Hybrid aircraft equipped with electromechanical power distribution protection connection.

Abstract

A hybrid aircraft is provided with an electromechanical power distribution protection connection. The aircraft (2) includes drive units (6, 8, 10, 12, 14, 16), at least one battery (B1, ..., BM) for each drive unit (6, 8, 10, 12, 14, 16), at least one power generation source (26, 28) including at least one electric converter (E1, ..., EN) connected to each battery (B1, ..., BM), and a power supply control device (4) that controls each power generation source (26, 28) according to the power requirements of the drive units (6, 8, 10, 12, 14, 16 and passively handles each battery (B1, ..., BM). Each electric converter (E1, ..., EN) is connected to each battery (B1, ..., BM) by a respective connection (102) having two contactors or electromechanical relays and a diode. Each connection (102) can operate only in a unidirectional state, a bidirectional state, or a blocked state, in which current flows from the electric converter (E1, ..., EN) to the battery (B1, ..., BM).

Description

Technical Field

[0001] The field of the present invention relates to aircraft, more specifically, electric aircraft.

Background Art

[0002] Currently, the aircraft industry is in the midst of undergoing numerous changes related to environmental constraints, specifically, the requirement to gradually reduce the emissions of greenhouse gases such as carbon dioxide (CO2). Therefore, the development of electric aircraft is considered an important step.

[0003] As a classical architecture, electric aircraft incorporate at least one power source provided to supply power to a battery pack, and the battery pack supplies power to a drive unit as needed. For example, in the case of an electric vertical takeoff and landing aircraft (eVTOL), the battery is combined with a vertical drive unit and a horizontal drive unit. By increasing the battery many times, it is possible to meet the safety standards that define the redundancy of components to ensure the continuous safety of flight and landing, especially.

[0004] Particularly, in the case of a hybrid power aircraft (hybrid aircraft), the power source is, for example, a fuel-based electrical energy generator such as a turbo engine or a fuel cell.

Summary of the Invention

Problems to be Solved by the Invention

[0005] The battery power supply circuit can be configured such that batteries are connected in parallel. And such a circuit is provided with a separation protection system that isolates the batteries in case of a failure, especially a short circuit. However, when such a protection system operates, the batteries are isolated, resulting in a significant power drop.

[0006] One possible solution to prevent a failure from spreading to all batteries while minimizing power loss is to directly isolate the batteries, or simply separate them, and then install a corresponding power supply circuit.

[0007] However, this isolation principle does not work well in the case of hybrid aircraft. In fact, hybrid aircraft generally have more batteries than power sources for redundancy reasons, and the batteries are connected to each other via a common power source. These interconnection points become common points of failure among batteries powered by the same power source.

[0008] Moreover, typically, each battery is connected to an electrical converter such as an inverter or rectifier. As a result, if the number of batteries is increased several times over, the number of electrical converters also doubles, which significantly affects the weight of the aircraft and, consequently, the amount of electricity consumed during flight.

[0009] This invention aims to improve the situation described above. [Means for solving the problem]

[0010] Therefore, the present invention is a hybrid aircraft, - At least two drive units, each including a propulsion unit and an electric motor, -At least one storage electrical energy source provided to supply electrical energy to one or more of the aforementioned electric motors, -Includes a fuel-based electrical energy generator, with at least one power source connected to each stored electrical energy source, - A power supply control unit is provided to transmit a power command to at least one power source according to the power requirements of the drive unit, Equipped with, The at least one storage electrical energy source is configured to supply electrical energy in accordance with the power command, according to the difference between the power requirements of the drive unit and the power supplied by the at least one power source. The invention relates to an aircraft in which the at least one power source is further capable of recharging the at least one storage electrical energy source in such a way that each storage electrical energy source is treated passively.

[0011] Each power source includes at least one electrical converter, which is connected to each stored electrical energy source via connections having an electromechanical first contactor or relay, an electromechanical second contactor or relay, and a diode.

[0012] The power supply control device is designed to control the operation of each connection point according to a set of states consisting of a unidirectional state in which current flows from the electrical converter to the stored electrical energy source, a bidirectional state in which current flows in both directions, and a cutoff state in which the flow of current is interrupted.

[0013] In one or more embodiments, at least one connection includes an electrical circuit in which the diode forward-biased from the electrical converter to the stored electrical energy source and the electromechanical first contactor or relay are connected in series, and the electromechanical second contactor or relay is connected in parallel with the electromechanical first contactor or relay and the diode.

[0014] In one or more embodiments, at least one storage electrical energy source is a battery.

[0015] In one or more embodiments, the drive unit includes at least one takeoff drive unit and at least one cruising drive unit.

[0016] For example, at least one takeoff drive unit is a vertical takeoff and landing drive unit, and at least one cruising drive unit is a horizontal drive unit.

[0017] In one or more embodiments, the fuel-based electrical energy generator of at least one power source is a turbo engine, and each of the power sources' electrical converters is an AC-DC converter.

[0018] The turbo engine may be powered by fuel, biofuel, or synthetic fuel.

[0019] In one or more embodiments, the fuel-based electrical energy generator of at least one power source is a fuel cell, and each of the power sources' electrical converters is a DC-DC converter.

