Power distribution circuit for electric aircraft

Abstract

A power distribution circuit for an electric aircraft includes multiple batteries and multiple electric propulsion systems. Each of the multiple power distribution circuits connects one of the multiple batteries to two or more electric propulsion systems. The multiple electric propulsion systems are positioned on the aircraft to apply a balancing force to the aircraft, so that in the event of a failure, the aircraft remains stable and experiences only a decrease in altitude or speed.

Description

[Technical Field]

[0001]

[0001] Cross-Reference to Related Applications This application is a continuation-in-part of U.S. Patent Application No. 17 / 202,855 entitled "POWER DISTRIBUTION CIRCUITS FOR ELECTRICALLY POWERED AIRCRAFT" filed on March 16, 2021, which claims priority to the specification of U.S. Provisional Patent Application No. 63 / 106,197 entitled "VTOL AIRCRAFT FAN TILTING MECHANISMS AND ARRANGEMENTS" filed on October 27, 2020, the entire contents of which are incorporated herein by reference for all purposes.

[0002]

[0002] Embodiments of the present description generally relate to power distribution systems for rechargeable electric vehicles. More specifically, the present embodiments relate to a plurality of isolated power distribution circuits that enable redundant power distribution to balanced propulsion systems for electric aircraft. [Background Art]

[0003]

[0003] Electric aircraft utilize a plurality of propulsion systems powered by two or more batteries for reliability and maneuverability. There is a need for new power distribution circuits that enable improved redundancy and aircraft stability in the event of various types of failure events. [Summary of the Invention]

[0004]

[0004] In some embodiments, a power distribution system for an electric aircraft is disclosed, comprising a plurality of batteries and a plurality of electric propulsion systems. The power distribution system also comprises a plurality of power distribution circuits, each of which couples each battery of the plurality of batteries to two or more of each electric propulsion system of the plurality of electric propulsion systems, and the two or more of each electric propulsion system is positioned on the electric aircraft to apply a balancing force to the electric aircraft. The power distribution system further comprises a plurality of electric buses, each electric bus coupling each pair of power distribution circuits from the plurality of power distribution circuits, and each of the plurality of electric buses coupling each two batteries of the plurality of batteries to four of the plurality of electric propulsion systems.

[0005]

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

[0006]

[0006] In various embodiments, the power distribution system further includes a plurality of ammeters, each of which is coupled to each of a plurality of batteries, and each of which is configured to measure the current entering and leaving each of the batteries, thereby allowing each battery to be uncoupled from each of the multiple electric buses of the plurality of ammeters when a maximum threshold current is exceeded or a minimum threshold current is not met.

[0007]

[0007] In some embodiments, the multiple batteries are 12 batteries, the multiple electric propulsion systems are 12 electric propulsion systems, the multiple power distribution circuits are 12 power distribution circuits, the multiple electric buses are 6 electric buses, and the multiple ammeters are 12 ammeters.

[0008]

[0008] In various embodiments, each of the 12 batteries is a single battery module. In some embodiments, the balancing force applied to the electric aircraft is balanced with respect to the center of gravity (CG) of the electric aircraft. In some embodiments, each of the two or more electric propulsion systems is oriented opposite to each other with respect to the center of gravity (CG) of the electric aircraft.

[0009]

[0009] In some embodiments, the power distribution system for electrically supplying power includes first and second batteries. The first electric propulsion system generates a first force, and the second electric propulsion system generates a second force, with the first and second forces balanced relative to the center of gravity of the aircraft. The power distribution system also includes a third electric propulsion system that generates a third force, and a fourth electric propulsion system that generates a fourth force, with the third and fourth forces balanced relative to the center of gravity of the electric aircraft. A first power distribution circuit connects the first battery to the first and second electric propulsion systems, and a second power distribution circuit connects the second battery to the third and fourth electric propulsion systems. The power distribution system also includes an electric bus that connects the first and second power distribution circuits, thereby connecting the first and second batteries to the first, second, third, and fourth electric propulsion systems.

[0010]

[0010] In various embodiments, the power distribution system further comprises: a first contactor coupled to a first battery and an electric bus, the first contactor being configured to disconnect the first battery from the electric bus; and a second contactor coupled to a second battery and an electric bus, the second contactor being configured to disconnect the second battery from the electric bus.

[0011]

[0011] In some embodiments, the power distribution system further includes a first ammeter coupled to a first battery, the first ammeter configured to measure the current entering and leaving the first battery, thereby allowing the first battery to be disconnected from the electric bus when a maximum threshold current is exceeded or a minimum threshold current is not met; and a second ammeter coupled to a second battery, the second ammeter configured to measure the current entering and leaving the second battery, thereby allowing the second battery to be disconnected from the electric bus when a maximum threshold current is exceeded or a minimum threshold current is not met.

[0012]

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

[0013]

[0013] In some embodiments, a first electric propulsion system is mounted on a first wing of an electric aircraft, a second electric propulsion system is mounted on a second wing of an electric aircraft, a third electric propulsion system is mounted on a first wing of an electric aircraft, and a fourth electric propulsion system is mounted on a second wing of an electric aircraft.

[0014]

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

[0015]

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

[0016]

[0016] In some embodiments, a method of powering an aircraft is disclosed, which includes supplying power to a first electric propulsion system and a second electric propulsion system via a first power distribution circuit coupled to a first battery, the first electric propulsion system being mounted on the left wing of the aircraft and the second electric propulsion system being mounted on the right wing of the aircraft, thereby the first electric propulsion system and the second electric propulsion system each exert a balancing force around the aircraft's center of gravity. The method also includes supplying power to a third electric propulsion system and a fourth electric propulsion system via a second power distribution circuit coupled to a second battery, wherein the third electric propulsion system is mounted on the left wing of the aircraft and the fourth electric propulsion system is mounted on the right wing of the aircraft, thereby applying the respective forces that balance the third and fourth electric propulsion systems around the center of gravity of the aircraft, and an electric bus coupling a first power distribution circuit and a second power distribution circuit, thereby the electric bus coupling a first battery and a second battery to the first electric propulsion system, a second electric propulsion system, a third electric propulsion system, and a fourth electric propulsion system, and a first contactor coupled to the first battery and the electric bus, and configured to disconnect the first battery from the electric bus, and a second contactor coupled to the second battery and the electric bus, and configured to disconnect the second battery from the electric bus. The method further includes uncoupling the first battery from the electric bus in response to a failure of the first battery. In various embodiments, the first battery has a single battery module, and the second battery has a single battery module.

[0017]

[0017] In some embodiments, an aircraft is disclosed comprising a fuselage, a pair of wing sections coupled to both sides of the fuselage, and a flat battery housing positioned horizontally in the rear region of the fuselage. The flat battery housing comprises 12 battery slots, each of which has space for one battery, with 6 battery slots arranged in two rows in the same horizontal plane, and the 12 batteries are arranged within the 12 battery slots.

