Patent Description:
Electric and hybrid vehicles such as aerial vehicles, road vehicles and the like are powered by sources of electric power such as batteries. These vehicles generally include one or more power sources, and a propulsion system one or more electric motors configured to power one or more propulsors to generate propulsive forces that cause the vehicle to move. Depending on the vehicle, these propulsors may include rotors, propellers, wheels and the like. The propulsion system may also include a drivetrain configured to deliver power from the electric motors to the propulsors; and for some vehicles, the electric motors and drivetrain may in some contexts be referred to as the powertrain of the vehicle.

In many of these vehicles, electric power from the power sources is distributed to the electric motors with direct connections between the power sources and the electric motors, with fusing for protection and contactors and pre-charge circuits for control and startup. Existing isolated DC-to-DC converters in more general applications commonly have transformers with either one input and one output or one input and multiple outputs. When placed between sources and loads, isolated DC-to-DC converters can provide an electric power system with a number of benefits including galvanic isolation, the ability to generate a bipolar DC bus at the output, and a fixed regulated output voltage.

Although existing power distribution designs are adequate, it is generally desirable to improve on existing designs.

<CIT>, according to its abstract, states that an aircraft propulsion system comprises at least first and second electrical generators, each being configured to provide electrical power to a respective first and second AC electrical network. The system further comprises at least first and second AC electrical motors directly electrically coupled to a respective AC network and coupled to a respective propulsor, and a DC electrical network electrically coupled to the first and second AC networks via respective first and second AC to DC converters, and to a further electrical motor, the further electrical motor being coupled to a propulsor.

<CIT>, according to its abstract, states that there is an energy management system for an aircraft. The system includes an electric machine including a stator surrounding a rotor having permanent magnets disposed therein, wherein rotation of the rotor causes an alternating current to be generated in windings of the stator that is uncontrolled. The system includes an electric propulsion system. The system includes a bidirectional power converter having a first side connected to the electric machine and a second side galvanically isolated from the first side and connected to the electric propulsion system. The bidirectional power converter includes a switching network that regulates power associated with the electric machine and power transfer across the bidirectional power converter. The switching network is operable to satisfy collective power flows of the electric machine and the electric propulsion system through the bidirectional power converter.

<CIT>, according to its abstract, states an integrated power system suitable for simultaneously powering marine propulsion and service loads. The system includes: (a) at least one generator configured with at least first and second armature windings configured to output respective first and second alternating current power signals of different voltages, the at least two armature windings positioned within the same stator slots so that they magnetically couple; (b) at least first and second rectifier circuits coupled to said generator to convert said first and second alternating current power signals into first and second direct current power signals; (c) a first load to which said first direct current power signal is coupled and a second load to which said second direct current power signal is coupled.

<CIT>, according to its abstract, states a propulsion system for a multirotor rotary wing aircraft comprising a reconfigurable electrical network to power the electric motors driving the rotors. The system comprises a power source, a power bus connected to the power source, at least four motor groups each comprising an electric motor and its control circuit, and an annular electrical network comprising an electrical line interrupted at each motor group and whose ends are connected to the power bus, and for each motor group, a first switch and a second switch connected between the control circuit and the power line, on either side of the interruption.

There is described herein a vehicle, optionally an aircraft or spacecraft. The vehicle comprises a basic structure, and coupled to the basic structure, a plurality of power sources, a propulsion system including a plurality of DC electric motors configured to power a plurality of propulsors to generate propulsive forces that cause the vehicle to move and a plurality of motor drives, each motor drive connected to a DC electric motor from the plurality of DC electric motors, and power distribution circuitry configured to deliver direct current, DC, electric power from the plurality of power sources to the plurality of DC electric motors. The power distribution circuitry includes a plurality of DC-to-DC converter assemblies configured to input the DC electric power from the plurality of power sources and deliver voltage-regulated outputs to the plurality of DC electric motors, each DC-to-DC converter assembly operatively coupled to multiple ones of the plurality of power sources and multiple ones of the plurality of DC electric motors, and at least one DC-to-DC converter assembly of the plurality of DC-to-DC converter assemblies including a multiple-input and multiple-output, MIMO, transformer with a single transformer core. The inputs of the MIMO transformer are each connected to a power source from the plurality of power sources, and the outputs of the MIMO transformer are each connected to a motor drive from the plurality of motor drives.

