WO2020219994A1 - Architecture de bus d'alimentation d'aéronef et stabilisation de bus d'alimentation - Google Patents

Architecture de bus d'alimentation d'aéronef et stabilisation de bus d'alimentation Download PDF

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Publication number
WO2020219994A1
WO2020219994A1 PCT/US2020/029973 US2020029973W WO2020219994A1 WO 2020219994 A1 WO2020219994 A1 WO 2020219994A1 US 2020029973 W US2020029973 W US 2020029973W WO 2020219994 A1 WO2020219994 A1 WO 2020219994A1
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WO
WIPO (PCT)
Prior art keywords
bus
power
main
power bus
battery
Prior art date
Application number
PCT/US2020/029973
Other languages
English (en)
Inventor
Thaddeus MATUSZESKI
William SECHRIST
James Daley
Original Assignee
Aerovironment
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Aerovironment filed Critical Aerovironment
Publication of WO2020219994A1 publication Critical patent/WO2020219994A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B64D27/24—Aircraft characterised by the type or position of power plants using steam or spring force
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B64D27/30—Aircraft characterised by electric power plants
    • B64D27/35—Arrangements for on-board electric energy production, distribution, recovery or storage
    • B64D27/353—Arrangements for on-board electric energy production, distribution, recovery or storage using solar cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D2221/00—Electric power distribution systems onboard aircraft
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/50—On board measures aiming to increase energy efficiency
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/60—Efficient propulsion technologies, e.g. for aircraft

