Intelligent high-voltage charging and distribution system of electric aircraft

Abstract

The utility model relates to the technical field of aviation, and discloses an intelligent high-voltage charging and power distribution system of an electric aircraft. The system comprises a load and an electric drive, and each electric drive comprises m power supply circuits; the n battery packs are connected in parallel; the n battery packs are divided into m groups, and the m groups of battery packs correspondingly supply power to the m paths of power supply circuits respectively; the bus bars are located in the high-voltage charging and distribution box and comprise first bus bars and second bus bars corresponding to each group of battery packs, the number of the first bus bars is consistent with that of the current group of battery packs, and the first bus bars are correspondingly connected with all the battery packs in the current group of battery packs respectively; the second bus bar is used for connecting each first bus bar corresponding to the current group of battery packs; the first bus bar is also used for connecting the power supply circuit corresponding to the current group of battery packs, so that the electric energy of the current group of battery packs is distributed to the power supply circuit corresponding to the current group of battery packs through the first bus bar; the system has enough safety design margin and reliability, and the weight of the aircraft is reduced.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the field of aviation technology, and in particular to an intelligent high-voltage charging and power distribution system of an electric aircraft. BACKGROUND

[0002] With the development of new energy industry and people's pursuit of environmental protection, comfort, and cost performance, electric aircraft as a new energy product gradually develops in the aviation field. Electric aircraft refers to an aircraft that relies on an electric motor rather than traditional fuel to provide driving force. Taking an electric vertical take-off and landing (EVTOL) aircraft as an example, the EVTOL provides lift through one or more lift motor propellers to achieve vertical take-off and landing, and when it is vertically lifted to a certain height, the thrust motor propeller provides thrust, and the lift motor can stop working or be tilted to become a thrust motor. The EVTOL relies on high-voltage batteries (i.e., battery packs in the present application) to provide power to the motor, rather than relying on traditional fuel to provide driving force for the aircraft. At this time, the EVTOL provides high-voltage electrical energy to high-voltage power components of the aircraft such as the motor, air conditioner, heater, DC-DC converter, etc. through multiple battery packs. The EVTOL has many advantages such as energy saving and environmental protection, close to zero emission, very low noise and vibration level, good ride comfort, safety and reliability, simple structure, easy operation and use, good maintainability and economy, etc. It is not only environmentally friendly, but also creates a lot of economic value.

[0003] At present, there are few manned electric aircrafts that meet the safety airworthiness requirements. How to reliably distribute the high-voltage electrical energy of multiple battery packs to multiple different high-voltage electrical equipment under different flight conditions of the aircraft is a problem that needs to be solved in the design of the high-voltage charging and power distribution system of the electric aircraft. CONTENT OF THE INVENTION

[0004] Therefore, the present disclosure provides an intelligent high-voltage charging and power distribution system of an electric aircraft, which adopts a distributed power grid parallel scheme and can achieve redundant power distribution of multiple loads, multiple busbars, and multiple scenes through intelligent control, has sufficient safety design margin and reliability, and can also reduce the current carrying capacity of the high-voltage line through a high-voltage platform to reduce the weight of the aircraft.

[0005] In one aspect, the present disclosure provides an intelligent high-voltage charging and power distribution system of an electric aircraft, which comprises:

[0006] a load comprising electric drives, each electric drive comprising m power supply circuits; wherein m is an integer greater than 1.

[0007] n battery packs in parallel, for providing electric energy for the load through a high-voltage charging distribution box; the n battery packs are divided into m groups, and each group of battery packs corresponds to m power supply circuits; wherein, n is an integer greater than 1; m is an integer less than n; and

[0008] Bus bars in the high-voltage charging distribution box include a first bus bar corresponding to each group of battery packs and a second bus bar corresponding to each group of battery packs; the number of first bus bars is consistent with the number of the current group of battery packs, and each first bus bar is connected to each battery pack in the current group of battery packs; the second bus bar is used to connect each first bus bar corresponding to the current group of battery packs; the first bus bar is also used to connect the power supply circuit corresponding to the current group of battery packs, so that the electric energy of the current group of battery packs is distributed to the power supply circuit corresponding to the current group of battery packs through the first bus bar.

[0009] In a possible implementation, the first bus bar corresponding to each group of battery packs is connected to the second bus bar through a first protection device; the first protection device is used to cut off the connection between the first bus bar and the second bus bar in the case of abnormality of the line where the first bus bar and / or the second bus bar are located.

[0010] In a possible implementation, the electric drive includes a first electric drive, which is used to provide lift for the electric aircraft and is symmetrically distributed on the wing of the electric aircraft.

[0011] For each first bus bar corresponding to each group of battery packs, the first bus bar is connected to at least one pair of symmetric first electric drives.

[0012] In a possible implementation, the electric drive includes a second electric drive; the second electric drive is used to provide thrust for the electric aircraft and is symmetrically distributed on the tail of the electric aircraft.

[0013] For each first bus bar corresponding to each group of battery packs, different first bus bars are connected to different second electric drives.

[0014] In a possible implementation, the second bus bar corresponding to the first group of battery packs in the m groups of battery packs is connected to a charging structure; when the charging structure is connected to an external power source, the first group of battery packs is charged through the second bus bar and the first bus bar corresponding to the first group of battery packs.

[0015] The second bus bar corresponding to the second group of battery packs in the m groups of battery packs is electrically connected to the second bus bar corresponding to the first group of battery packs, so as to charge the second group of battery packs through the electrical connection.

[0016] Wherein, the second group of battery packs is other group of battery packs in the m groups of battery packs except the first group of battery packs.

[0017] In a possible implementation, the first bus bar is connected to the power supply circuit of the electric drive through a second protection device, and each electric drive connected second protection device is configured to cut off the connection between the electric drive and the first bus bar in the case of abnormality of the line where the electric drive is located.