[0020] In one or more embodiments, the aircraft is the drive unit power requirements The system is configured to operate in a turbo mode, which requires power supply from at least one power source and at least one stored electrical energy source, and the power supply control device controls each connection according to the unidirectional state.

[0021] In one or more embodiments, the aircraft is configured to operate at least in an energy-saving mode in which the power supply control device controls each connection according to the disconnection state.

[0022] In one or more embodiments, the aircraft operates the drive unit while the power supply control device transmits a power command to the at least one power source to charge the at least one stored electrical energy source. power requirements It is designed to operate in a charge mode that responds to this, or at least in accordance with this mode.

[0023] Typically, the power supply control device in the charging mode sequentially controls each connection part in one or more charging phases. The power supply control device associates each electrical converter with a certain electrical energy storage source until each electrical energy storage source is charged, and controls each connection part between the associated electrical energy storage source and the electrical converter according to the unidirectional state, and controls all other connection parts according to the cut-off state, so as to implement each charging phase.

[0024] Advantageously, the aircraft includes a plurality of electrical energy storage sources. The power supply control device in the charging mode sequentially controls each connection part in one or more charging phases. The power supply control device associates each electrical converter with a plurality of electrical energy storage sources until each electrical energy storage source is charged, and controls each connection part between the associated electrical energy storage source and the electrical converter according to the bidirectional state, and controls all other connection parts according to the cut-off state, so as to implement each charging phase.

[0025] In one or more embodiments, the aircraft is provided to operate at least in accordance with a buffer mode in which the power supply control device transmits a power command to the at least one power generation source to meet the power requirement of the drive part through the at least one electrical energy storage source, and the power supply control device sequentially controls each connection part in one or more power supply phases. The power supply control device associates each electrical converter with a certain electrical energy storage source until the power requirement of the drive part is met, and controls each connection part between the associated electrical energy storage source and the electrical converter according to the unidirectional state, and controls all other connection parts according to the cut-off state, so as to implement each power supply phase.

[0026] Other features, details and advantages will become apparent by referring to the following detailed description and examining the accompanying drawings.

Brief Description of the Drawings

[0027] [Figure 1] This is a schematic diagram of the electrical architecture of an aircraft according to the present invention, which has a single power source. [Figure 2] This is a schematic diagram of the electrical architecture of an aircraft according to the present invention, which is equipped with two power sources. [Figure 3] This figure shows a circuit in the electrical architecture of an aircraft according to the present invention, which supplies power to a battery via a connection point using an electrical converter. [Figure 4] This diagram illustrates the possible states of the connection. [Figure 5] This is a schematic diagram of the electrical circuit at the connection point. [Figure 6] This diagram shows the power supply circuit in the so-called "turbo mode" operation of an aircraft. [Figure 7] This diagram illustrates the turbo mode in Figure 6 when the battery fails. [Figure 8] This diagram illustrates the turbo mode in Figure 6 when the electrical converter malfunctions. [Figure 9] This diagram shows the power supply circuit in the aircraft's so-called "energy-saving mode." [Figure 10] This diagram shows the power supply circuit in Figure 3 during the operation of an aircraft in so-called "charge mode" or so-called "buffer mode". [Figure 11] This figure shows the charge mode or buffer mode in a special case. [Modes for carrying out the invention]

[0028] Figure 1 shows an aircraft 2 equipped with a power supply control device 4, multiple drive units 6, 8, 10, 12, 14, 16, multiple stored electrical energy sources 18, 20, 22, 24, and a power source 26.

[0029] Typically, the two drive units 6 and 8 are cruising drive units used during the flight phase from takeoff to landing, while the four drive units 10, 12, 14, and 16 are takeoff drive units used during the takeoff phase.

[0030] As an example, aircraft 2 may be an electric vertical takeoff and landing (eVTOL) aircraft in which four takeoff drive units 10, 12, 14, and 16 are vertical drive units and two cruising drive units 6 and 8 are horizontal drive units.

[0031] In the example shown in Figure 1, the cruising drive unit 6 includes a DC-AC converter 30, an electric motor 32, and a propulsion unit 34. Similarly, the cruising drive unit 8 includes a DC-AC converter 38, an electric motor 40, and a propulsion unit 42.

[0032] The DC-AC converter 30 (or 38) may also be called an "inverter" and is designed to generate alternating current from direct current.

[0033] The propulsion unit 34 (or 42) corresponds to, for example, a propeller and is installed to enable the aircraft 2 to move in a nearly horizontal direction. In flight mode, the propulsion unit 34 (or 42) consumes approximately 150 kilowatts (kW) of power.

[0034] The cruising drive unit 6 (or 8) is connected as the input unit of the switching unit 36 ​​(or 44). The switching unit 36 ​​(or 44) can connect this input unit to the output unit of the takeoff drive unit 10 (or 14) or the output unit of the takeoff drive unit 12 (or 16).

[0035] The takeoff drive unit 10 (or 12, 14, or 16) has a propeller 46 (or 50, 54, or 58) driven by an electric motor 62 (or 66, 70, or 74), and a propeller 48 (or 52, 56, or 60) driven by an electric motor 64 (or 68, 72, or 76).

[0036] In the context of this invention, propellers 46, 48, 50, 52, 54, 56, 58, and 60 are also considered as propulsion units, similar to propulsion units 34 and 42.