[0018]

[0018] In order to better understand the nature and merits of this disclosure, refer to the following description and accompanying drawings. However, please understand that each of the drawings is provided for illustrative purposes only and is not intended to define any limitation of the scope of this disclosure. Also, as a general rule, unless it becomes clear from the description otherwise, elements that use the same reference numeral in different drawings are generally identical or at least similar in function or purpose. [Brief explanation of the drawing]

[0019] [Figure 1A] This is a simplified isometric view of an electric aircraft in a vertical flight configuration according to one embodiment of the present disclosure. [Figure 1B] This is a simplified isometric view of an electric aircraft in a horizontal flight configuration according to one embodiment of the present disclosure. [Figure 2] Figures 1A and 1B show a simplified diagram of a power distribution system for an electric aircraft, including six isolated primary power distribution circuits and six isolated redundant power distribution circuits. [Figure 3] Figure 2 is a schematic diagram of the power distribution system, illustrating the impact of battery failure. [Figure 4] Figure 2 is a schematic diagram of the power distribution system illustrating the effects of a contactor failure or short circuit in the power distribution bus. [Figure 5] Figure 2 is a schematic diagram of the power distribution system, illustrating the effects of a short circuit in the inverter or motor winding. [Figure 6] Figure 2 is a schematic diagram of the power distribution system, illustrating the effects of motor burnout. [Figure 7] It is a simplified diagram of a power distribution system for an electric aircraft shown in FIGS. 1A and 1B, the power distribution system comprising six insulated primary power distribution circuits and no redundant power distribution circuits. [Figure 8] It is a simplified diagram of a power distribution system for an electrically driven aircraft shown in FIGS. 1A and 1B, the power distribution system comprising six primary power distribution circuits and six redundant power distribution circuits coupled to each other via fuses to form a common power bus. [Figure 9] It is a simplified diagram of a power distribution system for an electric aircraft shown in FIGS. 1A and 1B, the power distribution system comprising six insulated primary power distribution circuits coupled to each other via fuses to form a common power bus. [Figure 10] It is a simplified diagram of a power distribution system for an electric aircraft shown in FIGS. 1A and 1B, the power distribution system comprising twelve batteries. [Figure 11] It is a simplified diagram of a power distribution system for an electric aircraft shown in FIGS. 1A and 1B, the power distribution system comprising six pairs of power distribution circuits, each pair being coupled to each other via a fuse to form six insulated power buses. [Figure 12] It is a simplified diagram of a power distribution system for an electric aircraft shown in FIGS. 1A and 1B, the power distribution system comprising twelve batteries and twelve ammeters. [Figure 13A] It is a diagram showing two examples of battery housings for an electric aircraft shown in FIGS. 1A and 1B. [Figure 13B] It is a diagram showing two examples of battery housings for an electric aircraft shown in FIGS. 1A and 1B. [Figure 14A] It is a diagram showing a process for loading a flat battery housing 1305 into an aircraft according to an embodiment. [Figure 14B] It is a diagram showing a process for loading a flat battery housing 1305 into an aircraft according to an embodiment. [Figure 14C] It is a diagram showing a process for loading a flat battery housing 1305 into an aircraft according to an embodiment. [Figure 14D]This figure shows the process for loading a flat battery housing 1305 into an aircraft according to an embodiment. [Modes for carrying out the invention]

[0020]

[0033] The technology disclosed herein generally relates to electric aircraft including multiple tilt electric propulsion systems. More specifically, the technology disclosed herein provides a power distribution system including multiple isolated power distribution circuits coupled to separate batteries via contactors. Each power distribution circuit supplies power to multiple balanced electric propulsion systems so that a failure in the power system results in a stable change in the aircraft's speed or altitude, but not rotation. Various embodiments of the invention, including methods, processes, systems, devices, etc., are described herein.

[0021]

[0034] To better understand the features and embodiments of the power distribution systems for electric aircraft as described herein, further context of this disclosure is provided in the following sections by describing specific implementations of electric vertical take-off and landing (VTOL) aircraft according to embodiments of this disclosure. These embodiments are merely examples, and the power distribution systems may be used in other types of electric vehicles not shown herein.

[0022]

[0035] Herein, several exemplary embodiments are described with reference to the accompanying drawings that form part of this specification. The following description provides only embodiments and is not intended to limit the scope, applicability, or configuration of the disclosure. Rather, the following description of embodiments provides a description that enables one or more embodiments to be implemented by a person skilled in the art. It will be understood that various modifications can be made to the function and arrangement of elements without departing from the spirit and scope of this disclosure. In the following description, certain details are given to provide a complete understanding of a particular embodiment of the invention for illustrative purposes. However, it will be apparent that various embodiments can be implemented without these specific details. The drawings and description are not intended to limit. The terms “example” or “exemplary” are used herein to mean “serving as an example, case, or illustration.” Any embodiment or design described herein as “exemplary” or “example” should not necessarily be construed as being preferable or advantageous to other embodiments or designs.

[0023]

[0036] Figures 1A and 1B show simplified isometric views of an electric VTOL aircraft 100 having 12 inclined electric propulsion systems 105(1) to 105(12) according to an embodiment of the present disclosure. More specifically, Figure 1A shows the aircraft 100 in a vertical flight configuration, and Figure 1B shows the aircraft 100 in a horizontal flight configuration.

[0024]

[0037] As shown in Figures 1A and 1B, in some embodiments, the aircraft 100 may be configured to carry one or more passengers and / or cargo and may be automatically and / or remotely controlled (for example, it may not require an onboard pilot to operate the aircraft). In the illustrated example, the aircraft 100 includes a fuselage 110 which may include a passenger cabin section for carrying passengers and / or cargo. Propulsion systems 105(1) to 105(12) may be mounted on both ends of the boom 115. One or more booms 115 may be coupled to each wing section 120, 125 of the aircraft 100 so that the aircraft 100 may have any number of propulsion systems 105. For example, each wing section 120, 125 may include three booms 115, each boom including a pair of inclined electric propulsion systems 105 mounted on it.

[0025]

[0038] The aircraft 100 is shown in Figures 1A and 1B using three mutually perpendicular coordinate axes X, Y, and Z, the intersection of which is the aircraft's center of gravity (CG) 130. The aircraft 100 has six degrees of freedom, including forces Fx, Fy, Fz in each coordinate axis direction and moments Mx, My, Mz around each coordinate axis. The aircraft 100 includes a left wing section 125 opposite a right wing section 120, both of which are attached to the fuselage 110. In this embodiment, the propulsion system 105 is distributed along each wing section 120,125 in equal numbers to the left wing section 125, equal numbers to the right wing section 120, equal numbers forward of each wing section, and equal numbers behind each wing section. The even distribution of the propulsion system 105 around the CG 130 of the aircraft 100 allows for linear and horizontal flight by applying equal power to each propulsion system, as all the forces applied by each propulsion system are balanced around the CG. Of course, the changes in applied force and moment can be controlled by changing the power supplied to one or more of the propulsion systems 105.

[0026]

[0039] The aircraft 100 includes a power distribution system (not shown in Figures 1A and 1B) that supplies power from multiple batteries to each propulsion system 105, as will be described in detail below. In one embodiment, each power distribution circuit includes at least two propulsion systems 105 that balance around CG 130, so that in the event of a power distribution circuit failure, the forces applied to the aircraft by the propulsion systems balance around CG. For example, propulsion systems 105(1) and 105(12) may be in one power distribution circuit, and propulsion systems 105(6) and 105(7) may be in different power distribution circuits.

[0027]

[0040] For example, in the configuration shown in Figure 1A, if any power distribution circuit fails, the aircraft 100 will only experience a change in force (Fz) along the Z-axis, and no changes in other forces or moments (Fx, Fy, Mx, My, or Mz), causing the aircraft to change altitude at best, but not pitch or roll. Other examples of balanced propulsion systems include, in addition to the above, 2, 11, 5, 8, 3, 10, 4, 9, 1, 6, 7, 12, 2, 5, 8, 11, and 3, 4, 9, 10. Those skilled in the art will understand that the number and location of the electric propulsion systems 105 are not limited to those shown in Figures 1A and 1B, and that the aircraft may include fewer or more propulsion systems located at other locations on the aircraft.

[0028]

[0041] Figure 2 shows a simplified power distribution system 200 for the aircraft 100 shown in Figures 1A and 1B. As shown in Figure 2, the power distribution system 200 includes 12 isolated power distribution circuits 205(1) to 205(12), each connected to one of 6 batteries 220(1) to 220(6) through contactors 215(1) to 215(12), and arranged to supply power to two or more propulsion systems 105 balanced around CG130 (see Figures 1A and 1B), as will be described in detail below. More specifically, in this particular embodiment, there are 6 primary isolated power distribution circuits 205(1) to 205(6) and 6 redundant isolated power distribution circuits 205(7) to 205(12). Each power distribution circuit 205 supplies power to a balanced pair of propulsion systems.