[0018] In a possible implementation, the load further includes at least two HVAC devices and at least two DC converters; the at least two HVAC devices are connected to different first bus bars, and the at least two DC converters are connected to different first bus bars.

[0019] In a possible implementation, the number of battery packs in each group of battery packs is equal, and each battery pack in the same group of battery packs is connected to the power supply circuit of the electric drive.

[0020] In a possible implementation, the n battery packs are connected in parallel to provide a high-voltage platform with a working DC voltage range of 500V-900V and a rated voltage of 800V for the high-voltage charging and distribution box.

[0021] In a possible implementation, the electric drive includes 4 pairs of symmetrically arranged first electric drives and 1 pair of symmetrically arranged second electric drives; the value of m is 2; the high-voltage charging and distribution box includes 2, different high-voltage charging and distribution boxes are connected to different groups of battery packs; the value of n is 6, the number of battery packs in each group of battery packs is 3, each battery pack is connected to the power supply circuit of a pair of first electric drives through a first bus bar, the power supply circuit of the remaining pair of first electric drives is connected to different battery packs through a first bus bar, and the power supply circuit of a pair of second electric drives is connected to different battery packs through a first bus bar.

[0022] By setting a load, including an electric drive, each electric drive including m power supply circuits; n battery packs in parallel with each other, for providing electric energy for the load through a high-voltage charging and distribution box; the n battery packs are divided into m groups, and the m groups of battery packs correspond to the m power supply circuits for power supply respectively; and the bus bars in the high-voltage charging and distribution box include the first bus bar corresponding to each group of battery packs and the second bus bar, the number of the first bus bar is consistent with the number of the current group of battery packs, and each battery pack in the current group of battery packs is connected correspondingly, and the second bus bar is used to connect each first bus bar corresponding to the current group of battery packs; the first bus bar is also used to connect the power supply circuit corresponding to the current group of battery packs, so that the electric energy of the current group of battery packs is distributed to the power supply circuit corresponding to the current group of battery packs through the first bus bar; at this time, the m groups of battery packs form a distributed parallel power grid architecture for sharing electric energy, which is equivalent to that each load in the system has n battery packs as power supply at the same time, and when any battery pack loses power supply, it does not affect the normal operation of the high-voltage load; the system has sufficient safety design margin and reliability, avoids the disastrous consequences caused by single point failure, meets the airworthiness requirements, and can ensure the safe flight of the electric aircraft.

[0023] In addition, the high-voltage charging and distribution system not only has high-voltage distribution function, but also can include high-voltage charging function, and the high-voltage distribution system can realize the setting of 800V DC voltage platform in the electric aircraft. Compared with 400V or 600V voltage platform, the current of high-voltage loop equipment can be reduced, because the smaller the current is, the smaller the cross-sectional area of the electric wire in the electric aircraft can be, so that the weight of the high-voltage equipment can be greatly reduced. Taking the high-voltage wire harness as an example, compared with the 400V platform, the weight of the high-voltage wire harness can be reduced by nearly 40% under the 800V DC. In addition, the application of 800V DC high-voltage charging and distribution system in the electric vertical take-off and landing aircraft fills the gap of EVTOL, which is conducive to the rapid development of EVTOL.

[0024] Other features and aspects of the present disclosure will become apparent from the following detailed description of example embodiments, taken in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF DRAWINGS

[0025] The accompanying drawings, which are incorporated in and form a part of the specification, illustrate the principles of the present disclosure.

[0026] Figure 1 A block diagram of an 800V DC high-voltage charging and distribution system of an electric vehicle according to an embodiment of the present disclosure is shown;

[0027] Figure 2 A block diagram of an intelligent high-voltage charging and distribution system of an electric aircraft according to an embodiment of the present disclosure is shown;

[0028] Figure 3A power plant layout of an electric vertical take-off and landing aircraft is shown according to an embodiment of the present disclosure;

[0029] Figure 4 A block diagram of an intelligent high-voltage charging and power distribution system of an electric aircraft is shown according to an embodiment of the present disclosure;

[0030] Figure 5 A block diagram of an intelligent high-voltage charging and power distribution system of an electric aircraft is shown according to another embodiment of the present disclosure;

[0031] Figure 6 A flow chart of control logic of a first protection device is shown according to an embodiment of the present disclosure;

[0032] Figure 7 A block diagram of an intelligent high-voltage charging and power distribution system of an electric aircraft is shown according to yet another embodiment of the present disclosure. DETAILED DESCRIPTION

[0033] Various exemplary embodiments, features, and aspects of the present disclosure will be explained in greater detail below with reference to the accompanying drawings. The same reference numerals in different drawings denote the same or similar elements. Although various aspects of embodiments are illustrated in the drawings, the drawings are not necessarily drawn to scale unless specifically noted.

[0034] The term "exemplary" is used herein to mean "serving as an example, instance, or illustration." Any implementation described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other implementations.

[0035] In addition, for the purpose of convenience and brevity, detailed descriptions of well-known functions and structures incorporated in the present disclosure can be omitted. It will be appreciated that the present disclosure can be practiced with the exact details as

[0036] High-voltage platform of an electric aircraft: refers to the DC rated voltage at which all high-voltage devices of an electric aircraft operate normally, and the voltage value of the DC rated voltage is greater than the rated voltage of the existing electric aircraft, such as: the rated voltage is 800VDC.