[0037] The electric motors 62, 64 (or 66, 68; 70, 72; or 74, 76) are powered by DA-AC converters 78, 80 (or 82, 84; 86, 88; or 90, 92). The DA-AC converters 78, 80 (or 82, 84; 86, 88; or 90, 92) are connected to the electric bus of the takeoff drive unit 10 (or 12, 14, or 16).

[0038] The stored electrical energy source 18 (or 20, 22, or 24) is configured to store electrical energy and supply that electrical energy to the takeoff drive unit 10 (or 12, 14, or 16) according to the power requirements of the takeoff drive unit 10 (or 12, 14, or 16). Furthermore, the stored electrical energy sources 18, 20 (or 22, 24) are configured to also supply electrical energy to the cruising drive unit 6 (or 8) via the switching unit 36 ​​(or 44).

[0039] For this purpose, the stored electrical energy source 18 (or 20, 22, or 24) is connected to the DC-AC converters 78, 80 (or 82, 84; 86, 88; or 90, 92) via the electric bus of the takeoff drive unit 10 (or 12, 14, or 16). Furthermore, the electric bus of each takeoff drive unit 10, 12 (or 14, 16) is connected to the output unit of each takeoff drive unit 10, 12 (or 14, 16), and the switching unit 36 ​​(or 44) can selectively connect to the output unit.

[0040] The stored electrical energy source 18 (or 20, 22, or 24) is typically a battery pack, i.e., a storage device consisting of batteries, each intended to store electrical energy. In variations, the stored electrical energy sources 18, 20, 22, and 24 may be supercapacitors, or combinations of batteries and supercapacitors.

[0041] For the remainder of this specification, for the sake of clarity, the stored electrical energy source 18 (or 20, 22, or 24) will be referred to as the battery 18 (or 20, 22, or 24).

[0042] Typically, when batteries 18, 20, 22, and 24 are each at 100% capacity, they together produce approximately 800 kilowatts (kW) of power.

[0043] The power generator 26 is configured to generate electrical energy and supply it to each of the batteries 18, 20, 22, and 24. For this purpose, the power generator 26 has multiple power distribution buses.

[0044] In the example shown in Figure 1, the power generator 26 is connected to the first inputs of each takeoff drive unit 10, 12, 14, and 16 by a first power distribution bus, and to the second inputs of each by a second power distribution bus. These power distribution buses connect each takeoff drive unit 10, 12, 14, and 16 to their respective corresponding batteries 18, 20, 22, and 24.

[0045] In the example shown in Figure 1, the power source 26 includes two electrical converters 94 and 96, and a fuel-based electrical energy generator 98.

[0046] More specifically, in this example, the electrical converters 94 and 96 are AC-DC converters, and the fuel-based electrical energy generator 98 is, for example, a turbine generator, i.e., a turbo engine such as a turbo generator.

[0047] The AC-DC converter 94 is connected to the first input of each takeoff drive unit 10, 12, 14, and 16. In other words, the AC-DC converter 94 is the starting point of a first power distribution bus that connects the power source 26 to the first input of each takeoff drive unit 10, 12, 14, and 16. Similarly, the AC-DC converter 96 is connected to the second input of each takeoff drive unit 10, 12, 14, and 16. In other words, the AC-DC converter 96 is the starting point of a second power distribution bus that connects the power source 26 to the second input of each takeoff drive unit 10, 12, 14, and 16.

[0048] The AC-DC converter 94 (or 96) may be referred to as a "rectifier" and is designed to generate a direct current from an alternating current.

[0049] Typically, a turbo engine 98 can produce around 300 kilowatts (kW) of power at 100% capacity.

[0050] Furthermore, the power source 26 may operate using either direct current or alternating current, and the converters 94 and 96 may be AC-DC converters or DC-DC converters depending on the circumstances.

[0051] In other words, the power source 26 may be based on a turbo engine driven by a tank of conventional fuel, biofuel, or synthetic fuel (also known as synfuel). In such cases, the electrical converters 94, 96 are AC-DC converters. As a variation, the power source 26 may be based on a hydrogen-based energy source such as a fuel cell. In such cases, the electrical converters 94, 96 are DC-DC converters. Within the scope of the present invention, such energy sources are considered fuel-based electrical energy generators.

[0052] The power supply control device 4 is a low-voltage device provided to control the power source 26 and the switching units 36 and 44, as well as various protective components not shown in Figure 1.

[0053] The electrical architecture of aircraft 2 can achieve hybridization of batteries 18, 20, 22, and 24, rather than simply juxtaposing them. In other words, batteries 18, 20, 22, and 24 can cooperate with the power source 26 according to the power requirements.

[0054] Batteries 18, 20, 22, and 24 are general-purpose batteries operating under the control of a general-purpose control system (commonly known as a "battery management system (BMS)"). Such a system enables functions such as monitoring parameters such as voltage, temperature, charge level, and health status, preventing risks of deviations from the intended operating range such as overvoltage, overcurrent, and overheating, and optimizing battery performance. In the context of the present invention, no further intelligence, such as software or hardware, is required. In other words, batteries 18, 20, 22, and 24 are treated passively, meaning that when incorporated, they require no special handling other than the connection modes between them and the electrical converters 94 and 96, which will be detailed later. From other parts of the electrical architecture of aircraft 2, batteries 18, 20, 22, and 24 appear to be merely energy buffers. This is in contrast to existing solutions where there are central components specifically designed to optimize battery operation, or components designed to independently or alternatively compensate for possible battery failures (i.e., components that cannot be driven simultaneously with the batteries).