[0029]

[0042] For example, the primary power distribution circuit 205(1) is coupled to the battery 1 220(1) through the contactor 215(1) and supplies power to the balanced propulsion systems 105(1) and 105(12). As shown in Figures 1A and 1B, the propulsion system 105(1) is at the same distance (e.g., along the +Y axis) from CG130 along the left wing section 125, and the propulsion system 105(12) is at the same distance (e.g., along the +Y axis) from CG130 along the right wing section 120, so the propulsion systems 105(1) and 105(12) provide a balanced moment Mx around the X axis and are balanced around CG130 (see Figures 1A and 1B). Furthermore, the same distance (along the +X axis) in front of CG130 for the propulsion system 105(11) is behind CG (along the -X axis) for the propulsion system 105(12) and provides a balanced moment My around the Y axis. The balanced propulsion systems can also be called "opposite" with respect to CG130. Therefore, when the battery 220(1) supplies increased or decreased power to the power distribution circuit 205(1), the aircraft 100 shown in Figure 1A only ascends or descends (for example, changes in force along the Z axis) and does not rotate around the X, Y, or Z axis (in the flight configuration shown in Figure 1).

[0030]

[0043] In this particular embodiment, each propulsion system 105 includes primary controllers 225(1) to 225(12) coupled to primary windings 230(1) to 230(12), and redundant controllers 235(1) to 235(12) coupled to redundant windings 240(1) to 240(12). The primary windings 230(1) to 230(12) and redundant windings 240(1) to 240(12) each couple power to the respective shafts 245(1) to 245(12) that rotate the respective propellers 250(1) to 250(12). The primary controller 225 and primary winding 230 are electrically isolated from the redundant controller 235 and redundant winding 240, so that even if one controller or winding fails, the shaft 245 still receives half the power from the other controller and winding.

[0031]

[0044] For example, propulsion system 105(1) receives half of its power from battery 220(1) through a primary power distribution circuit 205(1) coupled to the primary controller 225(1) and primary winding 230(1), and half of its power from battery 220(6) through a redundant power distribution circuit 205(12) coupled to the redundant controller 235(1) and redundant winding 240(1). Therefore, if battery 220(1) fails, propulsion system 105(1) will still receive half of its power from battery 220(6). Since propulsion systems 105(1) and 105(12) are balanced, the power supplied to each propulsion system is the same. In some embodiments, a control or computer system 255 is used to compensate for and boost the power supplied from battery 6 220(6) to the propulsion systems 105(1) and 105(12) in order to compensate for a 1 / 2 power loss due to a failure of battery 1 220(1).

[0032]

[0045] Similarly, battery 2 220(2) supplies power to propulsion systems 105(2) and 105(11) through the primary power distribution circuit 205(2), battery 3 220(3) supplies power to propulsion systems 105(3) and 105(10) through the primary power distribution circuit 205(3), battery 4 220(4) supplies power to propulsion systems 105(4) and 105(9) through the primary power distribution circuit 205(4), battery 5 220(5) supplies power to propulsion systems 105(5) and 105(8) through the primary power distribution circuit 205(5), and battery 6 220(6) supplies power to propulsion systems 105(6) and 105(7) through the primary power distribution circuit 205(6).

[0033]

[0046] In this embodiment, there are also six redundant power distribution circuits 205(7) to 205(12). Battery 1 220(1) supplies power to propulsion systems 105(6) and 105(7) through redundant power distribution circuit 205(7), Battery 2 220(2) supplies power to propulsion systems 105(5) and 105(8) through redundant power distribution circuit 205(8), Battery 3 220(3) supplies power to propulsion systems 105(4) and 105(9) through redundant power distribution circuit 205(9), Battery 4 220(4) supplies power to propulsion systems 105(3) and 105(10) through redundant power distribution circuit 205(10), Battery 5 220(5) supplies power to propulsion systems 105(2) and 105(11) through redundant power distribution circuit 205(5), Battery 6 220(6) supplies power to the propulsion systems 105(1) and 105(12) through the redundant power distribution circuit 205(6). As will be understood by those skilled in the art who benefit from this disclosure, the primary and redundant power distribution circuits, as well as other components of the propulsion systems, are also within the scope of this disclosure.

[0034]

[0047] As shown in Figure 2, each primary and redundant power distribution circuit 205 is coupled to its respective battery 220 via its respective contactor 215(1) to 215(12). That is, each contactor 215 controls the power supplied to the balanced pair of propulsion systems 105 via its respective power distribution circuit 205. In some embodiments, each contactor 215 is an electromechanical relay, while in other embodiments, it can be a variety of devices including, but not limited to, one or more solid-state switches. In various embodiments, the contactors 215 can be controlled using a current sensing circuit that senses the current flowing into or out of each battery 220. When the current reaches a predetermined threshold, the contactor 215 can open, interrupting the connection between the battery 220 and its respective power distribution circuit 205. Each power distribution circuit 205 shown in Figure 2 by a single line represents a DC circuit including at least a power conductor and a ground conductor. In some embodiments, a common ground conductor can be used for two or more power distribution circuits 205. In various embodiments, the contactor 215 may be placed only between the positive conductor or the ground conductor and the battery 220, while in other embodiments, it may be placed between both the power conductor and the ground conductor. In further embodiments, a fuse may be used instead of, or in addition to, the contactor 215.

[0035]

[0048] In some embodiments, the control system 255 may be coupled to controllers 225, 235, contactors 215 and / or batteries 220 to control one or more functions of the power distribution system 200, as will be described in detail below. In one embodiment, the control system 255 may make adjustments in one or more controllers 225, 235 to maintain the batteries 220 in a similar charge state. More specifically, in some embodiments, one or more batteries 220 may be degraded (e.g., old or having experienced many discharge cycles), have reduced charge capacity, and / or one or more batteries may have been replaced with newly charged batteries, resulting in the batteries being in unequal charge states. The control system 255 may receive information about the charge state of each battery 220 and adjust the power drawn from each battery by adjusting the operation of one or more controllers 225, 235.

[0036]

[0049] In some embodiments, each controller 225, 235 includes an inverter that receives DC power from a power distribution circuit 205 and converts it into AC power supplied to motor windings 230, 240 with respect to torque, rpm, blade pitch angle, etc. In various embodiments, each propulsion system 105 includes an AC motor, but in other embodiments, it may include multiple motors coupled to a single shaft, and in further embodiments, these may be DC motors. In some embodiments, such as those shown in Figures 1A and 1B, the aircraft 100 is overoperated, i.e., has more propulsion systems 105 (e.g., 12) than degrees of freedom (e.g., 6), and therefore the control system 255 can adjust countless combinations of controllers 225, 235 to maintain an equal charge state among all batteries by discharging certain batteries 220 faster or slower than others. Therefore, the control system 255 can use force and moment (e.g., Fx, Fy, Fz, Mx, My, Mz) as well as the charge state of the battery 220 as inputs, and can output commands to the controllers 225 and 235 to optimize the charge state and power usage.

[0037]

[0050] In some embodiments, the balanced arrangement of the propulsion systems 105 of the aircraft 100 even allows for the discharge of batteries 220 during crosswinds and other conditions. For example, as shown in Figure 1A, a crosswind approaching from left to right, for example, from propulsion systems 105(1) and 105(7) toward propulsion systems 105(6) and 105(12), reduces power consumption from propulsion systems 105(1) and 105(7) and increases power consumption from propulsion systems 105(6) and 105(12). However, as shown in Figure 2, propulsion systems 105(1) and 105(12) are coupled to the same battery (e.g., batteries 220(1) and 220(6)), and therefore the increase in power consumption of 105(12) offsets the decrease in power consumption of 105(1), thus allowing batteries 220(1) and 220(6) to maintain a relatively similar discharge rate to batteries 220(2) through 220(5). Similarly, propulsion systems 105(6) and 105(7) are in balance.