There is also described herein a method of managing power in the vehicle described above. The method comprises delivering direct current, DC, electric power from the plurality of power sources to the plurality of DC electric motors via the power distribution circuitry that includes the plurality of DC-to-DC converter assemblies. The plurality of DC-to-DC converter assemblies receive the DC electric power from the plurality of power sources and deliver voltage-regulated outputs to the plurality of DC electric motors.

Examples of the present disclosure are directed to electric power distribution and, in particular, to electric power distribution in electrically-powered systems such as those onboard vehicles. Some examples provide more reliable power distribution by allowing multiple power sources to provide electric power to multiple electric motors while maintaining the benefits of an isolated converter-based power system. Some of these examples include an assembly of multiple DC-to-DC converters that share a multiple-input and multiple-output (MIMO) transformer, single transformer core, which may provide magnetic coupling between the DC-to-DC converters. Examples may replace fuses, contactors and pre-charge circuits with an active converter, namely, a DC-to-DC converter assembly with a MIMO transformer.

Reliability is often a key goal of power distribution in vehicles, and many vehicles achieve reliability through redundancy. In some examples, power distribution is made more reliable, not by duplication, but by having a DC-to-DC converter assembly in which multiple inputs and multiple outputs are integrated on a single transformer core. The transformer core tends to be a dominant mass of any DC-to-DC system, and examples may allow the transformer core to provide additional functionality without additional mass.

Some examples include bypass switches to circumvent a DC-to-DC converter, responsive to a fault or failure at the DC-to-DC converter. This accommodates single points of faults or failures in the power distribution. In particular instances in which the power sources have a voltage range compatible with the electric motors, a bypass switch may be employed to directly connect a power source to an electric motor, circumventing a faulted or failed DC-to-DC converter. In this case, the power distribution may be made more reliable, not by duplication, but by having a bypass switch that can functionally (with less optimality) circumvent the converter with little weight.

The present disclosure thus includes, without limitation, the following examples.

Some examples provide a vehicle comprising: a basic structure; and coupled to the basic structure, a plurality of power sources; a propulsion system including a plurality of electric motors configured to power a plurality of propulsors to generate propulsive forces that cause the vehicle to move; and power distribution circuitry configured to deliver direct current (DC) electric power from the plurality of power sources to the plurality of electric motors, the power distribution circuitry including a plurality of DC-to-DC converter assemblies configured to input the DC electric power from the plurality of power sources and deliver voltage-regulated outputs to the plurality of electric motors, a DC-to-DC converter assembly operatively coupled to multiple ones of the plurality of power sources and multiple ones of the plurality of electric motors, and the DC-to-DC converter assembly including a multiple-input and multiple-output (MIMO) transformer with a single transformer core.

The plurality of propulsors may include one or more of rotors, propellers or wheels.

The MIMO transformer may further include multiple primary coils and multiple secondary coils wound around the single transformer core, and isolated from one another but magnetically coupled by the single transformer core.

The DC-to-DC converter assembly may further include a plurality of high-frequency power converters including a first multiple high-frequency power converters coupled to respective ones of the multiple primary coils of the MIMO transformer, and a second multiple high-frequency power converters coupled to respective ones of the secondary coils of the MIMO transformer.

At least some of the plurality of high-frequency power converters may include bridge circuits with respective switches, and wherein the power distribution circuitry further includes power control circuitry configured to control the respective switches to thereby control power flow through the DC-to-DC converter assembly, and manage magnetic flux through the single transformer core.

The power control circuitry may be configured to control the respective switches to synchronize the power flow through the DC-to-DC converter assembly. The power control circuitry may be configured to control the respective switches to control different amounts of power through the DC-to-DC converter assembly simultaneously and/or may be further configured to control the respective switches of one or more of the high-frequency power converters to compensate for a fault or failure at one of the high-frequency power converters, or a fault or failure at one of the multiple ones of the plurality of power sources operatively coupled to the DC-to-DC converter assembly.

Each electric motor may have dual armature windings driven by dual, independent motor drives to develop a magnetic field to provide torque to rotate a motor shaft that causes a respective one of the plurality of propulsors to generate a propulsive force, and the DC-to-DC converter assembly may include at least: a first DC-to-DC converter configured to deliver first voltage-regulated outputs to a first of the dual, independent motor drives and thereby a first of the dual armature windings of a first and a second of the plurality of electric motors; and a second DC-to-DC converter configured to deliver second voltage-regulated outputs to a second of the dual, independent motor drives and thereby a second of the dual armature windings of the first and the second of the electric motors.