[0055] In the embodiment shown in Figure 1, the aircraft 2 is equipped with a single power source, i.e., a power source 26. However, it should be understood that in this example, the aircraft 2 may be equipped with multiple power sources.

[0056] As an example, Figure 2 shows one embodiment in which the aircraft 2 has two power sources 26, 28. Power source 26 (or 28) includes an electrical converter 94 (or 96) and a fuel-based electrical generator 98 (or 100).

[0057] In the example in Figure 2, the fuel-based electric generator 98 (or 100) is a turbo engine, and the electric converter 94 (or 96) is an AC-DC converter.

[0058] Typically, each fuel-based power generator 98,100 is capable of delivering approximately 150 kilowatts (kW) of power when operating at 100% capacity. Here again, each power source 26,28 may be based on a turbo engine powered by a tank of conventional fuel, biofuel, or synthetic fuel. As a variation, an energy source powered by a hydrogen tank, such as a fuel cell, may be used.

[0059] The electrical architecture of aircraft 2 is outlined with reference to Figures 1 and 2.

[0060] As previously detailed, aircraft 2 is equipped with at least one power source, such as a single power source 26 in Figure 1 or two power sources 26, 28 in Figure 2, which are provided to power one or more stored electrical energy sources, such as four batteries 18, 20, 22, 24 in Figures 1 and 2.

[0061] Since aircraft 2 is a hybrid aircraft, it generally has more batteries than power sources. Furthermore, because the starting point of each power distribution bus for each power source is an electrical converter (in this example, AC-DC converters 94 and 96), the number of electrical converters is reduced, thus reducing the weight of aircraft 2. In other words, the electrical converters are located on the power source side, not the battery side.

[0062] As an example, the electrical architecture shown in Figures 1 and 2 has only two electrical converters 94 and 96 for four batteries 18, 20, 22, and 24.

[0063] However, despite the aforementioned weight advantages of aircraft 2, batteries 18, 20, 22, and 24 are connected to each other by power sources 26 and 28. Consequently, short circuits that occur in the power sources or batteries can spread.

[0064] To solve this problem, the applicant of this application proposes the power supply circuit shown in Figure 3. The following description will examine how the electrical converter is connected to the battery.

[0065] Figure 3 shows a circuit in which one or more electrical converters E1, ..., EN supply power to one or more stored electrical energy sources B1, ..., BM. In this example, M is a non-zero integer (natural number) corresponding to the number of stored electrical energy sources, and N is a non-zero integer (natural number) corresponding to the number of electrical converters.

[0066] In this specification, the power supply circuit refers to the entire portion of the electrical architecture in Figure 1 or Figure 2 relating to the electrical converters 94, 96 and batteries 18, 20, 22, and 24. Therefore, if M=4 and N=2, then, as in Figures 1 and 2, the stored energy sources B1, B2, B3, and B4 correspond to batteries 18, 20, 22, and 24, respectively, and the electrical converters E1 and E2 correspond to electrical converters 94 and 96, respectively.

[0067] In the following, for the sake of clarity, the stored electrical energy sources B1, ..., BM will be referred to as batteries B1, ..., BM, respectively. It is also possible to have only one electrical converter in the electrical architecture of aircraft 2 (N=1). Nevertheless, for the remainder of this specification, to maintain generality, it will be assumed that there are multiple electrical converters E1, ..., EN and multiple batteries B1, ..., BM.

[0068] As shown in Figure 3, each electrical converter E1, ..., EN is connected to each battery B1, ..., BM by its respective connection part 102. Consequently, the power supply circuit has as many connection parts as there are pairs of electrical converters E1, ..., EN and batteries B1, ..., BM, i.e., N × M connection parts 102.

[0069] As shown in Figure 4, the connection section 102 is designed to operate according to only three states: unidirectional, bidirectional, and disconnected. More specifically, the operation of each connection section 102 is controlled by the power supply control device 4.

[0070] In the unidirectional state, the connection part 102 allows current to flow from the electrical converter to the battery. Naturally, current cannot flow in the opposite direction, i.e., from the battery to the electrical converter.

[0071] In the bidirectional state, the connection part 102 allows current to flow in both directions, that is, from the electrical converter to the battery, and not only from the battery to the electrical converter.

[0072] Finally, in the interrupted state, the connection part 102 interrupts the flow of current in any direction.

[0073] In this example, the connection unit 102 can only operate according to these three states. Specifically, the power supply control circuit 4 cannot control the connection unit 102 to operate in a state where current can flow only from the battery to the electrical converter.

[0074] The connection section 102 includes a first contactor, a second contactor, and a diode.

[0075] Figure 5 shows one embodiment of the connection section 102. The first contactor 104 is connected in series with the diode 106. The diode 106 is positioned so that its forward direction is from the electrical converter to the battery. The second contactor 108 is connected in parallel with the first contactor 104 and the diode 106.

[0076] The connection part 102 is in a unidirectional state when the first contactor 104 is closed and the second contactor 108 is open. The connection part 102 is in a bidirectional state when both the first contactor 104 and the second contactor 108 are closed. The connection part 102 is in a closed state when both the first contactor 104 and the second contactor 108 are open.