[0037] At present, an 800V DC high-voltage charging and power distribution system is provided in an electric vehicle. The 800V DC high-voltage charging and power distribution system of the electric vehicle is a centralized power distribution, and a single bus bar is often used to supply power to all high-voltage loads of the vehicle; the DC charging function is divided into two forms according to the arrangement of the vehicle, one is that the external electric energy directly enters the battery pack; the other is that the electric energy of the external power supply is distributed to the battery pack through a high-voltage distribution box, such as: the 800V DC high-voltage charging and power distribution system of the electric vehicle as shown in Figure 1 Figure 1 ​It can be known that the electric energy of the external power supply (including the electric energy of the direct current charging DC and / or the electric energy of the alternating current charging on-board charger (OBC)) is connected to the high-voltage charging distribution box, and the high-voltage charging distribution box distributes the electric energy to the high-voltage storage battery to charge the high-voltage storage battery; the electric energy of the high-voltage storage battery can also be supplied to the load in the electric vehicle through the high-voltage charging distribution box, and the load includes the electric drive, the DCDC, the air conditioner (AC), the battery liquid heat (positive temperature coefficient thermistor (B-PTC)), the warm air PTC, and the like.

[0038] The centralized 800V direct current high-voltage charging distribution system of the electric vehicle has the problem of loss of energy or power function caused by single point failure in power distribution, and cannot meet the reliability and safety requirements of the electric aircraft. Therefore, the high-voltage charging distribution system of the electric vehicle cannot be applied to the electric aircraft, and the high-voltage charging distribution system of the manned electric aircraft needs a new design.

[0039] The present application provides an intelligent high-voltage charging distribution system of an electric aircraft, which can meet the reliability and safety requirements of the electric aircraft, realize redundant power distribution of multiple busbars and multiple loads, have sufficient safety design margin and reliability, and can also reduce the current carrying capacity of the high-voltage line through the high-voltage platform to reduce the weight of the aircraft.

[0040] Figure 2 A block diagram of an intelligent high-voltage charging distribution system of an electric aircraft according to an embodiment of the present disclosure is shown. As shown in the figure, the system includes a load 210, an energy system 220, and a high-voltage charging distribution box 230. Figure 2

[0041] The energy system 220 is used to provide electric energy for the electric aircraft. In the embodiment, the energy system 220 includes n battery packs connected in parallel with each other and is used to provide electric energy for the load 210 through the high-voltage charging distribution box 230. n is an integer greater than 1. In the embodiment, the n battery packs provide a direct current high-voltage, and the high-voltage is greater than the rated voltage of the existing electric aircraft, for example, the high-voltage is 800V, at this time, the n battery packs in parallel can provide a high-voltage platform with a working direct current voltage range of 500V-900V and a rated voltage of 800V for the high-voltage charging distribution box 230.

[0042] ​Load 210 is the electrical equipment in the electric aircraft. Load 210 includes at least the power unit of the electric aircraft, which includes an electric propulsion system and an electric lift system. The electric propulsion system provides thrust to the electric aircraft, and the electric lift system provides lift. The electric propulsion system and the electric lift system include an electric drive and a propulsion component. The propulsion component can be a propeller or a fan of the electric aircraft, which generates power through rotation to enable flight. The electric drive is connected to the propulsion component and is used to convert electrical energy into mechanical energy to drive the propulsion component, thereby enabling flight of the electric aircraft. The electric drive includes a motor and an electronic speed controller (ESC). The motor is an electric motor that drives the propulsion component to rotate, converting electrical energy into mechanical energy to propel the aircraft. The ESC is an electronic device that controls the speed and torque of the motor. The ESC receives commands from the flight control system to adjust the power supply to the motor, thereby controlling the speed and flight attitude of the aircraft.

[0043] In this embodiment, the electric drive includes a first electric drive for an electric lift system and a second electric drive for an electric propulsion system. The first electric drive provides lift to the electric aircraft and is symmetrically distributed on the arms of the electric aircraft. The second electric drive provides thrust to the electric aircraft and is symmetrically distributed on the tail of the electric aircraft.

[0044] For example: Reference Figure 3 The diagram shows the power plant layout of an electric vertical takeoff and landing (EVTOL) aircraft. This EVTOL aircraft has a compound wing configuration, and its power plant consists of two electric propulsion systems and eight electric lift systems. M1 to M8 are electric lift systems, each comprising four symmetrically arranged pairs of first electric drives. Along the central axis of the EVTOL aircraft, pairs of first electric drives for M1 and M3 are symmetrically arranged on the inner fuselage arm; pairs of first electric drives for M2 and M4 are symmetrically arranged on the inner fuselage arm; pairs of first electric drives for M5 and M7 are symmetrically arranged on the outer fuselage arm; and pairs of first electric drives for M6 and M8 are symmetrically arranged on the outer fuselage arm. M9 and M10 are electric thrust systems, each comprising one symmetrically arranged pair of second electric drives. Along the central axis of the EVTOL aircraft, pairs of second electric drives for M9 and M10 are symmetrically arranged on the tail section.

[0045] In this embodiment, to improve the safety and reliability of the electric aircraft, each electric drive includes m power supply circuits. This ensures that if one power supply circuit malfunctions, power can still be supplied through another power supply circuit; m is an integer greater than 1. The value of m can be 2, or any other value greater than 2. This embodiment does not limit the number of power supply circuits.

[0046] Optionally, the load 210 further comprises a DCDC and / or a cabin control device. The DCDC is used to convert the high-voltage power output by the high-voltage charging and distribution box 230 into low-voltage power (such as 24V) required by the low-voltage battery, so as to supply power to the low-voltage system of the aircraft.

[0047] The cabin control device includes but is not limited to a high-voltage air conditioning device, a high-voltage heating and ventilation device, and / or a high-voltage battery thermal management device, etc., and is used to provide a suitable temperature for the passenger cabin and the battery pack of the electric aircraft.