The first DC-to-DC converter may be configured to input the DC electric power from a first and a second of the plurality of power sources, and the second DC-to-DC converter may be configured to input the DC electric power from a third and a fourth of the plurality of power sources. The first DC-to-DC converter may be configured to input the DC electric power from a first and a second of the plurality of power sources, and the second DC-to-DC converter may be configured to input the DC electric power from the first or the second of the plurality of power sources, and a third of the plurality of power sources.

Some examples provide a method of managing power in a vehicle, the method comprising: providing the vehicle including a plurality of power sources, a propulsion system including a plurality of electric motors configured to power a plurality of propulsors to generate propulsive forces that cause the vehicle to move, and power distribution circuitry electrically coupling the plurality of power sources to the plurality of propulsors; and delivering direct current (DC) electric power from the plurality of power sources to the plurality of electric motors via the power distribution circuitry that includes a plurality of DC-to-DC converter assemblies inputting the DC electric power from the plurality of power sources and delivering voltage-regulated outputs to the plurality of electric motors, a DC-to-DC converter assembly operatively coupled to multiple ones of the plurality of power sources and multiple ones of the plurality of electric motors, and the DC-to-DC converter assembly including a multiple-input and multiple-output (MIMO) transformer with a single transformer core.

Providing the vehicle may include providing the vehicle in which the MIMO transformer further includes multiple primary coils and multiple secondary coils wound around the single transformer core, and isolated from one another but magnetically coupled by the single transformer core. Providing the vehicle may include providing the vehicle in which the DC-to-DC converter assembly further includes a plurality of high-frequency power converters including a first multiple high-frequency power converters coupled to respective ones of the multiple primary coils of the MIMO transformer, and a second multiple high-frequency power converters coupled to respective ones of the secondary coils of the MIMO transformer. Providing the vehicle may include providing the vehicle in which at least some of the plurality of high-frequency power converters include bridge circuits with respective switches, and wherein the power distribution circuitry further includes power control circuitry, and the method may further comprise the power control circuitry controlling the respective switches to thereby control power flow through the DC-to-DC converter assembly, and manage magnetic flux through the single transformer core.

Controlling the respective switches may include the power control circuitry controlling the respective switches to synchronize the power flow through the DC-to-DC converter assembly. Controlling the respective switches may include the power control circuitry controlling the respective switches to control different amounts of power through the DC-to-DC converter assembly simultaneously.

The method may further comprise the power control circuitry controlling the respective switches of one or more of the high-frequency power converters to compensate for a fault or failure at one of the high-frequency power converters, or a fault or failure at one of the multiple ones of the plurality of power sources operatively coupled to the DC-to-DC converter assembly.

Each electric motor may have dual armature windings driven by dual, independent motor drives to develop a magnetic field to provide torque to rotate a motor shaft that causes a respective one of the plurality of propulsors to generate a propulsive force, and the DC-to-DC converter assembly delivering the voltage-regulated outputs includes at least: a first DC-to-DC converter delivering first voltage-regulated outputs to a first of the dual, independent motor drives and thereby a first of the dual armature windings of a first and a second of the plurality of electric motors; and a second DC-to-DC converter delivering second voltage-regulated outputs to a second of the dual, independent motor drives and thereby a second of the dual armature windings of the first and the second of the electric motors.

The first DC-to-DC converter may input the DC electric power from a first and a second of the plurality of power sources, and the second DC-to-DC converter may input the DC electric power from a third and a fourth of the plurality of power sources. The first DC-to-DC converter assembly may input the DC electric power from a first and a second of the plurality of power sources, and the second DC-to-DC converter assembly may input the DC electric power from the first or the second of the plurality of power sources, and a third of the plurality of power sources.

Some examples provide a vehicle comprising: a basic structure; and coupled to the basic structure, a plurality of power sources; a propulsion system including a plurality of electric motors configured to power a plurality of propulsors to generate propulsive forces that cause the vehicle to move; and power distribution circuitry configured to deliver direct current (DC) electric power from the plurality of power sources to the plurality of electric motors, the power distribution circuitry including: a plurality of DC-to-DC converters configured to input the DC electric power from the plurality of power sources and deliver voltage-regulated outputs to the plurality of electric motors; a plurality of bypass switches connected in parallel with respective ones of the plurality of DC-to-DC converters; and power control circuitry configured to control a bypass switch to circumvent a DC-to-DC converter, responsive to a fault or failure at the DC-to-DC converter.