[0077] The open / closed positions of each contactor 104, 108 are controlled by the power supply control device 4.

[0078] As an alternative, each contactor 104, 108 may be replaced with an electromechanical relay.

[0079] As will be detailed later, the proposed power supply circuit, in particular the use of connection 102, addresses both the rated operation of the aircraft 2 and the failure (i.e., when at least one battery is unusable or at least one electrical converter is unusable).

[0080] Figure 6 shows one of the operating modes of aircraft 2, namely the turbo mode, which is an operating mode when the power requirements of the drive unit (more precisely, each electric motor) are extremely high, to the point that batteries B1, ..., BM and the power source (i.e., the power converters E1, ..., EN) are utilized to their maximum capacity.

[0081] At this time, the power supply control device 4 commands each connection point 102 to operate according to a unidirectional state. In other words, each electrical converter E1, ..., EN supplies power to each battery B1, ..., BM. If any of the batteries B1, ..., BM fail, for example, due to a short circuit, the current generated by the short circuit is interrupted by each connection point 102 connected to the failed battery, so there is no possibility of it propagating from that battery to the other batteries B1, ..., BM. The same applies if a failure occurs in an electrical converter. The current generated by the short circuit cannot flow from the battery to the failed electrical converter.

[0082] In any case, the power supply control device 4 may also isolate the faulty component. To do this, the power supply control device 4 commands the connection part 102 connected to the faulty component to switch from a unidirectional state to a disconnected state.

[0083] In the case shown in Figure 7, where a failure occurs in battery B1, the power supply control device 4 isolates battery B1 by switching all connection points 102 connecting the electrical converters E1, ..., EN to battery B1 from a unidirectional state to a disconnected state. Furthermore, since the battery (battery B1 in this example) is not receiving power, the electrical energy originally intended for that battery may be distributed to the other batteries (batteries B2, ..., BM in this example). This power supply circuit should be understood as a circuit that can flexibly respond to dynamic power distribution, that is, to supplying electrical energy to batteries with higher requirements than other batteries.

[0084] In the case shown in Figure 8, where a failure occurs in the electrical converter E1, the power supply control device 4 isolates the electrical converter E1 by switching all connection points 102 that connect the electrical converter E1 to batteries B1, ..., BM from a unidirectional state to a disconnected state.

[0085] Figure 9 shows one of the operating modes of aircraft 2, which is the energy-saving mode, when power from the power source, i.e., the electrical converters E1, ..., EN, is not required.

[0086] At this time, the power supply control device 4 commands each connection part 102 to operate according to the interruption state. Even if any of the batteries B1, ..., BM or any of the electrical converters E1, ..., EN fail, for example due to a short circuit, the current generated by the short circuit is interrupted by each connection part 102, so there is no possibility of it propagating from the battery.

[0087] Figure 10 shows one of the operating modes of the aircraft 2, namely the charge mode, which is a mode in which the power requirements of the drive unit (more precisely, each electric motor) are low enough that the electrical converters E1,...,EN can supply electrical energy to the drive unit through batteries B1,...,BM while simultaneously charging batteries B1,...,BM.

[0088] Here, each electrical converter E1, ..., EN is associated with one of the batteries B1, ..., BM.

[0089] At this time, the power supply control device 4 commands each connection part 102 to ensure that the connection part 102 between the electrical converter and the battery associated with the electrical converter is in a unidirectional state, and that the other connection parts 102, i.e., the connection parts 102 between batteries that are not associated with the electrical converter, are in a disconnected state.

[0090] Once the N batteries associated with each electrical converter have finished charging, a new (next) battery to be charged is assigned to each electrical converter E1, ..., EN, and this process continues sequentially. In other words, a maximum of N batteries B1, ..., BM are charged sequentially in each charging phase, i.e., each iteration. Naturally, if the number of batteries waiting to be charged is exactly less than the number of electrical converters, there may be electrical converters E1, ..., EN that cannot be assigned a new (next) battery.

[0091] In other words, Figure 10 shows one iteration in which the electrical converter E1 is associated with the battery B1 and the electrical converter EN is associated with the battery BM.

[0092] If M is divisible by N, the number of iterations required to charge all batteries B1, ..., BM is M / N. On the other hand, if M is not divisible by N, the number of iterations required to charge all batteries B1, ..., BM is [M / N] + 1 (where [...] is the floor function). In the final iteration, which charges a number of batteries equal to the remainder of the Euclidean division of M ÷ N, it is possible to fast-charge the remaining batteries using all the electrical converters.

[0093] Which of the N batteries is charged in each iteration may depend on the charge levels of batteries B1, ..., BM. For example, the battery with the lowest charge level may be prioritized, or conversely, the battery with the highest charge level may be prioritized.

[0094] Furthermore, Figure 10 also shows another operating mode for aircraft 2, namely the buffer mode, in which the power requirements of the drive unit (more precisely, each electric motor) are low, but the batteries B1, ..., BM do not need to be charged.

[0095] Batteries B1, ..., BM are treated passively, like energy buffers. In other words, the power supplied by the electrical converters E1, ..., EN simply passes through batteries B1, ..., BM and is used to power the drive unit.