[0038]

[0051] In some embodiments, one or more diodes can be coupled in series with the power distribution circuit so that current flows only from the battery and not to the battery, protecting the power distribution system in the event of a battery short circuit. In other embodiments, the power distribution system enables regenerative charging, where the propulsion system generates energy (e.g., during descent) and transmits power to the battery.

[0039]

[0052] Figures 3 to 6 illustrate the operation of the power distribution system 200 in the event of an exemplary failure mode. Other failure modes and the power distribution system's response to the failure modes are not shown but are within the scope of this disclosure. Figure 3 shows the power distribution system 200 as shown in Figure 2, but in Figure 3, battery 220(1) is shown as having failed. As shown in Figure 3, the failed battery 220(1) opens contacts 215(1) and 215(7), thereby preventing power from being supplied to the propulsion system 105(1) via the primary controller 225(1), to the propulsion system 105(12) via the primary controller 225(12), to the propulsion system 105(6) via the redundant controller 235(6), and to the propulsion system 105(7) via the redundant controller 235(7). Therefore, the propulsion systems 105(1), 105(6), 105(7), and 105(12) receive half of the power they were receiving before battery 220(1) failed.

[0040]

[0053] As described above, in some embodiments, the control system 255 can detect a fault, open contactors 215(1), 215(7), and immediately increase power from battery 220(6) to propulsion systems 105(1), 105(6), 105(7), and 105(12) to restore 100% power to the aircraft. Alternatively, due to the balanced nature of the power distribution circuit 205, the control system 255 can increase power to propulsion systems 105(1) and 105(12) to compensate for the entire power loss from battery 220(1), or alternatively increase power to propulsion systems 105(6) and 105(7). Alternatively, the control system 255 can perform a complex operation, for example, to compensate for a fault and increase power from battery 220(2) to propulsion systems 105(2) and 105(11). Those skilled in the art who benefit from this disclosure will understand the many different options that the controller may use to compensate for the loss of battery 220(1).

[0041]

[0054] Figure 4 shows the power distribution system 200 shown in Figure 2, but in Figure 4, the battery contactor 215(1) is faulty and / or there is a short circuit in the power distribution circuit 205(1). As shown in Figure 3, when the fault is detected, the contactor 215(1) can be opened, which cuts off the power from the power distribution circuit 205(1) that supplies power to the balanced propulsion systems 105(1) and 105(12). Thus, the power is reduced towards the aircraft 100 in a balanced state. Since the contactor 215(1) cuts off the connection between the fault and the battery 220(1), the battery can still supply power to the power distribution circuit 205(7) and the propulsion systems 105(6) and 105(7) via the contactor 215(7).

[0042]

[0055] Figure 5 shows the power distribution system 200 shown in Figure 2, but in Figure 5, the primary controller 225(1) and / or primary winding 230(1) have failed. As shown in Figure 5, when a failure is detected, the contactor 215(1) can be opened, which cuts off power from the power distribution circuit 205(1) and the battery 220(1) to the primary controller 225(1) and primary winding 230(1). The propulsion system 105(1) can still receive half of the power from the battery 220(6) via the redundant power distribution circuit 205(12).

[0043]

[0056] Figure 6 shows the power distribution system 200 shown in Figure 2, but in Figure 6, the shaft 245(1) of the first propulsion system 105(1) is immobile. As shown in Figure 6, when a fault is detected, contactor 215(1) can be opened, which cuts off power from the power distribution circuit 205(1) and the battery 220(1). Similarly, contactor 215(12) can be opened, which cuts off power from the redundant power distribution circuit 205(12) and the battery 220(6). Due to the balanced arrangement, opening contactors 215(1) and 215(12) also results in a complete loss of power supplied to the propulsion system 105(12). Since the power loss to the propulsion systems 105(1) and 105(12) is balanced, the aircraft 100 will not rotate in response to the fault, but will only lose altitude or speed. The control system 255 can compensate for the fault in countless ways, as described above.

[0044]

[0057] Figure 7 shows a power distribution system 700 similar to the power distribution system 200 shown in Figure 2, but in Figure 7, the redundant power distribution circuits 205(7) to 205(12) have been removed. As shown in Figure 7, each propulsion system 705(1) to 705(12) has only a primary controller 225 and a primary winding 230. The primary power distribution circuits 205(1) to 205(6) still supply power to the propulsion system 105 in a balanced state. However, if the primary power distribution circuits 205(1) to 205(6) fail, there is no redundant power distribution circuit to continue supplying power to the propulsion system 705. For example, if the battery 220(1) fails, the contactor 215(1) opens, and the balanced propulsion systems 705(1) and 705(12) stop operating. The control system 255 can be compensated by increasing the power supplied from the battery 220(6) to the balancing propulsion systems 705(6) and 705(7), or by taking any of the numerous other actions.

[0045]

[0058] Figure 8 shows a power distribution system 800 similar to the power distribution system 200 shown in Figure 2, but in Figure 8, each primary power distribution circuit 205(1) to 205(6) and each redundant power distribution circuit 205(7) to 205(12) are connected together with fuses 805(1) to 805(10). As shown in Figure 8, the first fuse 805(1) connects the first and second primary power distribution circuits 205(1) and 205(2), respectively, and the second fuse 805(2) connects the second and third primary power distribution circuits 205(2) and 205(3), respectively. Similar connections are made for the third fuse 805(3) to the fifth fuse 805(5), respectively. Similarly, redundant power distribution circuits 205(7) to 205(12) are both connected to the sixth fuse 805(6), which connects the first and second redundant power distribution circuits 205(7) and 205(8), respectively, and to the seventh fuse 805(7), which connects the second and third redundant power distribution circuits 205(8) and 205(9), respectively. Similar connections are made to the eighth fuse 805(8) to the tenth fuse 805(10), respectively.

[0046]

[0059] Since fuses 805 are all electrically coupled together, all power distribution circuits 205 will have a common voltage level. This arrangement allows for even discharge and power sharing of the batteries 220 along the common bus. In the event of a battery short-circuit failure, such as in battery 220(2), the first fuse 805(1), the second fuse 805(2), the sixth fuse 805(6), and the seventh fuse 805(7) will blow, isolating the first battery 220(1) from batteries 220(3) to 220(6). Essentially, the failure “isolates” the failed power distribution circuit as a result of the fuses on both sides of the failure being blown. In some embodiments, as shown in Figure 2, contactors may be included to uncouple each battery from the primary and / or redundant power distribution circuits.

[0047]

[0060] Figure 9 shows a power distribution system 900 similar to the power distribution system 800 shown in Figure 8 and the power distribution system 200 shown in Figure 2, but in Figure 9, redundant power distribution circuits 205(7) to 205(12) are omitted. As shown in Figure 9, each propulsion system 905 has only a primary controller 225 and a primary winding 230. To form a common bus and supply power to the propulsion systems 905 in a balanced manner, the primary power distribution circuits 205(1) to 205(6) are each coupled to one another via fuses 805(1) to 805(5). Since the fuses 805 are all electrically coupled together, all power distribution circuits 205 will have a common voltage level. This arrangement allows for even discharge and power sharing of the battery 220 along the common bus. Similar to Figure 8, in the event of a failure, the failed power distribution circuit and / or battery will be “isolated” by blowing one or more fuses on either side of the failure. In some embodiments, as shown in Figure 2, contactors may be included to disconnect each battery from the primary and / or redundant power distribution circuit.