[0048] Optionally, the intelligent high-voltage charging and distribution system further comprises a charging structure connected to an external power source for charging the battery pack. Illustratively, the charging structure is a direct-current charging seat, thereby providing a high-voltage direct-current charging interface for the electric aircraft, at this time, the external power source can be connected to the direct-current charging seat through a charging gun, and the battery pack is charged through the high-voltage charging and distribution box 230. Wherein, the external power source and the charging gun are not on-board devices of the electric aircraft, and the external power source can be a new energy charging pile to provide charging energy for the aircraft.

[0049] In this embodiment, the electric aircraft further comprises a vehicle control unit (VCU). The VCU is used to control the high-voltage distribution and high-voltage charging and discharging of the electric aircraft.

[0050] Specifically, when the electric aircraft is in a charging state, the high-voltage power of the external power source is connected to the aircraft direct-current charging seat through the charging gun, the VCU is used to communicate with the external power source, and after successful communication, the VCU controls the high-voltage charging and distribution box 230 and the internal devices of the battery pack to connect the charging loop, and the high-voltage charging current enters the multiple battery packs of the energy system 220 from the external power source through the high-voltage charging and distribution box 230, so as to charge the battery packs. At the same time, the high-voltage charging current can also provide high-voltage power for the high-voltage devices of the whole machine, so as to realize the charging and discharging of the electric aircraft at the same time.

[0051] When the electric aircraft is in a high-voltage and non-charging state, the VCU is used to control the high-voltage discharging current to be distributed from the energy system 220 to the load 210, such as the high-voltage electrical propulsion system, the electrical lift system, the DCDC, the cabin control system, and other high-voltage electrical devices of the whole machine.

[0052] The high-voltage charging and distribution box 230 is used to manage and distribute high-voltage power. In this embodiment, the high-voltage charging and distribution box 230 comprises multiple bus bars, so that the high-voltage charging and distribution box 230 obtains the high-voltage power of the battery pack through the bus bars, and distributes the high-voltage power to the load 210 through the bus bars, so as to ensure efficient and stable transmission of the high-voltage power.

[0053] In this embodiment, the n battery packs are divided into m groups, and the m groups of battery packs correspond to m power supply circuits for power supply respectively; in other words, different groups of battery packs supply power to different power supply circuits of the electric drive. Wherein, n is an integer greater than 1; m is an integer less than n. For example: m = 2, each electric drive includes 2 power supply circuits, which are A power supply circuit and B power supply circuit respectively, and the battery packs are divided into 2 groups, one group is powered by the A power supply circuit, and the other group is powered by the B power supply circuit.

[0054] Correspondingly, the bus bars located in the high-voltage charging distribution box include the first bus bar and the second bus bar corresponding to each group of battery packs, the number of the first bus bar is consistent with the number of the current group of battery packs, and each first bus bar is connected to each battery pack in the current group of battery packs respectively, and the second bus bar is used to connect each first bus bar corresponding to the current group of battery packs. Still taking m = 2 as an example, assuming that the number of battery packs in each group of battery packs is 3, then the first bus bar corresponding to each group of battery packs also has 3, which are connected to each battery pack in the group of battery packs respectively, and the second bus bar corresponding to the group of battery packs is connected to the three first bus bars.

[0055] The first bus bar is also used to connect the power supply circuit corresponding to the current group of battery packs, so that the electric energy of the current group of battery packs is distributed to the power supply circuit corresponding to the current group of battery packs through the first bus bar.

[0056] Optionally, the number of battery packs in each group of battery packs is equal, and each battery pack in the same group of battery packs is connected to the power supply circuit of the electric drive. This symmetrical system architecture can use the same number of battery packs to supply power to different power supply circuits respectively, and ensure the balanced distribution of electric energy.

[0057] For example, referring to Figure 4 , if the value of n is 6 and the value of m is 2. At this time, the 6 battery packs, i.e. Figure 4 battery pack B1~battery pack B6, form Figure 2The energy system 220 of the electrically-powered airplane, 6 battery packs are in parallel to provide high-voltage power for the high-voltage charging and distribution box. The electric drive includes 2 power supply circuits, which are A power supply circuit and B power supply circuit. Correspondingly, the 6 battery packs are divided into 2 groups, the first group of battery packs B1-B3 are connected to the first bus bar 1-3 in the high-voltage charging and distribution box 1 through high-voltage lines, the first bus bar 1-3 is connected in parallel to the second bus bar 4, at the same time, the first bus bar 1-3 is also connected to the A power supply circuit of the electric drive M1-M8, M9, M10 to supply power for the A power supply circuit of each electric drive. The second group of battery packs B4-B6 are connected to the first bus bar 5-7 in the high-voltage charging and distribution box 2 through high-voltage lines, the first bus bar 5-7 is connected in parallel to the second bus bar 8, at the same time, the first bus bar 5-7 is also connected to the B power supply circuit of the electric drive M1-M8, M9, M10 to supply power for the B power supply circuit of each electric drive.

[0058] Figure 4 Taking n as 6 and m as 2 as an example, in actual implementation, the values of n and m can also be other values, and the embodiment does not limit the values of n and m.

[0059] At this time, the m groups of battery packs form a distributed parallel power grid architecture for sharing electric energy, which is equivalent to that each load in the system has n battery packs as power supply at the same time, and when any battery pack loses power supply, it does not affect the normal operation of the high-voltage load. At the same time, the electric drive is redundantly powered by multiple different bus bars m power supply circuits, and the loss of any power supply circuit does not affect the operation of the electric drive. For example: if a group of battery packs in the m groups of battery packs has a line fault, the other power supply circuits of the electric drive can be powered by the other groups of battery packs, without affecting the normal operation of the electric drive, greatly improving the design safety margin, thereby ensuring the safe flight of the electrically-powered airplane. At the same time, if a battery pack connected to a first bus bar in a group of battery packs has a fault, the other battery packs in the group of battery packs can supply power to the electric drive connected to the faulty battery pack through the first bus bar and the second bus bar, thereby ensuring the safe flight of the electrically-powered airplane. At the same time, if a first bus bar corresponding to a group of battery packs has a fault, since the other first bus bars are also connected to battery packs, power distribution can be normal. The system has sufficient safety design margin and reliability, avoids the disastrous consequences caused by single-point failure, meets the airworthiness requirements, and can ensure the safe flight of the electrically-powered airplane.