[0096] Similar to the charge mode, the power supply control device 4 performs one or more power supply phases, i.e., iterations. During each iteration, each electrical converter E1, ..., EN is associated with one of the batteries B1, ..., BM. At this time, the power supply control device 4 controls each connection 102 such that the connection 102 between the electrical converter and the battery associated with the electrical converter is in a unidirectional state, while the other connection 102s, i.e., the connections 102 between electrical converters and batteries not associated with the electrical converters, are in a disconnected state. The buffer mode ends when the power requirements of the drive unit are met.

[0097] In the example shown in Figure 10, each electrical converter is sequentially associated with one battery. However, it is also possible to associate multiple batteries with each electrical converter in each iteration.

[0098] Therefore, in the case shown in Figure 11, each electrical converter E1, ..., EN is associated with 2 or more integers (natural numbers) P batteries. In this case, electrical converter E1 is associated with the first P batteries, i.e., batteries B1, ..., BP, and electrical converter EN is associated with the last P batteries, i.e., batteries BM-P+1, ..., BM.

[0099] At this time, the power supply control device 4 controls each connection part 102 such that the connection part 102 between the electrical converter and the battery associated with the electrical converter becomes bidirectional, while the other connection parts 102, that is, the connection parts 102 between batteries that are not associated with the electrical converter, become disconnected.

[0100] Therefore, in the example shown in Figure 11, the connection points 102 between each battery B1, ..., BP and the electrical converter E1 are in a bidirectional state. Similarly, the connection points 102 between each battery BM-P+1, ..., BM and the electrical converter EN are also in a bidirectional state. On the other hand, the connection points 102 between each battery B1, ..., BP and electrical converters other than E1 are in a disconnected state. Similarly, the connection points 102 between each battery BM-P+1, ..., BM and electrical converters other than EN are also in a disconnected state.

[0101] In other words, when considering a battery, if it is connected to N electrical converters E1, ..., EN by N connection points 102, in the case of Figure 11, these N connection points 102 are commanded by the power supply control device 4 as follows: The connection point 102 between the corresponding electrical converter and the battery becomes bidirectional, and the remaining N-1 connection points 102 become disconnected.

[0102] In the charging mode of aircraft 2, the embodiment shown in Figure 11 has the advantage of reducing the charging time.

[0103] Since the connection portion 102 between the electrical converter and the P batteries associated with the electrical converter becomes bidirectional, cross-flow is achieved between these P batteries, and from the perspective of the associated electrical converter, they can be viewed as a single battery.

[0104] As a result of the bidirectional nature, a fault such as a short circuit in one battery will propagate to the other P-1 batteries associated with the same electrical converter. However, this effect is limited to the P batteries, and does not propagate to the remaining batteries because the connection point 102 that connects the remaining batteries to the electrical converter associated with the faulty battery is in a disconnected state.