[0048]

[0061] Referring back to Figure 2, we see six batteries 220(1) to 220(6). Embodiments allow each of these batteries to contain any appropriate number of battery cells. For example, each of batteries 220(1) to 220(6) may have one battery module. In other embodiments, each of batteries 220(1) to 220(6) may contain two battery modules. In this case, each of batteries 220(1) to 220(6) is called a battery pack, and each battery pack contains multiple battery modules, each module containing one or more battery cells.

[0049]

[0062] Figure 10 shows a power distribution system 1000 similar to the power distribution system 200 shown in Figure 2, but in Figure 10 there are 12 batteries 220(1) to 220(12) instead of 6. In some embodiments, each of the 12 batteries 220(1) to 220(12) contains one battery module. Therefore, if each of the 6 batteries 220(1) to 220(6) in Figure 2 is a battery pack having 2 battery modules, Figure 10 shows each battery module, thereby separating the two battery modules for a given battery shown in Figure 2. For example, battery 1 220(1) with 2 battery modules from Figure 2 becomes battery 1 220(1) with 1 battery module and battery 7 220(7) with 1 battery module in Figure 10. Therefore, the total number of battery modules may be 12 in any case, but the configuration, packaging and / or wiring may differ.

[0050]

[0063] As shown in Figure 10, the power distribution circuits 205(1) to 205(12) and contactors 215(1) to 215(12) can remain configured as in Figure 2. However, each battery is connected to a single contactor here, instead of two contactors. As a result, instead of the primary and redundant power distribution circuits sharing a battery power source, each primary and redundant power distribution circuit is coupled to its own dedicated battery. Furthermore, each battery here supplies power to the two propulsion systems in Figure 10, in contrast to the four propulsion systems in Figure 2. For example, in Figure 2, battery 1 220(1) supplies power to propulsion systems 105(1) and 105(12) through the primary power distribution circuit 205(1), and to propulsion systems 105(6) and 105(7) through the redundant power distribution circuit 205(7). In Figure 10, battery 1 220(1) still supplies power to propulsion systems 105(1) and 105(12) through the primary power distribution circuit 205(1). However, battery 7 220(7) here supplies power to propulsion systems 105(6) and 105(7) through the redundant power distribution circuit 205(7).

[0051]

[0064] According to some embodiments, the configuration shown in Figure 10 can still supply at least the same or similar amount of power to the propulsion systems 105(1) to 105(12) as in Figure 2. Each of the 12 batteries 220(1) to 220(12) may contain one battery module instead of two, so that each of the 12 batteries 220(1) to 220(12) powers two propulsion systems instead of four, thereby the power consumption per battery module remains the same or similar as in the configuration shown in Figure 2.

[0052]

[0065] If the arrangement of the power distribution circuits 205(1) to 205(12) and contactors 215(1) to 215(12) is the same as in Figure 2, the various advantages regarding redundancy, balance, and stable failure modes described above remain valid in the configuration shown in Figure 10. Further advantages are also provided by the 12-battery configuration in Figure 10. In Figure 2, if one battery module fails, the entire battery pack (which may include, for example, one or more healthy battery cells) is disconnected and isolated. For example, the failure mode shown in Figure 3 may be due to the failure of one of the two battery modules in the battery pack. In contrast, in Figure 10, if one battery module fails, that battery module can be individually disconnected and isolated, while other nearby battery modules can remain operational. For example, if battery 1 220(1) fails (similar to the failure mode shown in Figure 3), battery 7 220(7) can continue to operate. Therefore, the power reduction is only 1 / 12, not 1 / 6. As mentioned above, if one battery fails, the other batteries may operate to provide a higher power output to compensate for the loss of the failed battery. In Figure 2, the remaining batteries may be controlled to provide an additional 1 / 5 on average (total power output is 6 / 5 of the normal, or 120%). In contrast, in Figure 10, the remaining batteries may be controlled to provide an additional 1 / 11 on average (total power output is 12 / 11 of the normal, or 109%). This small requirement for increased power output in each battery module can make management easier and more reliable.

[0053]

[0066] In Figure 2, if two batteries fail, the remaining batteries need to supply even more power. If four out of six batteries remain, the remaining batteries need to supply an additional 2 / 4 power on average (total power output is 6 / 4 of the normal, or 150%). Operating batteries at 150% power output may be impossible or unsafe. Therefore, a six-battery configuration may not tolerate the simultaneous failure of two batteries. On the other hand, in Figure 10, if two batteries (each containing one battery module) fail, ten batteries (or battery modules) still remain. If ten out of twelve batteries remain, the remaining batteries need to supply an additional 2 / 10 power on average (total power output is 12 / 10, 6 / 5, or 120%). Therefore, in Figure 10, even if two batteries fail simultaneously, the increased load on the remaining batteries (120% power) is still as low as in the case of a single-cell failure in Figure 2. Therefore, a 12-battery configuration may be able to tolerate the simultaneous failure of two batteries. According to some embodiments, the 12-battery configuration in Figure 10 may be able to tolerate the simultaneous failure of two, three, four, or any other appropriate number of batteries without causing a fatal failure. Thus, even if the number of battery modules is the same, the battery module configurations shown in Figure 10 can withstand a high battery failure rate, improving aircraft safety and facilitating proof that the aircraft meets aviation safety standards.

[0054]

[0067] Figure 11 shows a power distribution system 1100 similar to the power distribution system 1000 shown in Figure 10, but in Figure 11, a pair of power distribution circuits are connected to each other via a common electric bus. Specifically, each primary power distribution circuit shares a common bus with a pair of corresponding redundant power distribution circuits, resulting in six electric buses. For example, the first common bus shown in connection 205(13) connects the primary power distribution circuit 205(1) to the redundant power distribution circuit 205(7), the second common bus shown in connection 205(14) connects the primary power distribution circuit 205(2) to the redundant power distribution circuit 205(8), and the third common bus shown in connection 205(15) connects the primary power distribution circuit 205(3) to the redundant power distribution circuit 205(9). The fourth common bus, indicated by connection 205(16), connects the primary power distribution circuit 205(4) with the redundant power distribution circuit 205(10); the fifth common bus, indicated by connection 205(17), connects the primary power distribution circuit 205(5) with the redundant power distribution circuit 205(11); and the sixth common bus, indicated by connection 205(18), connects the primary power distribution circuit 205(6) with the redundant power distribution circuit 205(12). As a result, in Figure 11, instead of 12 isolated power distribution circuits and batteries 220(1) to (12) (as shown in Figure 10), there may be six sets of six isolated power distribution circuits and pairs of batteries. Furthermore, the batteries 220(1) to (12) and each contactor 215(1) to (12) can be electrically coupled to multiple (e.g., four) propulsion systems 105(1) to 105(12).

[0055]

[0068] The common electric bus 205(13)-205(18) provides the primary power distribution circuit and a pair of redundant power distribution circuits with a common voltage level that passively balances them when they are electrically coupled to each other. This allows for even discharge of each set of batteries in a pair. For example, battery 1 220(1) and battery 7 220(7) share the common bus and therefore discharge evenly together. This advantageously makes it simple and easy to maintain batteries 220(1)-(12) in similar charge states. Instead of monitoring the charge states separately and adjusting the battery operation of 12 separate batteries to actively balance the 12 charge states, the control system 255 can monitor six sets of batteries in a pair and control the six charge states to actively balance them. Controlling six environments is simpler than controlling twelve environments.

[0056]

[0069] The embodiment allows for the inclusion of contactors 215(1) to 215(12) and / or fuses, thereby enabling isolation from a pair of battery cells in the event of a single battery cell failure. Figure 11 is similar to Figure 2 in that two battery cells can jointly power four propulsion systems 105(1) to 105(12), and similar to Figure 10 in that a single battery failure can be isolated without the need to sacrifice a second pair of batteries. Advantageously, in the event of a battery failure, the remaining batteries on the common bus can still power all four coupled propulsion systems.