[0060] In addition, the high-voltage charging and power distribution system not only has the function of high-voltage power distribution, but also can include the function of high-voltage charging. The high-voltage power distribution system can realize the setting of an 800V DC voltage platform in an electric aircraft. Compared with a 400V or 600V voltage platform, the current of the high-voltage loop equipment can be reduced. Since the smaller the current is, the cross-sectional area of the electric wire in the electric aircraft can be smaller, thereby the weight of the high-voltage equipment can be greatly reduced. Taking a high-voltage wire harness as an example, compared with a 400V platform, the weight of the high-voltage wire harness can be reduced by nearly 40% at 800V DC. In addition, the application of the 800V DC high-voltage charging and power distribution system on the electric vertical take-off and landing aircraft fills the gap of the EVTOL, which is conducive to the rapid development of the EVTOL.

[0061] Optionally, for each first bus bar corresponding to each group of battery packs, the first bus bar is connected with at least one pair of symmetrical first electric drives. In this way, in the case that the circuit of any one of the first bus bars corresponding to each group of battery packs is abnormal and cannot supply power, the first electric drives connected with the first bus bar are as symmetrically distributed as possible. At this time, the power balance of the electric aircraft can be maintained as much as possible, thereby ensuring the flight safety of the electric aircraft.

[0062] The circuit of the first bus bar includes the first bus bar, a load connected with the first bus bar, a battery pack, an electric wire between the first bus bar and the load, and an electric wire (or a high-voltage wire) between the first bus bar and the battery pack.

[0063] Optionally, in the case that the number of pairs of symmetrical first electric drives is an integer multiple of the number of first bus bars corresponding to each group of battery packs, the power supply circuits of the pairs of first electric drives are evenly distributed in different first bus bars. In the case that the number of pairs of symmetrical first electric drives is not an integer multiple of the number of first bus bars corresponding to each group of battery packs, for example, the number a of pairs of symmetrical first electric drives is k times of the number b of first bus bars plus x, k is a positive integer, and x is a positive integer less than b; at this time, b*k pairs of first electric drives are evenly distributed in different first bus bars. For the remaining x pairs of first electric drives, if 2x is less than or equal to b, 2x first electric drives are distributed in different first bus bars; for the remaining x pairs of first electric drives, if 2x is greater than b, 2x first electric drives are preferentially distributed in different first bus bars until the number of remaining unallocated first electric drives is less than or equal to b, and the remaining unallocated first electric drives are distributed in different first bus bars. Through the above design, the power supply circuit of each first electric drive can be as evenly and symmetrically distributed as possible in each first bus bar corresponding to each group of battery packs. In this way, the power balance of the electric aircraft can be maintained as much as possible when the circuit of at least one of the first bus bars is abnormal, and the load balance between different first bus bars can also be maintained as much as possible.

[0064] For example, refer to Figure 4, the electric drives include 4 pairs of first electric drives arranged symmetrically and 1 pair of second electric drives arranged symmetrically; the first electric drives are lift electric drives, and the lift electric drives are 8 (i.e. 4 pairs), which are M1-M8 respectively. All the lift electric drives include two power supply circuits A and B. The high-voltage charging and distribution box includes 2, different high-voltage charging and distribution boxes are connected with different groups of battery packs, and the number of battery packs in the 2 groups of battery packs is 3, Figure 4 The middle-high-voltage charging and distribution box 1 is connected with a group of battery packs B1-B3, and the high-voltage charging and distribution box 2 is connected with another group of battery packs B4-B6. Each battery pack is connected with the power supply circuit of a pair of first electric drives through a first bus bar, and the power supply circuit of the remaining pair of first electric drives is connected to different battery packs through a first bus bar. Referring to Figure 4 Battery pack 1 is connected with first bus bar 1, and first bus bar 1 supplies power for the A route of lift electric drives M1, M2, M3 through a high-voltage line; battery pack 2 is connected with first bus bar 2, and first bus bar 2 supplies power for the A route of lift electric drives M4, M5, M7 through a high-voltage line; battery pack 3 is connected with first bus bar 3, and first bus bar 3 supplies power for the A route of lift electric drives M6 and M8 through a high-voltage line. According to Figure 3 It can be known that lift electric drives M1 and M3 are a pair of symmetric first electric drives, lift electric drives M5 and M7 are a pair of symmetric first electric drives, and lift electric drives M6 and M8 are a pair of symmetric first electric drives, that is, each first bus bar is connected with the A route power supply circuit of a pair of first electric drives, and the remaining pair of first electric drives M2 and M4 are connected to different first bus bars 1 and 2, so as to ensure load balance as much as possible.

[0065] Similarly, for the high-voltage charging and distribution box 2, battery pack 4 is connected with the first bus bar 5 in the high-voltage charging and distribution box 2, and the first bus bar 6 supplies power for the B route of lift electric drives M1, M2, M3 through a high-voltage line; battery pack 5 is connected with the first bus bar 6, and the first bus bar 6 supplies power for the B route of lift electric drives M4, M5, M7 through a high-voltage line; battery pack 6 is connected with the first bus bar 7, and the first bus bar 7 supplies power for the B route of lift electric drives M6 and M8 through a high-voltage line. At this time, each first bus bar is connected with the B route power supply circuit of a pair of first electric drives, and the remaining pair of first electric drives M2 and M4 are connected to different first bus bars 4 and 5, so as to ensure load balance as much as possible.