[0105] The configuration of the connection section 102 shown in Figure 11 may be applied not only to the charge mode but also to the buffer mode. Furthermore, the present invention includes the following embodiments. [Aspect 1] A hybrid aircraft (2), - At least two drive units (6, 8, 10, 12, 14, 16) each containing a propulsion unit (34, 42, 46, 48, 50, 52, 54, 56, 58, 60) and an electric motor (32, 40, 62, 64, 66, 68, 70, 72, 74, 76), - A plurality of storage electrical energy sources (18, 20, 22, 24) are provided to supply electrical energy to one or more of the aforementioned electric motors (32, 40, 62, 64, 66, 68, 70, 72, 74, 76), -Includes a fuel-based electrical energy generator (98, 100) and at least one power source (26, 28) connected to each of the stored electrical energy sources (18, 20, 22, 24), -A power supply control device (4) is provided to output a power command to at least one power source (26, 28) according to the power requirements of the drive unit (6, 8, 10, 12, 14, 16), Equipped with, The plurality of storage electrical energy sources (18, 20, 22, 24) are provided to supply electrical energy in accordance with the power command, according to the difference between the power requirements of the drive units (6, 8, 10, 12, 14, 16) and the power supplied by the at least one power source (26, 28). The at least one power source (26, 28) is further capable of recharging the plurality of storage electrical energy sources (18, 20, 22, 24) in such a way that each storage electrical energy source (18, 20, 22, 24) is handled passively. In aircraft (2), Each power source (26, 28) includes at least one electrical converter (94, 96), and each electrical converter (94, 96) is connected to each stored electrical energy source (18, 20, 22, 24) via a connection (102) having a first contactor (104) or electromechanical relay, a second contactor (108) or electromechanical relay, and a diode (106). The power supply control device (4) is configured to control the operation of each connection (102) according to a set of states consisting of a unidirectional state in which current flows from the electrical converters (94, 96) to the stored electrical energy sources (18, 20, 22, 24), a bidirectional state in which current flows in both directions, and a cutoff state in which the flow of current is interrupted, in the aircraft (2). [Aspect 2] The aircraft (2) according to Embodiment 1, wherein at least one connection (102) includes an electrical circuit in which the diode (106), forward-biased from the electrical converter (94, 96) to the stored electrical energy source (18, 20, 22, 24), is connected in series with the first contactor (104) or an electromechanical relay, and the second contactor (108) or an electromechanical relay is connected in parallel with the first contactor (104) or an electromechanical relay and the diode (106). [Aspect 3] An aircraft (2) according to embodiment 1 or 2, characterized in that at least one stored electrical energy source (18, 20, 22, 24) is a battery. [Aspect 4] An aircraft (2) according to any one of embodiments 1 to 3, characterized in that the drive unit (6, 8, 10, 12, 14, 16) includes at least one takeoff drive unit (10, 12, 14, 16) and at least one cruising drive unit (6, 8). [Aspect 5] The aircraft (2) according to Embodiment 4, characterized in that at least one takeoff drive unit (10, 12, 14, 16) is a vertical takeoff and landing drive unit, and at least one cruising drive unit (6, 8) is a horizontal drive unit. [Aspect 6] An aircraft (2) according to any one embodiment of embodiments 1 to 5, characterized in that the fuel-based electrical energy generators (98, 100) of at least one power source (26, 28) are turbo engines, and each of the electrical converters (94, 96) of the power source (26, 28) are AC-DC converters. [Aspect 7] The aircraft (2) according to embodiment 6, characterized in that the turbo engine is powered by fuel, biofuel or synthetic fuel. [Aspect 8] An aircraft (2) according to any one embodiment of embodiments 1 to 7, characterized in that the fuel-based electrical energy generators (98, 100) of at least one power source (26, 28) are fuel cells, and each of the electrical converters (94, 96) of the power source (26, 28) are DC-DC converters. [Aspect 9] An aircraft (2) according to any one of embodiments 1 to 8, characterized in that the aircraft (2) is configured such that the power requirements of the drive units (6, 8, 10, 12, 14, 16) require power supply from at least one power source (26, 28) and a plurality of stored electrical energy sources (18, 20, 22, 24), and the power supply control device (4) operates in a turbo mode that controls each connection (102) according to the unidirectional state. [Aspect 10] An aircraft (2) according to any one of embodiments 1 to 9, characterized in that the aircraft (2) is provided such that the power supply control device (4) operates in an energy-saving mode in which each connection part (102) is controlled according to the disconnection state. [Aspect 11] An aircraft (2) according to any one of embodiments 1 to 10, characterized in that the aircraft (2) is configured to operate in at least according to a charge mode in which the power supply control device (4) outputs a power command to at least one power source (26, 28) to charge the plurality of stored electrical energy sources (18, 20, 22, 24) while responding to the power demands of the drive units (6, 8, 10, 12, 14, 16). [Aspect 12] The aircraft (2) according to embodiment 11, wherein the power supply control device (4) in charge mode sequentially controls each connection (102) in one or more charging phases, and the power supply control device (4) is configured to carry out each charging phase by associating each electrical converter (94, 96) with a certain stored electrical energy source (18, 20, 22, 24), controlling each connection (102) between the associated stored electrical energy source (18, 20, 22, 24) and the electrical converter according to the unidirectional state, and controlling all other connection (102) according to the disconnection state, until each stored electrical energy source (18, 20, 22, 24) is charged. [Aspect 13] The aircraft (2) according to embodiment 11, wherein the power supply control device (4) in charge mode sequentially controls each connection (102) in one or more charging phases, and the power supply control device (4) is configured to carry out each charging phase by associating each electrical converter with each of a plurality of storage electrical energy sources (18, 20, 22, 24), controlling each connection (102) between the associated storage electrical energy source (18, 20, 22, 24) and the electrical converter according to the bidirectional state, and controlling all other connection (102) according to the disconnection state, until each storage electrical energy source (18, 20, 22, 24) is charged. [Aspect 14] In the aircraft (2) according to any one embodiment from embodiments 1 to 13, the aircraft (2) is configured to operate in at least according to a buffer mode in which the power supply control device (4) transmits power commands to the at least one power source (26, 28) to meet the power requirements of the drive unit (6, 8, 10, 12, 14, 16) through the plurality of stored electrical energy sources (18, 20, 22, 24), and the power supply control device (4) sequentially controls each connection unit (102) in one or more power supply phases, and the power supply control device (4) The aircraft (2) is characterized in that the device (4) is provided to perform each power supply phase by associating each of the electrical converters (94, 96) with each of the storage electrical energy sources (18, 20, 22, 24), controlling each connection (102) between the associated storage electrical energy source (18, 20, 22, 24) and the electrical converter according to the unidirectional state, and controlling all other connection (102) according to the disconnection state, until the power requirements of the drive units (6, 8, 10, 12, 14, 16) are met.

Claims

1. A hybrid aircraft (2), - At least two drive units (6, 8, 10, 12, 14, 16) each including a propulsion unit (34, 42, 46, 48, 50, 52, 54, 56, 58, 60) and an electric motor (32, 40, 62, 64, 66, 68, 70, 72, 74, 76), - A plurality of storage electrical energy sources (18, 20, 22, 24) are provided to supply electrical energy to one or more of the aforementioned electric motors (32, 40, 62, 64, 66, 68, 70, 72, 74, 76), - A power source (26, 28) including a fuel-based electrical energy generator (98, 100) and connected to each of the stored electrical energy sources (18, 20, 22, 24), - A power supply control device (4) is provided to output a power command to at least one power source (26, 28) according to the power requirements of the drive units (6, 8, 10, 12, 14, 16), Equipped with, The plurality of storage electrical energy sources (18, 20, 22, 24) are configured to supply electrical energy in accordance with the difference between the power requirements of the drive units (6, 8, 10, 12, 14, 16) and the power supplied by the at least one power source (26, 28), based on the power command. The at least one power source (26, 28) is further capable of recharging the plurality of storage electrical energy sources (18, 20, 22, 24) in such a way that each storage electrical energy source (18, 20, 22, 24) is handled passively. In aircraft (2), Each power source (26, 28) includes at least one electrical converter (94, 96), and the at least one electrical converter (94, 96) is connected to each stored electrical energy source (18, 20, 22, 24) via a connection (102) having a first contactor (104) or electromechanical relay, a second contactor (108) or electromechanical relay, and a diode (106). The power supply control device (4) is configured to control the operation of each connection (102) according to a set of states consisting of a unidirectional state in which current flows from the electrical converters (94, 96) to the stored electrical energy sources (18, 20, 22, 24), a bidirectional state in which current flows in both directions, and a cutoff state in which the flow of current is interrupted, in the aircraft (2).