Definitions

  • Aircraft power management is important in aircraft that utilize fuel to provide electrical power for the aircraft system, such as the hydrogen powered fuel cell system disclosed in U.S. Patent 8,457,860, by Matuszeski et al . , issued on June 4, 2013, which is herein incorporated by reference.
  • Such a system has the advantage of a continuous supply of power for the system. In solar powered high altitude long endurance aircraft this is not the case, as clouds, aircraft shading/orientation, sunlight position/angle, and darkness cause the aircraft to have diminished or no capability to generate power.
  • a solar powered high altitude long endurance aircraft power bus architecture which includes a main DC power bus, with a battery connected to the main DC power bus.
  • This embodiment includes a plurality of solar panels coupled to the main DC power bus via a plurality of DC to DC converters such that each of the plurality of solar panels is coupled to the main power bus via one DC to DC converter of the plurality of DC to DC converters.
  • a plurality of propeller drive units are coupled to the main DC power bus via a plurality of inverters such that each of the plurality of propeller drive units is coupled via an inverter to the main DC power bus .
  • a solar powered high altitude long endurance aircraft power bus architecture which includes a main DC power bus with a battery connected to the main DC power bus via a relay.
  • This embodiment also includes a solar panel coupled to the main DC power bus via a maximum power point tracker, the maximum power point tracker having a DC to DC converter coupling the solar panel to the main DC power bus.
  • An AC propeller drive unit is coupled to the main DC power bus via an inverter.
  • a method to provide high voltage bus stability includes maintaining a high voltage within an allowable voltage range on a high power bus by coordinating the maximum power point tracker and the propeller drive unit and causing the maximum power point tracker to reduce a power supplied to the high voltage bus upon reaching a maximum voltage setpoint corresponding to a battery full charge, and by controlling the propeller drive unit to either consume additional power or to reduce consumption upon reaching either the maximum voltage setpoint or a minimum voltage setpoint so as to stabilize the high voltage bus.
  • FIG. 1 is a simplified schematic of a possible power bus system architecture for a solar powered high altitude long endurance aircraft.
  • FIG. 2 is a simplified schematic of a power bus system architecture embodiment for a solar powered high altitude long endurance aircraft.
  • FIG. 3 is a plot showing an example I-V curve of current versus voltage for a typical solar array system.
  • FIG. 4 is a plot illustrating an example I-V curve of current versus voltage for a solar array system for high performance solar cell utilized in high altitude long endurance aircraft implementations.
  • FIG. 5 is a simplified flow diagram depicting maximum power point tracking in accordance with an implementation of the present invention.
  • FIG. 6 is a simplified flow diagram depicting an implementation for power bus stabilization. DESCRIPTION
  • FIG. 1 shows a possible power bus system architecture 100 for a solar powered high altitude long endurance aircraft.
  • one or more propeller drive units or PDUs 120 are connected to the main power bus 110.
  • One or more solar cell arrays 130 are also connected to the main power bus 110.
  • One or more batteries 140 are connected to the bus via a DC/DC converter 145. Since the voltage output of the solar cell array 130 supplied to the bus 110 can fluctuate based on its temperature, the DC/DC converter 145 regulates the voltage to the battery 140.
  • the PDUs 120 are controlled in response to the voltage supplied on the bus 110, to adapt to the voltage being supplied on the bus 110.
  • the battery is connected to the bus 210, while the solar arrays 230 are connected via DC/DC converters 235.
  • the PDUs (motors) 220 are also each connected via an inverter 225 to supply alternating current to the PDUs 220. If there is a payload 250, such as a camera, sensor array, deployable or launchable device, or other device that requires bus power, it would be connected via a converter 255, such as DC/DC converter.
  • the battery (s) 240 may be connected to the bus via a relay 245, or a solid state switch, so that one or more of the batteries 240 may be disconnected from the bus when desired, such as due to its functional/operational health, for example removing non-functioning batteries, or to prevent damage to the battery, for example to prevent overcharging, thermal degradation, etc., or to prevent damage to the main power bus or other components on the bus.
  • a battery may include several battery packs, which may be made up of multiple battery cells.
  • the individual battery packs may be connected to the bus via its own relay, or solid state switch.
  • the individual battery cells may be connected via its own switch, or relay to the main high voltage power bus.
  • the main power bus is a high voltage power bus that typically operates in a range of from about 270 volts to about 400 volts.
  • the DC/DC converter for each of the one hundred and ten panels, or for strings of panels would convert the voltage for each solar array panel 230a or 230b, or string of solar array panels, to the voltage of the main power bus 210.
  • the solar panels need not be equally divided among the DC/DC converters, so in some embodiments there may be twenty eight DC/DC converters employed, for example.
  • PDUs or motors there may be multiple PDUs or motors to propel the aircraft.
  • a single inverter 225 may supply phased voltage to all of the PDUs 220.
  • DC motors could be utilized so that the inverter (s) would not be necessary.
  • a DC/DC converter could be used instead of the inverter (s) 225, depending on the motor characteristics and desired operating profile of the PDUs 220.
  • the DC/DC converter 235 are contained within a power tracker 260.
  • the power tracker is a maximum power point tracker 260 or MPPT charge controller configured to boost voltage from the solar array to the output and to adjust a boost ratio to get the maximum power from the solar array.
  • MPPT charge controllers include Outback® FLEXmax 60/80 MPPT, Xantrex® MPPT Solar Charge Controller, and Blue Sky® Solar Charge Controller.
  • the MPPT charge controller which may be programmable, is configured to maximize the available power going into the main power bus from the solar array. This is important in various high altitude long endurance aircraft applications where the optimum voltage is a function of the solar array temperature which is a function of illumination of the solar array, altitude, airspeed, etc., all of which may vary throughout the day.
  • FIG. 3 is a plot 300 showing an example I-V curve 310 of current versus voltage for a typical solar array system.
  • the power curve 320 for the solar array system is superimposed on the plot 300. It is desirable to extract the maximum power from the solar array system. As such, it is desirable to operate along the I-V curve 310 where the power for the system is at its peak.
  • FIG. 4 is a plot 400 showing an example I-V curve 410 of current versus voltage for a solar array system for high performance solar cell utilized in high altitude long endurance aircraft implementations.
  • the I-V curve 310 and the power curve (not shown) have a very steep slope as they approach the maximum current.
  • the optimum operating point of the system lies with a narrow operating range. If the current is too great by even a slight amount, the voltage goes to zero or short circuits very easily.
  • an increase of 5% in current from the maximum power point will cause about 50% reduction in voltage which would cause a significant reduction in power.
  • a voltage loop is utilized to monitor voltage while determining the peak power operating point, as well as monitoring the current and power. This is because the change in voltage is much bigger than the change in either the power or the current near this point.
  • the output current is regulated 515, while monitoring the output voltage 535, as well as the output power 525.
  • the commanded current is varied 545 by maximum power point tracker circuitry, while monitoring power. Additionally, the voltage is also monitored to determine when the power output is maximized because the rate of change of the voltage is greater than the rate of change of the power near the maximum power output operating point.
  • the voltage is monitored at a faster rate than the current and power.
  • the voltage may be monitored ten time faster than the current or power.
  • the current and/or power may be monitored at 10 times a second, while the voltage is monitored at 100 time a second.
  • Fig. 4 depicts example I-V curves for hotter temperature 410 and colder temperature 411 for higher solar intensity 410, and lower solar intensity 412.
  • a method for controlling a solar cell array includes determining an operating point of the solar array. This may include regulating a current output of the solar array, monitoring a power output of the solar array, monitoring a voltage output of the solar array, and varying the current output of the solar array in response to the monitoring of the voltage output to maximize the power output of the solar array.
  • the method may include monitoring the voltage output at a faster rate than the monitoring of the current output. This may include monitoring the voltage output at ten times faster rate than the monitoring of the current output. In some implementations, the voltage output may be monitored at one hundred times a second with the current output being monitored at ten times a second.
  • High voltage bus stability is provided by maintaining a safe bus voltage at all times during operation, preventing the battery packs from over-charging or under charging, balancing power generated vs power consumed, and handling transient conditions like battery failure, PDU failure, or fuse clearing.
  • the responsibility is distributed between power subsystems, i.e. the MPPTs and the PDUs.
  • the MPPTs will taper off the chart current upon reaching their high voltage setpoint. Generally, this will correspond to battery full charge.
  • the setpoint will never be set higher than the max safe battery pack voltage.
  • the PDUs will throttle up/down upon reaching bus voltage extremes to stabilize the bus.
  • FIG. 6 is a simplified flow diagram depicting an implementation for power bus stabilization.
  • the implementation of FIG. 6 includes maintaining a safe voltage on a high power bus by coordinating the maximum power point tracker and the propeller drive unit and causing the maximum power point tracker to reduce the power it supplies to the high voltage bus upon reaching a maximum voltage setpoint corresponding to a battery full charge, and by controlling the propeller drive unit to either consume additional power or to reduce consumption upon reaching either the maximum voltage setpoint or a minimum voltage setpoint so as to stabilize the high voltage bus.
  • the 6 also includes the ability to reduce the throttle command to the propeller drive units below zero throttle if the bus voltage is still at its minimum voltage setpoint the propeller drive unit consumption has been reduced to zero. In this case commanding negative throttle settings will make the propeller drive units generate power (extracting energy from the motion of the aircraft through the air like a wind turbine) to stabilize the high voltage bus even if the battery state of charge is zero and there is no power coming from the solar array.
  • the maximum voltage setpoint is the maximum safe battery pack voltage allowable without causing damage to the battery. Upon reaching the maximum voltage setpoint the battery may be disconnected from the high voltage bus.
  • the battery comprises a plurality of battery packs.
  • disconnecting the battery from the high voltage bus may include disconnecting a full battery pack from the high voltage bus while continuing to charge a non-full battery pack of the plurality of battery packs. So, a full battery pack may be disconnected from the high voltage bus while continuing to charge one or more non-full battery packs.
  • each of the various elements of the invention and claims may also be achieved in a variety of manners.
  • This disclosure should be understood to encompass each such variation, be it a variation of any apparatus embodiment, a method embodiment, or even merely a variation of any element of these.
  • the words for each element may be expressed by equivalent apparatus terms even if only the function or result is the same.
  • Such equivalent, broader, or even more generic terms should be considered to be encompassed in the description of each element or action.
  • Such terms can be substituted where desired to make explicit the implicitly broad coverage to which this invention is entitled.
  • all actions may be expressed as a means for taking that action or as an element which causes that action.
  • each physical element disclosed should be understood to encompass a disclosure of the action which that physical element facilitates. Such changes and alternative terms are to be understood to be explicitly included in the description.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