[0066] Figure 4 The symmetric lift electric drives connected by each first bus bar shown are only illustrative, and in other implementation manners, the numbers of the symmetric lift electric drives connected by each first bus bar can also be other manners, for example: the pair of lift electric drives connected by the first bus bar 1 is M2, M4, and which pair of lift electric drives is connected by each first bus bar can be set based on the shortest line principle, and the embodiment does not limit the symmetric lift electric drives connected by each first bus bar.

[0067] Optionally, for each first busbar corresponding to each group of battery packs, different first busbars are connected to different second electric drives.

[0068] Illustratively, the first busbar to which the second electric drive is connected is determined based on a load balancing principle.

[0069] For example, the second electric drive is a pair, and the power supply circuit of the pair of second electric drives is connected to different battery packs through the first busbar. That is, the second electric drive is a thrust electric drive, and the number of thrust electric drives is 2 (i.e., a pair). Since each power supply circuit of the 2 thrust electric drives is distributed on different first busbars, it can be ensured that even if one first busbar cannot supply power, the other thrust electric drive can still work, thereby ensuring the flight safety of the electric aircraft. Figure 4 The A route power supply circuit of the pair of thrust electric drives M9 and M10 is connected to the first busbars 1 and 3 in the high-voltage charging and distribution box 1 through high-voltage lines, at this time, the A route power supply circuit of M9 and M10 is connected to different first busbars.

[0070] Similarly, the B route power supply circuit of the pair of thrust electric drives M9 and M10 is connected to the first busbars 5 and 7 in the high-voltage charging and distribution box 2 through high-voltage lines, at this time, the B route power supply circuit of the thrust electric drives M9 and M10 is distributed on different first busbars.

[0071] Figure 4 The symmetric thrust electric drives connected to each first busbar shown are only illustrative, in other implementations, the symmetric thrust electric drives can also be distributed on other first busbars, for example, M9 in the thrust electric drive connected to the first busbar 2, M10 in the thrust electric drive connected to the first busbar 3, and each first busbar specifically connects which thrust electric drive can be set based on the shortest line principle, and the present embodiment does not limit the thrust electric drive connected to each first busbar.

[0072] Optionally, the load 210 further includes at least two air conditioning devices and at least two DC-DC converters DCDC; the at least two air conditioning devices are connected to different first busbars, and the at least two DC-DC converters are connected to different first busbars.

[0073] Optionally, in the case where the total number of air conditioning devices and DCDC is less than or equal to the number of first busbars, the air conditioning devices and DCDC are also arranged on different first busbars.

[0074] Illustratively, the first busbar to which the air conditioning device and the DCDC are connected is determined based on a load balancing principle.

[0075] For example, the air conditioning device includes 3, which are: high-voltage electric air conditioning device AC, high-voltage electric heating and blowing device PTC, and high-voltage battery thermal management device B-PTC. As shown in Figure 4As shown, B-PTC is connected to the first busbar 2, PTC is connected to the first busbar 3, and AC is connected to the first busbar 7. DCDC includes 2, such as Figure 4 As shown, DCDC1 is connected to the first busbar 1, and DCDC2 is connected to the first busbar 8. Different ring control devices and different DCDCs are connected to different first busbars.

[0076] Optionally, the load 210 on each closed circuit is connected to the closed circuit based on the shortest line principle, at this time, it can be guaranteed that the line in the electric aircraft is as short as possible, so as to reduce the weight of the electric wire, and be beneficial to the lightweight design of the electric aircraft.

[0077] Optionally, in the case that the electric aircraft includes a charging structure, the second busbar corresponding to the first battery pack group in the m groups of battery packs is connected with the charging structure; when the charging structure is connected with an external power supply, the first battery pack group is charged through the second busbar corresponding to the first battery pack group and the first busbar; the second busbar corresponding to the second battery pack group in the m groups of battery packs is electrically connected with the second busbar corresponding to the first battery pack group, so as to charge the second battery pack group through the electrical connection.

[0078] Among them, the second battery pack group is other groups of battery packs in the m groups of battery packs except the first battery pack group.

[0079] Exemplarily, the electrical connection between the second busbar corresponding to the first battery pack group and the second busbar corresponding to the second battery pack group can be realized through a high-voltage wire harness.

[0080] For example: refer to Figure 4 The second busbar 8 in the high-voltage charging and distribution box 2 is the second busbar corresponding to the first battery pack group, and the charging structure is connected to the second busbar 8. The charging structure DC Charger is connected to the second busbar 8 through the relay S1, so as to respectively perform direct current charging on the battery packs B4-B6 through the second busbar 8 and the first busbars 5, 6, and 7 connected with the second busbar 8. Since the second busbar 8 is electrically connected with the second busbar 4, the battery packs B1-B3 can be respectively charged through the second busbar 8, the second busbar 4 connected with the second busbar 8, and the first busbars 1, 2, and 3 connected with the second busbar 4.

[0081] At this time, when the electric aircraft is subjected to direct current fast charging, the fast charging relay S1 in the high-voltage charging and distribution box 2 is closed, and the high-voltage electric energy of the external power supply enters the fast charging loop of the high-voltage charging and distribution box 2 through the fast charging high-voltage line, and simultaneously charges the six battery packs.