The DC-to-DC converter includes: a transformer including a primary coil and a secondary coil wound around a transformer core, and isolated from one another but magnetically coupled by the transformer core; and a plurality of high-frequency power converters including a first high-frequency power converter coupled to the primary coil of the transformer, and a second high-frequency power converter coupled to the secondary coil of the transformer. The DC-to-DC converter may have inputs including a positive input and a negative input, and outputs including a positive output and a negative output, and the bypass switch may include a single pole switch pair that connects the positive input to the positive output, and connects the negative input to the negative output. The DC-to-DC converter may have inputs including a positive input and a negative input, and outputs including a positive output and a negative output, and the bypass switch may include a double pole switch that connects the positive input to the positive output, and connects the negative input to the negative output.

Each electric motor may have dual armature windings driven by dual, independent motor drives to develop a magnetic field to provide torque to rotate a motor shaft that causes a respective one of the plurality of propulsors to generate a propulsive force, and each of the dual, independent motor drives and thereby the dual armature windings of an electric motor is powered from a different one of the plurality of power sources.

Some examples provide a method of managing power in a vehicle, the method comprising: providing the vehicle including a plurality of power sources, a propulsion system including a plurality of electric motors configured to power a plurality of propulsors to generate propulsive forces that cause the vehicle to move, and power distribution circuitry electrically coupling the plurality of power sources to the plurality of propulsors; and delivering direct current (DC) electric power from the plurality of power sources to the plurality of electric motors via the power distribution circuitry that includes: a plurality of DC-to-DC converters inputting the DC electric power from the plurality of power sources and delivering voltage-regulated outputs to the plurality of electric motors; a plurality of bypass switches connected in parallel with respective ones of the plurality of DC-to-DC converters; and power control circuitry controlling a bypass switch to circumvent a DC-to-DC converter, responsive to a fault or failure at the DC-to-DC converter.

Providing the vehicle may include providing the vehicle in which the DC-to-DC converter includes: a transformer including a primary coil and a secondary coil wound around a transformer core, and isolated from one another but magnetically coupled by the transformer core; and a plurality of high-frequency power converters including a first high-frequency power converter coupled to the primary coil of the transformer, and a second high-frequency power converter coupled to the secondary coil of the transformer. Providing the vehicle may include providing the vehicle in which the DC-to-DC converter has inputs including a positive input and a negative input, and outputs including a positive output and a negative output, and the bypass switch includes a single pole switch pair that connects the positive input to the positive output, and connects the negative input to the negative output. Providing the vehicle may include providing the vehicle in which the DC-to-DC converter has inputs including a positive input and a negative input, and outputs including a positive output and a negative output, and the bypass switch includes a double pole switch that connects the positive input to the positive output, and connects the negative input to the negative output. Providing the vehicle includes providing the vehicle in which each electric motor has dual armature windings driven by dual, independent motor drives to develop a magnetic field to provide torque to rotate a motor shaft that causes a respective one of the plurality of propulsors to generate a propulsive force, and each of the dual, independent motor drives and thereby the dual armature windings of an electric motor is powered from a different one of the plurality of power sources.

These and other features, examples, and advantages of the present disclosure will be apparent from a reading of the following detailed description together with the accompanying figures, which are briefly described below. The present disclosure includes any combination of two, three, four or more features or elements set forth in this disclosure, regardless of whether such features or elements are expressly combined or otherwise recited in a specific example described herein. This disclosure is intended to be read holistically such that any separable features or elements of the disclosure, in any of its examples, should be viewed as combinable unless the context of the disclosure clearly dictates otherwise.

Having thus described examples of the disclosure in general terms, reference will now be made to the accompanying figures, which are not necessarily drawn to scale, and wherein:.

Some examples of the present disclosure will now be described more fully hereinafter with reference to the accompanying figures, in which some, but not all examples of the disclosure are shown. Indeed, various examples of the disclosure may be embodied in many different forms and should not be construed as limited to the examples set forth herein; rather, these examples are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

Unless specified otherwise or clear from context, references to first, second or the like should not be construed to imply a particular order. A feature described as being above another feature (unless specified otherwise or clear from context) may instead be below, and vice versa; and similarly, features described as being to the left of another feature else may instead be to the right, and vice versa. Also, while reference may be made herein to quantitative measures, values, geometric relationships or the like, unless otherwise stated, any one or more if not all of these may be absolute or approximate to account for acceptable variations that may occur, such as those due to engineering tolerances or the like.