[0057]

[0070] Figure 12 shows a power distribution system 1200 similar to the power distribution system 1100 shown in Figure 11, but Figure 12 includes 12 ammeters 260(1) to (12). Each ammeter 260(1) to (12) can be placed between the corresponding battery and the power distribution circuit. In embodiments that also include contactors 215(1) to (12), the ammeters can be placed on any suitable side of the contactors. In some embodiments, the ammeters and contactors can be combined as a single component.

[0058]

[0071] The ammeters 260(1)-(12) provide a method for detecting and isolating a faulty battery using simple electronic equipment (for example, instead of software). If one of the batteries 220(1)-(12) experiences thermal runaway, a drop in voltage output may occur. If two batteries are coupled to a common bus, the thermally runaway battery may be overpowered by the pair of properly functioning batteries, which may cause current to flow back into the faulty battery. The ammeters 260(1)-(12) can measure the current and can be used to detect whether the current is flowing in the wrong direction (or otherwise exceeding limits). For example, if battery 7 220(7) is thermally runaway, the ammeter 260(7) for battery 1 220(7) may detect a reverse current (or detect that the minimum threshold current is not being met). In this case, battery 7 220(7) can be disconnected from the system (for example, by contactor 215(7)) or otherwise isolated. Similarly, if the current detected by the ammeter 260(7) is too high (for example, exceeding the maximum threshold current), the battery 7 220(7) can be disconnected.

[0059]

[0072] When safety is critical in aviation, it may be advantageous to use simple electronic circuits such as ammeters 260(1)-(12) instead of other complex electronic devices (e.g., field-programmable gate arrays) or software-based tools that require complex and labor-intensive redundancy.

[0060]

[0073] Figures 13A and 13B show two examples of a battery housing according to an embodiment. As shown in Figure 13A, a stacked battery housing 1300 can provide 12 battery slots 1310(A)-(L), each of which can contain space for one battery. Each of the battery slots 1310(A)-(L) can have two rows of 6 battery slots, with the first row of 6 battery slots positioned below the second row of another 6 battery slots. All 12 battery slots 1310(A)-(L) can be located in the same vertical plane, but not in the same horizontal plane.

[0061]

[0074] As shown in Figure 13B, the flat battery housing 1305 can provide 12 slots 1310(A)-(L) in various configurations. Each of the slots 1310(A)-(L) can have two rows of 6 slots, with the first row of 6 slots positioned in front of the second row of another 6 slots. All 12 slots 1310(A)-(L) can be located in the same horizontal plane, but not in the same vertical plane. As an example, the flat battery housing 1305 may have dimensions of approximately 41 inches in length, 42 inches in width, and 8 inches in height.

[0062]

[0075] As can be seen from Figures 13A and 13B, both the stacked battery housing 1300 and the flat battery housing 1305 can accommodate 12 batteries, even though their overall shapes differ. For example, depending on the shape and size of the aircraft, as well as the shape and location of the access points for loading and unloading the battery housings, a particular shape may be suitable for different aircraft configurations.

[0063]

[0076] According to the embodiment, the stacked battery housings 1300 and / or flat battery housings 1305 can be used in combination with any of the power distribution systems shown in Figures 2 to 12. Furthermore, the embodiment allows multiple battery housings to be included in the same aircraft. For example, two or more flat battery housings 1305, each containing any appropriate number of batteries, can be stacked vertically within the battery compartment space of the aircraft. If the battery compartment space of the aircraft (which may be located at the rear end of the fuselage) has a volume with a cube-like shape, that volume can be fully utilized by vertically stacking two or more flat battery housings 1305.

[0064]

[0077] In other embodiments, two or more flat battery housings 1305, each containing any appropriate number of batteries, can be arranged horizontally or stacked within the aircraft's battery compartment space. For example, two or more flat battery housings 1305 can each be arranged in an upright position adjacent to one another. In the upright position, the flat battery housings 1305 may be coupled to the aircraft's floor and / or ceiling. In addition to the upright position, each flat battery housing 1305 may be oriented parallel to the aircraft's axis. As a result, each flat battery housing 1305 can extend from the front region of the battery compartment space toward the rear region, so that the horizontal stacking or arrangement of multiple flat battery housings 1305 extends from the left side of the aircraft to the right side.

[0065]

[0078] Furthermore, in some embodiments, the battery compartment space of the aircraft may include sufficient space and infrastructure to accommodate multiple rows of flat battery housings 1305. For example, two or more stacks of flat battery housings 1305 (e.g., vertical stacks or horizontal stacks) may be included in the battery compartment space, adjacent to one another, with the first stack positioned behind the second stack, and so on.

[0066]

[0079] The configuration of the flat battery housing 1305 advantageously allows for the simplification of the aircraft's battery compartment space. The flat battery housing 1305 can occupy most or all of the width and length of the battery compartment space. Thus, the flat battery housing 1305 can be sufficiently wide and / or long so as to contact or nearly contact the walls of the battery compartment space. As a result, the support structures for the flat battery housing 1305 (e.g., shelves, walls, joints, etc.) can be integrated into the walls, ceiling, and / or floor of the aircraft's battery compartment space, and complex support structures within the internal volume of the battery compartment space may not be required (e.g., bulkheads may not be required). By simplifying the support structures in this way, complexity is reduced, overall weight is reduced, and loads can be applied to the aircraft's side walls where load-bearing structures may already exist. Depending on the embodiment, any suitable number or quantity of support structures can be integrated with the aircraft's battery compartment space (e.g., the fuselage), thereby enabling one or more flat battery housings 1305 to be supported and / or stacked (e.g., either vertically or horizontally) within the battery compartment space.

[0067]

[0080] Figures 14A to 14D illustrate the process for loading a flat battery housing 1305 into an aircraft 100 according to an embodiment. The flat battery housing 1305, having 12 or any other suitable number of batteries, may be stored in the battery compartment space in the rear region (or rear end) of the fuselage of the aircraft 100, or toward the rear region (or rear end). To insert the flat battery housing 1305 into this designated position, the flat battery housing 1305 may pass through the aircraft's door and be guided to the position at the rear end of the fuselage.

[0068]

[0081] As shown in Figure 14A, a loading arm 190, which may be positioned on a landing pad, can insert a flat battery housing 1305 into the fuselage of the aircraft 100. The flat battery housing 1305 can be inserted through an access door or through any other suitable opening or access point. In some embodiments, the access door may have a height greater than or equal to the length of the flat battery housing 1305 (for example, the longest dimension), while the width of the access door may be less than the length of the flat battery housing 1305. Therefore, before inserting the flat battery housing 1305, the loading arm 190 may rotate the flat battery housing 1305 so that it is vertical, and then the loading arm 190 may move the flat battery housing 1305 into the fuselage through the access door.

[0069]

[0082] The loading arm 190 may have any suitable configuration of joints, movable parts, and rotating parts to achieve the articulated movements and motions shown in the figure. In some embodiments, to move the flat battery housing 1305 from the ground to the door of the aircraft 100, the loading arm 190 may include an inclined section on which the flat battery housing 1305 can slide or otherwise be used. Internal fuselage components such as seats and center consoles may be removed before insertion and / or removal of the flat battery housing 1305 to provide sufficient open working space.

[0070]

[0083] As shown in Figure 14B, the loading arm 190 may translate and / or rotate the flat battery housing 1305 to the following positions. For example, the loading arm 190 may rotate the flat battery housing 1305 horizontally, thereby allowing it to be subsequently inserted into a horizontal storage position. Furthermore, the loading arm 190 may move the flat battery housing 1305 toward the front end of the fuselage to allow sufficient space for rotation of the flat battery housing 1305. Embodiments allow rotation and backward movement to occur simultaneously or at different times.