[0082] Optionally, the first bus bar corresponding to each group of battery packs is connected with the second bus bar through a first protection device; the first protection device is used to cut off the connection between the first bus bar and the second bus bar in the case that the line where the first bus bar and / or the second bus bar is located is abnormal. For example, the first protection device is used to provide overload protection for the line connected therewith. In this embodiment, the first protection device has the function of monitoring the current flowing through the first protection device, and in other embodiments, the first protection device can also have the function of monitoring the voltage, temperature and other parameters of the first protection device, and the function of the first protection device is not limited in this embodiment. For example, the first protection device can be the protection device 1-6 in Figure 4 , and the protection device 1-6 can provide overload protection for the line where it is located. For example, when the bus bar 1 and / or the bus bar 4 connected with the protection device 1 is abnormal, the current flowing through the protection device 1 will be abnormal, at this time, the protection device 1 will monitor the abnormality of the current, thereby cutting off the connection between the bus bar 1 and the bus bar 4. Similarly, the protection devices 2-6 also provide overload protection for the line where they are located based on the same principle.

[0083] Optionally, the first bus bar is connected with the power supply circuit of the electric drive through a second protection device, and the second protection device connected with each electric drive is used to cut off the connection between the electric drive and the first bus bar in the case that the line where the electric drive is located is abnormal. For example, the second protection device can be the fuse F1-F25 in Figure 4 , and the fuse F1-F25 provides short circuit and overcurrent protection for the power supply circuit of each electric drive.

[0084] Through the above system architecture, when the electric aircraft is normally running, the high-voltage electricity of the battery pack is distributed to the electric drive, the environmental control and other high-voltage loads 210 through the bus bar, at the same time, the voltage of different battery packs is balanced through the first protection device and the second bus bar 4 and 8. In the case that the line where any one of the bus bars is located or any one of the battery packs is abnormal, the redundancy of the system enables the normal battery pack to supply power to the load 210 on the normal closed line, thereby ensuring the flight safety and reliability of the electric aircraft.

[0085] Among them, the abnormality of any one of the bus bars or any one of the battery packs includes but is not limited to at least one of the following:

[0086] 1. Short circuit abnormality occurs in the line where the first bus bar and / or the second bus bar corresponding to any one group of battery packs is located. At this time, the first protection device can detect the short circuit abnormality of the line where the first bus bar or the second bus bar is located, thereby being disconnected based on the overload protection function. At this time, the VCU can control the battery pack connected with the first bus bar which does not occur short circuit abnormality to supply power to the load 210 connected therewith, thereby ensuring the normal operation of the load 210.

[0087] In the case that a short circuit occurs in the circuit in which the first bus bar and / or the second bus bar corresponding to any one group of battery packs are arranged, the first protection device is controlled to be disconnected, including: in the case that the current monitored by each first protection device (i.e. the current flowing through the first protection device) is greater than the preset short circuit current threshold, all the first protection devices are controlled to be disconnected; or in the case that the current monitored by at least one first protection device is greater than the preset short circuit current threshold, all the first protection devices are controlled to be disconnected, and after a preset time period, the first protection device whose current is not greater than the preset short circuit current threshold is restored to be connected.

[0088] The preset time period is pre-stored in the electric aircraft, and can be 3s, 5s, etc. The embodiment does not limit the value of the preset time period.

[0089] The short circuit current threshold is determined based on the abnormal current collected by the first protection device when a short circuit occurs in the circuit in which the first bus bar and / or the second bus bar are arranged, and the short circuit current threshold is less than or equal to the abnormal current.

[0090] During the operation of the electric aircraft, any bus bar in the high-voltage charging and distribution box, external high-voltage circuit, battery pack and other devices can have a short circuit fault. For example, referring to Figure 5 Taking the local power grid directly connected with the battery pack B1 as an example, it is assumed that the short circuit point is at any point A or B of the high-voltage circuit between the first bus bar 1 or the battery pack B1 and the high-voltage charging and distribution box 1, and each first protection device will immediately detect the short circuit current flowing through the first protection device, and the short circuit current monitored by the protection device 1 is several times the current value monitored by other first protection devices. At this time, the VCU controls the 6 first protection devices to be disconnected, the battery pack B1 stops outputting due to the short circuit fault, the VCU controls the protection device 1 to remain in the disconnected state, and after a preset time period, the other 5 first protection devices are connected. The electric drives M1, M2, M3 and M9 lose the A high-voltage power supply, and since the B power supply is normal, the electric aircraft can still fly safely.

[0091] It is assumed that the short circuit point occurs at any point C of the first bus bar 4, at this time, each first protection device will immediately detect the short circuit current flowing through the first protection device and the current value is basically the same, the VCU controls the 6 first protection devices to be disconnected, the short circuit point is isolated, all the battery packs can normally provide electric energy, the 6 first protection devices remain disconnected, and each battery pack can only supply power to the load on the bus bar directly connected thereto, and the battery packs do not share electric energy and voltage balance, but do not affect the safe flight or landing of the aircraft.

[0092] Exemplarily, the first protection device whose current is not greater than the preset short-circuit current threshold is restored to be connected, including: determining whether the current before each first protection device is disconnected is a preset multiple of the current before other first protection devices are disconnected, and whether the battery pack connected by the first protection device through the first bus bar stops output; in the case that the current before the first protection device is disconnected is a preset multiple of the current before other first protection devices are disconnected, and the battery pack connected by the first protection device through the first bus bar stops output, it is indicated that the line where the first bus bar connected by the first protection device is located is short-circuited, the first protection device remains disconnected, and other first protection devices are restored to be connected. In the case that the currents before the first protection devices are disconnected are basically consistent, and the battery packs connected by each first protection device through the first bus bar all do not stop output, it is indicated that the line where the second bus bar is located is short-circuited, at this time, each first protection device remains disconnected.