As used herein, unless specified otherwise or clear from context, the "or" of a set of operands is the "inclusive or" and thereby true if and only if one or more of the operands is true, as opposed to the "exclusive or" which is false when all of the operands are true. Thus, for example, "[A] or [B]" is true if [A] is true, or if [B] is true, or if both [A] and [B] are true. Further, the articles "a" and "an" mean "one or more," unless specified otherwise or clear from context to be directed to a singular form. Furthermore, it should be understood that unless otherwise specified, the terms "data," "content," "digital content," "information," and similar terms may be at times used interchangeably.

Examples of the present disclosure relate generally to electric power distribution and, in particular, to electric power distribution in electrically-powered systems such as those onboard vehicles. As used herein, a vehicle is a machine designed as an instrument of conveyance by land, water or air. A vehicle designed and configurable to fly may at times be referred to as an aerial vehicle or aircraft. A vehicle designed and configurable to operate with at least some level of autonomy may at times be referred to as an autonomous vehicle, or an autonomous aerial vehicle or aircraft in the case of an autonomous vehicle that is also designed and configurable to fly. Other examples of suitable vehicles include a variety of road vehicles, railed vehicles, watercraft (surface vessels, underwater vessels), amphibious vehicles, spacecraft and the like. In some examples, the vehicle is an electric vehicle such as an electric road or rail vehicle, an electric aircraft, an electric spacecraft or the like.

The vehicle may be manned or unmanned. The vehicle may be fully human-controlled, or the vehicle may be semi-autonomous or autonomous in which at least some of its maneuvers are executed independent of or with minimal human intervention. In some examples, the vehicle is operable in various modes with various amounts of human control.

A vehicle generally includes a basic structure; and coupled to the basic structure, a power source, power distribution circuitry and a propulsion system. The basic structure is the main supporting structure of the vehicle to which other components are attached. The basic structure is the load-bearing framework of the vehicle that structurally supports the vehicle in its construction and function. In various contexts, the basic structure may be referred to as a chassis, an airframe or the like.

The power source is a source of power such as electric power from which the vehicle is powered to move; and in some examples, the vehicle includes multiple or a plurality of power sources. Examples of suitable power sources include batteries, solar panels, fuel cells, electric generators and the like. The power distribution circuitry includes power transmission lines, power electronics and other circuitry for distribution of power from the power source to an electrical load such as the propulsion system and other onboard electronics.

The propulsion system includes one or more electric motors configured to power one or more propulsors to generate propulsive forces that cause the vehicle to move. Although not separately shown, in some examples, one or more motor controllers may be included to coordinate performance of the one or more electric motors. A propulsor is any of a number of different means of converting power into a propulsive force. Examples of suitable propulsors include rotors, propellers, wheels and the like. In some examples, the propulsion system includes a drivetrain configured to deliver power from the electric motors to the propulsors. The electric motors and drivetrain may in some contexts be referred to as the powertrain of the vehicle.

The vehicle may also include any of a number of other systems, subsystems, components and the like. In particular, for example, the vehicle may include a vehicle management system (VMS). The VMS is a vehicle-specific subsystem configured to manage subsystems and other components of the vehicle. These subsystems and other components include, for example, maneuver controls, landing gear, onboard environmental systems, electrical, pneumatic and hydraulic systems, communications systems, navigation systems and other subsystems and components for controlling operation and maneuvering of the vehicle. The VMS is configured to accept maneuver commands such as waypoints and/or steering commands, and control the vehicle to follow those maneuver commands.

<FIG> and <FIG> illustrate one type of vehicle <NUM>, namely, an aircraft, that may benefit from examples of the present disclosure. As shown, the vehicle generally includes a basic structure <NUM> with an airframe <NUM> with including a fuselage <NUM>, and one or more pairs of wings <NUM> that extend from opposing sides of the fuselage. The airframe also includes an empennage or tail assembly <NUM> at a rear end of the fuselage, and the tail assembly includes a stabilizer <NUM>.

