC bus voltage deviation In the formula, For the first Each CHB module in the current scheduling period The actual value of the DC bus voltage; For all CHB modules in the current scheduling period The average value of the DC bus voltage; The DC bus voltage deviation of each CHB submodule in the cascaded CHB module and the stress of the balancing branch current are jointly determined. When phase shift angle margin Less than the preset margin threshold, DC bus voltage deviation When the absolute value exceeds the preset voltage deviation threshold, or the equalization branch current stress exceeds the preset current stress threshold, the topology safety power limit of the corresponding port is reduced.

5. The CHB-PSFB modular charging system based on flight mission prediction according to claim 1, characterized in that, The formula for calculating the desired charging power generated by the central scheduling and control unit is as follows: ； In the formula, For the first The task in the current scheduling cycle The expected charging power, This is the urgency gain coefficient. For the first Each charging task in the current scheduling cycle Task urgency index and These represent the lower and upper limits of feasible power for the current period, respectively. The power required for the mission. This is a function to find the maximum value. This is a function that takes the minimum value.

6. The CHB-PSFB modular charging system based on flight mission prediction according to claim 1, characterized in that, When the central scheduling and control unit adopts a strategy of guaranteed allocation and secondary allocation of remaining power: First, calculate the minimum power requirement based on the basic power requirements of each task and the task urgency index: ； in, This is a limiting function; The power required for the mission. This is the minimum gain coefficient. For the first Each charging task in the current scheduling cycle Task urgency index and These are the lower and upper limits of feasible power for the current period, respectively. When the sum of the minimum guaranteed power of all tasks exceeds the total available power of the charging station, the minimum guaranteed power is scaled down according to the task urgency index and task type weight, so that the sum of the scaled minimum guaranteed power is equal to the total available power of the charging station. When the sum of the minimum power of all tasks does not exceed the total available power of the charging station At that time, the minimum power requirement for each task is met first, and then the remaining power is allocated. Assigning tasks with power requirements and power margins according to normalized weights yields the following result: Final power allocation for each task for: ； in, For the current scheduling period A collection of charging tasks; To allocate weights comprehensively; This represents the additional power that the i-th task still wants to obtain after meeting the minimum power requirement; To prevent positive numbers with a denominator of zero.

7. The CHB-PSFB modular charging system based on flight mission prediction according to claim 1, characterized in that, When the central scheduling and control unit maps the final allocated power to the PSFB module, it does so based on the final allocated power. and the effective rated power of a single PSFB module Determine the required number of modules ; To round up; when At that time, allocate power to the task level. Distribute evenly to each required module; where, the first The power handled by each module is: When the task power is low, some low-load modules are cut off, so that the remaining modules can run in a higher efficiency range.

8. The CHB-PSFB modular charging system based on flight mission prediction according to claim 1, characterized in that, When the central dispatch and control unit calculates the power required by the foundation, the remaining supplementary energy and the power required by the foundation are: ； ； in, ; In the formula, The remaining energy for the i-th task during scheduling period k is replenished. For battery capacity, For the target state of charge, This represents the current state of charge. When the current SOC has reached the target... Zero or maintain charging power; For the first Each task in the scheduling cycle The remaining available charging time, For the current scheduling time, For the first Allow sufficient safety time before each mission takes off. This refers to the scheduling and control cycle.

9. The CHB-PSFB modular charging system based on flight mission prediction according to claim 1, characterized in that, In each scheduling cycle k, the central scheduling control unit updates the charging task set Ω(k) within the current prediction window based on the flight tasks that have arrived or are about to arrive at the current time. It also recalculates the remaining replenishment energy, remaining available charging time, task urgency index, expected charging power, feasible power range, final allocated power, module-level power reference value, and current reference value based on each aircraft's current SOC, target SOC, next scheduled takeoff time, task type, and aircraft parameters. When a task reaches its target SOC or its remaining replenishment energy falls below a preset threshold, the allocated power for that task is reduced, and the station-level power capacity or PSFB power module it occupies is released. When emergency rescue, short turnaround flights, or near-takeoff tasks occur, the allocation weight of the corresponding task is increased, and the allocated power of low-priority tasks is reduced when total power is limited.

10. A CHB-PSFB modular charging method, characterized in that, Using the CHB-PSFB modular charging system based on flight mission prediction as described in any one of claims 1-9, the following steps are performed: Acquire flight mission information, battery status information, and power module status information of the electric aircraft to be charged; Calculate the task urgency index and feasible power range for each charging task, wherein the feasible power range is determined by the combined constraints of the PSFB module phase shift angle margin, the DC bus voltage deviation of the cascaded CHB module, and the current stress of the equalization branch. Based on the task urgency index and feasible power range, under the total power constraint of the charging station, a dynamic power allocation strategy of guaranteed allocation and secondary allocation of remaining power is adopted to generate the final allocated power for each charging task. The final allocated power is mapped to one or more PSFB modules, generating module-level current reference values ​​and driving each PSFB module to perform charging.

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