[0071]

[0084] As shown in Figure 14C, the loading arm 190 may terminate the rotation of the flat battery housing 1305 once it reaches a horizontal position. At this time, the loading arm 190 may also vertically translate (e.g., raise or lower) the flat battery housing 1305 to a desired vertical position in preparation for insertion into a storage position at a particular height. In some embodiments, the flat battery housing 1305 can be raised or lowered to one of several (e.g., 3, 6, 8, or any other suitable number) possible vertical positions. For example, the flat battery housing 1305 may be stored at floor level or on a shelf at a higher position. In some embodiments, multiple flat battery housings 1305 may be stacked vertically relative to each other, so that each subsequent flat battery housing 1305 may be pre-positioned at a slightly higher vertical position, thereby allowing it to be positioned above the preceding flat battery housing 1305.

[0072]

[0085] In other embodiments, instead of rotating the flat battery housing 1305 to a horizontal position, the loading arm 190 may rotate the flat battery housing 1305 to an upright position parallel to the aircraft's longitudinal axis. This may be implemented for embodiments in which the flat battery housing 1305 is horizontally positioned or stacked. For example, the flat battery housing 1305 may also be translated to the left or right in preparation for insertion into one of several (e.g., 3, 4, 5, 6, or any other suitable number) possible horizontal positions.

[0073]

[0086] In embodiments having multiple rows or stacks of flat battery housings 1305, one or more flat battery housings 1305 may be inserted into further rear rows or stacks before additional flat battery housings 1305 are inserted into further forward rows or stacks.

[0074]

[0087] As shown in Figure 14D, the loading arm 190 may insert the flat battery housing 1305 into its final position within the battery compartment space. In this example, the battery compartment space is located at or near the rear end (or aft end) of the fuselage of the aircraft 100, behind the passenger or cargo compartment. Thus, the loading arm 190 can move the flat battery housing 1305 horizontally into the battery compartment space at the rear end of the fuselage, and then the loading arm 190 can disengage the flat battery housing 1305 and exit the aircraft 100. A similar process can be performed in reverse to remove the flat battery housing 1305 from the aircraft 100.

[0075]

[0088] Although aircraft 100 (see Figure 1) is described and illustrated as a specific configuration of an aircraft, embodiments of the present disclosure are suitable for use in a number of aircraft. For example, any aircraft using two or more electric propulsion systems can be used with embodiments of the present disclosure. In some cases, embodiments of the present disclosure are particularly suitable for use in aircraft carrying one or more people due to reliability requirements, but the power distribution systems disclosed herein are not limited to "manned" aircraft and can be used in any "manned" and "unmanned" aircraft of any size.

[0076]

[0089] For simplicity, various electrical components such as capacitors, current sensing circuits, controller details, processor communication buses, memory, storage devices, and other components of the power distribution system are not shown in the diagram.

[0077]

[0090] In the aforementioned specification, embodiments of the disclosure are described with reference to numerous specific details that may differ from one implementation to another. Therefore, this specification and the drawings should be considered illustrative rather than restrictive. The sole and exclusive indicator of the scope of the disclosure, and what the applicant intends to be the scope of the disclosure, is the literal equivalent scope of the set of claims issued from this application, the specific form issued by such claims, including any subsequent modifications. Specific details of a particular embodiment can be combined in any suitable manner without departing from the spirit and scope of the embodiments of the disclosure.

[0078]

[0091] Furthermore, spatially relative terms such as “bottom” or “top” can be used to describe the relationship between one element and / or feature and another, for example, as shown in the figure. It will be understood that spatially relative terms are intended to encompass different orientations of the device in use and / or operation, in addition to the orientation shown in the figure. For example, if the device in the figure is upside down, an element described as the “bottom” surface may be oriented as “top” compared to other elements or features. The device may be oriented in other directions (e.g., rotated 90 degrees or in other directions), and the spatially relative descriptors used herein will be interpreted accordingly.

[0079]

[0092] Referring to the attached drawings, components that may include memory (e.g., control or computer system 255, controllers 225, 235, etc.) may include non-temporary machine-readable media. As used herein, the terms “machine-readable media” and “computer-readable media” refer to any storage medium involved in providing data that causes a machine to operate in a particular way. In the embodiments provided above, various machine-readable media may be involved in providing instructions / code to the processor and / or other devices for execution. Additionally or alternatively, machine-readable media may be used to store and / or carry such instructions / code. In many implementations, computer-readable media are physical and / or tangible storage media. Such media can take many forms, including, but are not limited to, non-volatile media, volatile media, and transmission media. Common forms of computer-readable media include, for example, magnetic and / or optical media, punch cards, paper tape, any other physical media having a pattern of holes, RAM, programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), FLASH-EPROM, any other memory chip or cartridge, carrier waves as described below, or any other media from which a computer can read instructions and / or code.

[0080]

[0093] The methods, systems, and devices described herein are examples. Various embodiments may omit, substitute, or add various procedures or components as needed. For example, features described in relation to a particular embodiment may be combined in various other embodiments. Various aspects and elements of an embodiment may be combined in a similar manner. Various components of the figures provided herein can be embodied in hardware and / or software. Furthermore, technology is evolving, and therefore many elements are examples that do not limit the scope of this disclosure to those specific examples.

[0081]

[0094] Referring to such signals as bits, information, values, elements, symbols, characters, variables, terms, numbers, digits, etc., has sometimes proven convenient, primarily for reasons of general use. However, it should be understood that all of these or similar terms should be associated with appropriate physical quantities and are merely convenient labels. Unless otherwise specified, as is evident from the above description, descriptions throughout this specification using terms such as “process,” “calculate,” “compute,” “determine,” “verify,” “identify,” “associate,” “measure,” and “perform” are understood to refer to the operation or process of a specific device, such as a dedicated computer, controller, or similar dedicated electronic computer device. Thus, in the context of this specification, a dedicated computer or similar dedicated electronic computer device can manipulate or convert signals that are typically expressed as physical electronic, electric, or magnetic quantities within the memory, registers, or other information storage, transmitting, or display devices of the dedicated computer or similar dedicated electronic computer device.

[0082]

[0095] Those skilled in the art will understand that the information and signals used to communicate the messages described herein can be represented using any of a variety of different techniques and technologies. For example, the data, instructions, commands, information, signals, bits, symbols, and chips that can be referenced throughout the above description can be represented by voltage, current, electromagnetic waves, magnetic fields or particles, optical fields or particles, or any combination thereof.

[0083]

[0096] As used herein, the terms “and,” “or,” and “and / or” may have a variety of meanings, which may also depend at least partially on the context in which such terms are used. Typically, when “or” is used to relate a list such as A, B, or C, it is intended to mean A, B, and C in an inclusive sense, as well as A, B, or C in an exclusive sense. Furthermore, as used herein, the term “one or more” may be used to describe any singular feature, structure, or property, or to describe several combinations of features, structures, or properties. However, it should be noted that this is merely illustrative, and the claimed subject matter is not limited to this example. Furthermore, when the term “at least one of ~” is used to relate a list such as A, B, or C, it may be interpreted to mean any combination of A, B, and / or C, such as A, B, C, AB, AC, BC, AA, AAB, ABC, AABBCCC, etc.

[0084]

[0097] Throughout this specification, any reference to “example,” “specific example,” or “exemplary implementation” means that a particular feature, structure, or characteristic described in relation to the feature and / or example may be included in at least one feature and / or example of the claimed subject matter. Therefore, the appearance of the phrases “in an example,” “in an example,” “in a specific example,” “in a particular implementation,” or other similar phrases in various parts of this specification does not necessarily all refer to the same feature, example, and / or limitation. Furthermore, a particular feature, structure, or characteristic may be combined in one or more examples and / or features.