The vehicle <NUM> includes a plurality of power sources <NUM>, and a propulsion system <NUM> including a plurality of electric motors <NUM> configured to power a plurality of propulsors <NUM> to generate propulsive forces that cause the vehicle to move. The vehicle as shown includes twelve electric motors (labeled M1 - M12), and the propulsors are rotors. Depending on the vehicle, in various examples, the propulsors include one or more of rotors, propellers or wheels. Also in the vehicle as shown, the plurality of electric motors are mounted to the one or more pairs of wings <NUM>, and each wing has multiple ones of the electric motors mounted to the wing. As also shown, power distribution circuitry <NUM> electrically couples the plurality of power sources to the plurality of electric motors. The power distribution circuitry is configured to deliver electric power from the plurality of power sources to the plurality of electric motors.

<FIG> illustrates power distribution circuitry <NUM> that in some examples may correspond to the power distribution circuitry shown in <FIG>. The power distribution circuitry is configured to deliver direct current (DC) electric power from a plurality of power sources <NUM> to a plurality of electric motors <NUM>, which may correspond to respectively the plurality of power sources <NUM> and electric motors <NUM>. The power distribution circuitry includes a plurality of DC-to-DC converter assemblies <NUM> (one shown) configured to input the DC electric power from the plurality of power sources and deliver voltage-regulated outputs to the plurality of electric motors. Each DC-to-DC converter assembly of one or more of the plurality of DC-to-DC converter assemblies is operatively coupled to multiple ones of the plurality of power sources and multiple ones of the plurality of electric motors.

The DC-to-DC converter assembly <NUM> includes a multiple-input and multiple-output (MIMO) transformer <NUM> with a single transformer core <NUM>. In some examples, the MIMO transformer further includes multiple primary coils <NUM> and multiple secondary coils <NUM> wound around the single transformer core, and isolated from one another but magnetically coupled by the single transformer core. The MIMO transformer with the single transformer core may allow one input to dynamically, seamlessly compensate for a fault or failure that impacts another input. The MIMO transformer may also provide four-terminal (or more) galvanic isolation.

<FIG> illustrate examples of a MIMO transformer <NUM>, <NUM>, <NUM> that may correspond to the MIMO transformer <NUM>. As shown, MIMO transformer <NUM> includes multiple primary coils <NUM> and multiple secondary coils <NUM> wound around a single transformer core <NUM>. Similarly, MIMO transformer <NUM> includes multiple primary coils <NUM> and multiple secondary coils <NUM> wound around a single transformer core <NUM>. And MIMO transformer <NUM> includes multiple primary coils <NUM> and multiple secondary coils <NUM> wound around a single transformer core <NUM>.

In some examples, the DC-to-DC converter assembly <NUM> further includes a plurality of high-frequency power converters <NUM>. These high-frequency power converters may be designed to operate with a switching frequency in the range from <NUM> - <NUM>. Examples of suitable high-frequency power converters include high-frequency AC-to-DC converters, DC-to-AC converters and the like. The plurality of high-frequency power converters <NUM> include a first multiple high-frequency power converters 216A coupled to respective ones of the multiple primary coils <NUM> of the MIMO transformer <NUM>, and a second multiple high-frequency power converters 216B coupled to respective ones of the secondary coils <NUM> of the MIMO transformer.

In some examples, the DC-to-DC converter assembly <NUM> includes a first DC-to-DC converter 206A and a second DC-to-DC converter 206B that share the single transformer core <NUM>. The first DC-to-DC converter and the second DC-to-DC converter may coordinate to manage power throughput. When one of the DC-to-DC converters or the power source coupled to it experiences a fault or failure, the other of the DC-to-DC converters may immediately compensate, leaving output of the DC-to-DC converter assembly minimally impacted.

The first DC-to-DC converter 206A and the second DC-to-DC converter 206B each include a respective one of the multiple primary coils <NUM>, and a respective one of the multiple secondary coils <NUM>, wound around the single transformer core <NUM>, and isolated from one another but magnetically coupled by the single transformer core. The first DC-to-DC converter and the second DC-to-DC converter also each include a respective one of the first multiple high-frequency power converters 216A, and a respective one of the second multiple high-frequency power converters 216B.

As also shown, power distribution circuitry <NUM> may include a plurality of electric power buses <NUM> electrically coupling the plurality of power sources <NUM> to the DC-to-DC converter assembly <NUM>. A plurality of feeders <NUM> may electrically couple the DC-to-DC converter assembly to a plurality of motor drives <NUM> configured to drive the plurality of electric motors <NUM>. Even further, in some examples, the power distribution circuitry may include power control circuitry <NUM> configured to control at least some of the plurality of high-frequency power converters <NUM>. The power control circuitry may receive appropriate set points, detect states of the first and second DC-to-DC converters 216A, 216B, and control the high-frequency power converters accordingly.