Dans un mode de réalisation, l'invention concerne une architecture de bus d'alimentation d'aéronef de grande autonomie pour haute altitude alimentée par l'énergie solaire qui comprend un bus d'alimentation CC principal, une batterie étant connectée au bus d'alimentation CC principal. Ce mode de réalisation comprend une pluralité de panneaux solaires accouplés au bus d'alimentation CC principal par l'intermédiaire d'une pluralité de convertisseurs CC-CC de façon à ce que chaque panneau de la pluralité des panneaux solaires soit accouplé au bus d'alimentation principal par l'intermédiaire d'un convertisseur CC-CC de la pluralité de convertisseurs CC-CC. Une pluralité d'unités d'entraînement d'hélice sont accouplées au bus d'alimentation CC principal par l'intermédiaire d'une pluralité d'onduleurs de façon à ce que chaque unité de la pluralité d'unités d'entraînement d'hélice soit accouplée par l'intermédiaire d'un onduleur au bus d'alimentation CC principal.
PCT/US2020/029973 2019-04-25 2020-04-24 Architecture de bus d'alimentation d'aéronef et stabilisation de bus d'alimentation WO2020219994A1 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
US201962838783P 2019-04-25 2019-04-25
US201962838936P 2019-04-25 2019-04-25
US62/838,936 2019-04-25
US62/838,783 2019-04-25
US201962897985P 2019-09-09 2019-09-09
US62/897,985 2019-09-09