[0085]

[0098] The detailed description above includes many specific details in order to provide a complete understanding of the claimed subject matter. However, it will be understood by those skilled in the art that the claimed subject matter can be carried out without these specific details. In other examples, methods and apparatus known to those skilled in the art are not described in detail so as not to obscure the claimed subject matter. Thus, the claimed subject matter is not limited to the specific examples disclosed, and such claimed subject matter may also include all embodiments and equivalents contained in the attached claims.

[0086]

[0099] In implementations including firmware and / or software, the methodology may be implemented in modules (e.g., procedures, functions, etc.) that perform the functions described herein. Machine-readable media that materialize instructions may be used when implementing the methodology herein. For example, software code may be stored in memory and executed by a processor unit. Memory may be implemented within the processor unit or outside the processor unit. As used herein, the term “memory” means any type of memory, whether long-term, short-term, volatile, non-volatile, or otherwise, and is not limited to a specific type of memory, or a number of memories, or the type of medium in which the memory is stored.

[0087]

[0100] When implemented in firmware and / or software, the functionality may be stored as one or more instructions or codes on a computer-readable storage medium. Examples include computer-readable media encoded in data structures and computer-readable media encoded in computer programs. Computer-readable media include physical computer storage media. Storage media can be any available medium that can be accessed by a computer. Examples, but not limited to, such computer-readable media may include RAM, ROM, EEPROM, compact disk read-only memory (CD-ROM) or other optical disk storage devices, magnetic disk storage devices, semiconductor storage devices or other storage devices, or any other medium used to store desired program code in the form of instructions or data structures and that can be accessed by a computer. As used herein, disk and disc include compact disks (CDs), laser disks, optical disks, digital multipurpose disks (DVDs), floppy disks, and Blu-ray disks, where disks typically reproduce data magnetically, while discs reproduce data optically using a laser. Combinations of the above should also be included within the scope of computer-readable media.

[0088]

[0101] In addition to storage on a computer-readable storage medium, instructions and / or data may be provided as signals on a transmission medium included in a communication device. For example, the communication device may include a transceiver having signals indicating instructions and data. The instructions and data are configured to cause one or more processors to implement the functions outlined in the claims. That is, the communication device includes a transmission medium having signals indicating information for performing the disclosed functions. In the first stage, the transmission medium included in the communication device may include a first portion of the information for performing the disclosed functions, while in the second stage, the transmission medium included in the communication device may include a second portion of the information for performing the disclosed functions.

Claims

1. A power distribution system for an electric aircraft, wherein the power distribution system is Multiple batteries, Multiple electric propulsion systems, A plurality of power distribution circuits, each of which connects each of the plurality of batteries to each of the plurality of electric propulsion systems, and each of the two or more electric propulsion systems is positioned on the electric aircraft to apply a balancing force to the electric aircraft, Multiple electric buses, each electric bus connecting each pair of power distribution circuits from the multiple power distribution circuits, and each of the multiple electric buses connecting each of the two batteries of the multiple batteries to the four electric propulsion systems of the multiple electric propulsion systems, and A power distribution system equipped with the following features.

2. A plurality of contactors, each of which is configured to be coupled to each of the batteries of the plurality of batteries and each of the electric buses of the plurality of electric buses, and each of which is configured to be uncoupled from each of the batteries of the plurality of contactors and from each of the electric buses of the plurality of contactors, The power distribution system according to claim 1, further comprising the following:

3. Multiple ammeters, each of which is coupled to each of the multiple batteries, and each of which is configured to measure the current entering and leaving each of the multiple batteries, thereby enabling the coupling of each battery from the respective electric bus of the multiple electric buses of the multiple ammeters when the maximum threshold current is exceeded or the minimum threshold current is not met, The power distribution system according to claim 1, further comprising the following:

4. The power distribution system according to claim 3, wherein the plurality of batteries are 12 batteries, the plurality of electric propulsion systems are 12 electric propulsion systems, the plurality of power distribution circuits are 12 power distribution circuits, the plurality of electric buses are 6 electric buses, and the plurality of ammeters are 12 ammeters.

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

6. The power distribution system according to claim 1, wherein the balancing force applied to the electric aircraft balances the center of gravity (CG) of the electric aircraft.

7. The power distribution system according to claim 1, wherein each of the two or more electric propulsion systems is located diametrically opposite to the center of gravity (CG) of the electric aircraft.

8. A power distribution system for an electric aircraft, wherein the power distribution system is The first battery, The second battery, A first electric propulsion system that generates the first force, A second electric propulsion system that generates a second force, wherein the first force and the second force balance each other with respect to the center of gravity of the electric aircraft, A third electric propulsion system that generates a third force, A fourth electric propulsion system that generates a fourth force, wherein the third force and the fourth force balance each other with respect to the center of gravity of the electric aircraft, A first power distribution circuit that connects the first battery to the first electric propulsion system and the second electric propulsion system, A second power distribution circuit that connects the second battery to the third electric propulsion system and the fourth electric propulsion system, An electric bus connecting the first power distribution circuit and the second power distribution circuit, wherein the electric bus connects the first battery and the second battery to the first electric propulsion system, the second electric propulsion system, the third electric propulsion system, and the fourth electric propulsion system. A power distribution system equipped with the following features.

9. A first contactor coupled to the first battery and the electric bus, wherein the first contactor is configured to disconnect the first battery from the electric bus, A second contactor coupled to the second battery and the electric bus, wherein the second contactor is configured to disconnect the second battery from the electric bus. The power distribution system according to claim 8, further comprising the following:

10. A first ammeter coupled to the first battery, the first ammeter being configured to measure the current entering and leaving the first battery, thereby allowing the first battery to be disconnected from the electric bus when the current exceeds a maximum threshold current or when the minimum threshold current is not met, A second ammeter coupled to the second battery, the second ammeter is configured to measure the current entering and leaving the second battery, thereby allowing the second battery to be disconnected from the electric bus when the maximum threshold current is exceeded or the minimum threshold current is not met. The power distribution system according to claim 8, further comprising the following:

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

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

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

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

15. A method of supplying power to an aircraft, A step of supplying power to a first electric propulsion system and a second electric propulsion system via a first power distribution circuit coupled to a first battery, wherein the first electric propulsion system is mounted on the left wing of the aircraft and the second electric propulsion system is mounted on the right wing of the aircraft, thereby applying forces that balance each other around the center of gravity of the aircraft. A step of supplying power to a third electric propulsion system and a fourth electric propulsion system via a second power distribution circuit coupled to a second battery, wherein the third electric propulsion system is mounted on the left wing of the aircraft, and the fourth electric propulsion system is mounted on the right wing of the aircraft, thereby applying forces that balance each other around the center of gravity of the aircraft, and an electric bus coupling the first power distribution circuit and the second power distribution circuit, thereby coupling the first battery and the second battery to the first electric propulsion system, the second electric propulsion system, the third electric propulsion system, and the fourth electric propulsion system, and a first contactor is coupled to the first battery and the electric bus, and the first contactor is configured to disconnect the first battery from the electric bus, and a second contactor is coupled to the second battery and the electric bus, and the second contactor is configured to disconnect the second battery from the electric bus, In response to a failure of the first battery, the first battery is disconnected from the electric bus. Methods that include...

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

17. Torso and, A pair of wing sections attached to both sides of the fuselage, A battery housing located in the rear region of the fuselage, wherein the battery housing includes 12 battery slots, and each of the 12 battery slots has space for one battery, Twelve batteries arranged in the aforementioned twelve battery slots and An aircraft equipped with [the following features].

18. The aircraft according to claim 17, wherein the battery housing is a flat battery housing arranged horizontally, and the 12 battery slots are arranged in two rows of six battery slots in the same horizontal plane.

19. The aircraft according to claim 17, wherein the battery housing is a stacked battery housing, and the 12 battery slots are arranged in two rows of six battery slots in the same vertical plane.

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