2. The aircraft (2) according to claim 1, wherein at least one connection (102) includes an electrical circuit in which the diode (106), forward-biased from the electrical converters (94, 96) to the stored electrical energy sources (18, 20, 22, 24), is connected in series with the first contactor (104) or an electromechanical relay, and the second contactor (108) or an electromechanical relay is connected in parallel with the first contactor (104) or an electromechanical relay and the diode (106).

3. The aircraft (2) according to claim 1, characterized in that at least one of the stored electrical energy sources (18, 20, 22, 24) is a battery.

4. The aircraft (2) according to claim 1, characterized in that the drive unit (6, 8, 10, 12, 14, 16) includes at least one takeoff drive unit (10, 12, 14, 16) and at least one cruising drive unit (6, 8).

5. The aircraft (2) according to claim 4, characterized in that at least one takeoff drive unit (10, 12, 14, 16) is a vertical takeoff and landing drive unit, and at least one cruising drive unit (6, 8) is a horizontal drive unit.

6. The aircraft (2) according to claim 1, wherein the fuel-based electrical energy generators (98, 100) of at least one power source (26, 28) are turbo engines, and each of the electrical converters (94, 96) of the power source (26, 28) are AC-DC converters.

7. The aircraft (2) according to claim 6, characterized in that the turbo engine is powered by fuel, biofuel or synthetic fuel.

8. The aircraft (2) according to claim 1, wherein the fuel-based electrical energy generators (98, 100) of at least one power source (26, 28) are fuel cells, and each of the electrical converters (94, 96) of the power source (26, 28) are DC-DC converters.

9. The aircraft (2) according to claim 1, wherein the aircraft (2) is configured such that the power requirements of the drive units (6, 8, 10, 12, 14, 16) require power supply from at least one power source (26, 28) and the plurality of storage electrical energy sources (18, 20, 22, 24), and the power supply control device (4) operates at least in a turbo mode that controls each connection unit (102) according to the unidirectional state.

10. The aircraft (2) according to claim 1, wherein the aircraft (2) is provided such that the power supply control device (4) operates in an energy-saving mode in which each connection part (102) is controlled according to the disconnection state.

11. The aircraft (2) according to claim 1, wherein the aircraft (2) is configured to operate at least in accordance with a charge mode in which the power supply control device (4) outputs a power command to at least one power source (26, 28) to charge the plurality of stored electrical energy sources (18, 20, 22, 24) while meeting the power requirements of the drive unit (6, 8, 10, 12, 14, 16).

12. The aircraft (2) according to claim 11, wherein the power supply control device (4) in charge mode sequentially controls each connection (102) in one or more charging phases, and the power supply control device (4) is configured to carry out each charging phase by associating each electrical converter (94, 96) with a certain stored electrical energy source (18, 20, 22, 24), controlling each connection (102) between the associated stored electrical energy source (18, 20, 22, 24) and the electrical converter according to the unidirectional state, and controlling all other connection (102) according to the disconnection state, until each stored electrical energy source (18, 20, 22, 24) is charged.

13. The aircraft (2) according to claim 11, wherein the power supply control device (4) in charge mode sequentially controls each connection (102) in one or more charging phases, and the power supply control device (4) is configured to carry out each charging phase by associating each electrical converter with each of a plurality of storage electrical energy sources (18, 20, 22, 24), controlling each connection (102) between the associated storage electrical energy source (18, 20, 22, 24) and the electrical converter according to the bidirectional state, and controlling all other connection (102) according to the disconnection state, until each storage electrical energy source (18, 20, 22, 24) is charged.

14. The aircraft (2) according to claim 1 is provided to operate at least in accordance with a buffer mode in which the power supply control device (4) transmits power commands to the at least one power source (26, 28) to meet the power requirements of the drive unit (6, 8, 10, 12, 14, 16) through the plurality of stored electrical energy sources (18, 20, 22, 24) and the power supply control device (4) sequentially controls each connection unit (102) in one or more power supply phases, and the power supply control device (4 An aircraft (2) is provided to perform each power supply phase by associating each of the electrical converters (94, 96) with each of the storage electrical energy sources (18, 20, 22, 24), controlling each connection (102) between the associated storage electrical energy source (18, 20, 22, 24) and the electrical converter according to the unidirectional state, and controlling all other connection (102) according to the disconnection state, until the power requirements of the drive units (6, 8, 10, 12, 14, 16) are met.

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