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Publication Number Publication Date
WO2020219994A1 true WO2020219994A1 (fr) 2020-10-29

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Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5659465A (en) * 1994-09-23 1997-08-19 Aeroviroment, Inc. Peak electrical power conversion system
US5810284A (en) * 1995-03-15 1998-09-22 Hibbs; Bart D. Aircraft
US20080308685A1 (en) * 2007-06-15 2008-12-18 Darwin Kent Decker Solar powered wing vehicle using flywheels for energy storage
US20100265747A1 (en) * 2005-07-13 2010-10-21 Universita' Degli Studi Di Salerno Single stage inverter device, and related controlling method, for converters of power from energy sources, in particular photovoltaic sources
US8448898B1 (en) * 2012-04-30 2013-05-28 Sunlight Photonics Inc. Autonomous solar aircraft
US20160079760A1 (en) * 2009-08-14 2016-03-17 Newdoll Enterprises Llc Pole-mounted power generation systems, structures and processes
US20170305564A1 (en) * 2012-02-15 2017-10-26 Microlink Devices, Inc. High-efficiency, lightweight solar sheets
US20180297476A1 (en) * 2017-04-13 2018-10-18 Ford Global Technologies, Llc Solar panel power point tracker integrated with vehicle electrical system
WO2019033161A1 (fr) * 2017-08-14 2019-02-21 SMART BLOX Pty Ltd Module et système de générateur solaire déployable

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5659465A (en) * 1994-09-23 1997-08-19 Aeroviroment, Inc. Peak electrical power conversion system
US5810284A (en) * 1995-03-15 1998-09-22 Hibbs; Bart D. Aircraft
US20100265747A1 (en) * 2005-07-13 2010-10-21 Universita' Degli Studi Di Salerno Single stage inverter device, and related controlling method, for converters of power from energy sources, in particular photovoltaic sources
US20080308685A1 (en) * 2007-06-15 2008-12-18 Darwin Kent Decker Solar powered wing vehicle using flywheels for energy storage
US20160079760A1 (en) * 2009-08-14 2016-03-17 Newdoll Enterprises Llc Pole-mounted power generation systems, structures and processes
US20170305564A1 (en) * 2012-02-15 2017-10-26 Microlink Devices, Inc. High-efficiency, lightweight solar sheets
US8448898B1 (en) * 2012-04-30 2013-05-28 Sunlight Photonics Inc. Autonomous solar aircraft
US20180297476A1 (en) * 2017-04-13 2018-10-18 Ford Global Technologies, Llc Solar panel power point tracker integrated with vehicle electrical system
WO2019033161A1 (fr) * 2017-08-14 2019-02-21 SMART BLOX Pty Ltd Module et système de générateur solaire déployable

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