[0093] Reference Figure 6 The control logic of the first protection device is shown in the figure, according to Figure 6 It can be known that, in the normal operation process of the electric aircraft, the first protection device can monitor the current of each first bus bar and send the current to the VCU. The VCU determines whether the current monitored by each first protection device is greater than a set value (i.e. the short-circuit current threshold in the foregoing); if yes (i.e. the current monitored by at least one first protection device is greater than the set value), all first protection devices are immediately disconnected; if no (i.e. the currents monitored by all first protection devices are less than or equal to the set value), all first protection devices are controlled to continue to be connected. After all first protection devices are disconnected, if it is determined that the current before a certain first protection device is disconnected is a preset multiple of the current before other first protection devices are disconnected, and the battery pack connected by the first protection device stops output, the first protection device remains disconnected, and other first protection devices are restored to be connected; if it is determined that the currents before the first protection devices are disconnected are basically consistent, and the battery packs connected by the first protection devices all do not stop output, each first protection device remains disconnected.

[0094] 2. A circuit interruption abnormality occurs in the line where the first bus bar corresponding to any one group of battery packs is located. At this time, the VCU can control the battery packs and the load 210 connected by the first bus bar which does not have the circuit interruption abnormality to normally operate.

[0095] For example, reference Figure 7 is made to the figure, and it is assumed that the battery pack B1 cannot provide electric energy to the load due to a body fault or an open circuit between the battery pack and the high-voltage charging and distribution box. Since the 6 battery packs in the system can share electric energy, M1, M2, M3 and M9 on the first bus bar 1 can still be provided with electric energy by the remaining 5 battery packs. Although one battery fault will affect the flight range to a certain extent, it does not affect the safe landing of the aircraft.

[0096] Having described above several embodiments of the disclosure, any modifications and variations that fall within the scope of the described embodiments are also intended to be within the scope of the disclosure. As will be apparent to those skilled in the art, some modifications and variations to the embodiments described above can be practiced while staying within the scope and spirit of the described embodiments. The foregoing description of the described embodiments has been presented for the purposes of illustration and description. It is not intended to be exhaustive or to limit the described embodiments to the precise form disclosed. Many modifications and variations are possible in light of the above teachings. It is intended that the disclosed embodiments be limited only by the claims.

Claims

1. An intelligent high-voltage charging and power distribution system for an electric aircraft, characterized in that, The system comprises: a load comprising electric drives, each electric drive comprising m power supply circuits; wherein the m is an integer greater than 1; n battery packs connected in parallel, for providing electric energy for the load through a high-voltage charging distribution box; the n battery packs are divided into m groups, and the m groups of battery packs supply power to the m power supply circuits respectively; wherein the n is an integer greater than 1; the m is an integer less than n; and bus bars in the high-voltage charging distribution box, comprising a first bus bar and a second bus bar corresponding to each group of battery packs, the number of the first bus bars is consistent with the number of the current group of battery packs, and each first bus bar is connected to each battery pack in the current group of battery packs respectively, and the second bus bar is used to connect each first bus bar corresponding to the current group of battery packs; the first bus bar is also used to connect the power supply circuit corresponding to the current group of battery packs, so that the electric energy of the current group of battery packs is distributed to the power supply circuit corresponding to the current group of battery packs through the first bus bar.

2. The system of claim 1, wherein, The first bus bar and the second bus bar corresponding to each group of battery packs are connected through a first protection device; the first protection device is used to cut off the connection between the first bus bar and the second bus bar in the case of abnormality of the line where the first bus bar and / or the second bus bar is located.

3. The system of claim 1, wherein, The electric drives comprise first electric drives, which are used to provide lift for the electric aircraft and are symmetrically distributed on the wings of the electric aircraft; For each first bus bar corresponding to each group of battery packs, the first bus bar is connected to at least one pair of symmetric first electric drives.

4. The system of claim 1, wherein, The electric drives comprise second electric drives, which are used to provide thrust for the electric aircraft and are symmetrically distributed on the tail of the electric aircraft; For each first bus bar corresponding to each group of battery packs, different first bus bars are connected to different second electric drives.

5. The system of claim 1, wherein, The second bus bar corresponding to a first group of battery packs in the m groups of battery packs is connected to a charging structure, and when the charging structure is connected to an external power source, the first group of battery packs is charged through the second bus bar and the first bus bar corresponding to the first group of battery packs; The second bus bar corresponding to a second group of battery packs in the m groups of battery packs is electrically connected to the second bus bar corresponding to the first group of battery packs, so as to charge the second group of battery packs through the electrical connection; Wherein, the second group of battery packs is other group of battery packs in the m groups of battery packs except the first group of battery packs.

6. The system of claim 1, wherein, The first bus bar and the power supply circuit of the electric drive are connected through a second protection device, and each electric drive connected to the second protection device is used to cut off the connection between the electric drive and the first bus bar in the case of abnormality of the line where the electric drive is located.

7. The system of claim 1, wherein, The load further comprises at least two environmental control devices and at least two direct current converters; the at least two environmental control devices are connected to different first bus bars, and the at least two direct current converters are connected to different first bus bars.

8. The system of any one of claims 1 to 7, wherein, The number of battery packs in each group of battery packs is equal, and each battery pack in the same group of battery packs is connected to the power supply circuit of the electric drive.

9. The system of any one of claims 1 to 7, wherein, The n battery packs are connected in parallel to provide a high-voltage platform with a working direct-current voltage range of 500V-900V and a rated voltage of 800V for the high-voltage charging and distribution box.

10. The system of claim 9, wherein, The electric drive includes 4 pairs of symmetrically arranged first electric drives and 1 pair of symmetrically arranged second electric drives; the value of m is 2; the high-voltage charging and distribution box includes 2, different high-voltage charging and distribution boxes are connected to different groups of battery packs; the value of n is 6, the number of battery packs in each group of battery packs is 3, each battery pack is connected to the power supply circuit of a pair of first electric drives through a first bus bar, the power supply circuit of the remaining pair of first electric drives is connected to different battery packs through a first bus bar, and the power supply circuit of a pair of second electric drives is connected to different battery packs through a first bus bar.

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