<FIG> illustrates a DC-to-DC converter assembly <NUM> that in some examples may correspond to DC-to-DC converter assembly <NUM>. As shown, in some examples, at least some of the plurality of high-frequency power converters <NUM> include bridge circuits <NUM> with respective switches Q1 - Q4. In some of these examples, the power control circuitry <NUM> is configured to control the respective switches to thereby control power flow through the DC-to-DC converter assembly, and manage magnetic flux through the single transformer core <NUM>.

The power control circuitry <NUM> configured to manage the magnetic flux may include the control circuitry configured to manage volt-seconds of the single transformer core <NUM>. This may enable the power control circuitry to avoid saturation and recirculating currents when driving the plurality of electric motors <NUM> from one or more of the plurality of power sources <NUM>, and when power is regenerated to the plurality of power sources. Recirculating currents are DC currents within the MIMO transformer that may result in a number of measurable conditions. One of these conditions may be a DC current measured in the primary and secondary coils <NUM>, <NUM> that results in asymmetric drive currents detectable cycle-by-cycle. Another of these conditions may be an asymmetry saturation spike that occurs in only one direction pulse-by-pulse. This may be detected by the saturation voltage protection circuits of the respective switches Q1 - Q4. Either or both may be implemented to monitor and the opposite asymmetry may be applied to drive waveforms of the respective switches to correct and compensate to manage the recirculation.

In some further examples, the power control circuitry <NUM> is configured to control the respective switches Q1 - Q4 to synchronize the power flow through the DC-to-DC converter assembly <NUM>. In this regard, the power control circuitry may control the respective switches to synchronize timing of switching the respective switches, and an amount of power from respective ones of the plurality of power sources (e.g., power sources <NUM>) through the DC-to-DC converter assembly.

Additionally or alternatively, in some examples, the power control circuitry <NUM> is configured to control the respective switches Q1 - Q4 to control different amounts of power through the DC-to-DC converter assembly <NUM> simultaneously. In some more particular examples, the power control circuitry may be configured to control the respective switches to control different, nonzero amounts of power from the multiple ones of the plurality of power sources <NUM> through the DC-to-DC converter assembly simultaneously. In this regard, the power control circuitry may favor one or more of the plurality of power sources over others of the plurality of power sources, from <NUM> - <NUM>% of the required load.

<FIG> is a control diagram of the power control circuitry <NUM> according to some examples. As shown, V<NUM> and V<NUM> represent voltage-regulated outputs of the DC-to-DC converter assembly <NUM> to the plurality of electric motors <NUM>, and V<NUM>* and V<NUM>* represent corresponding set point voltages. As also shown, P<NUM>* represents a percentage (<NUM>-<NUM>%) of power derived from the input of one of the DC-to-DC converter assemblies (e.g., input to the second DC-to-DC converter 206B). The input of the other of the DC-to-DC converter assemblies (e.g., to the first DC-to-DC converter 206A) may automatically adjust to make up the difference.

More particularly, the power control circuitry <NUM> may include proportional-integral (PI) controllers <NUM> and a decoupling transformation <NUM>, and the power control circuitry may be configured to regulate current flow using phase modulation. In this regard, the power control circuitry may be configured to control the respective switches Q1 - Q4 to apply a square wave voltage to the MIMO transformer with a phase shift. Depending on the phase shift, a net current flow may be regulated in either direction. The control diagram intermediate outputs d<NUM>/Motor A, d<NUM>/Motor B and d<NUM>/Power Source B are these phase shifts.

The phase shifts may follow current commands, and may be regulated by the steady-state current draw I<NUM> at the input of the one of the DC-to-DC converter assemblies <NUM>, and an additional 'delta' component determined from the PI controllers <NUM> that are used to regulate the DC voltage. This way, the delay may be calculated that provides the steady-state direct current to the electric motor <NUM> and enough 'delta' current to charge a DC bus capacitor on the respective input to the desired voltage. The electric power may be regulated in the same way as the bottom third of the controller shows. Because the power source itself defines the voltage, this control may regulate the power directly to control the share of power from each of the plurality of power sources <NUM> source to the plurality of electric motors. The decoupling transformation <NUM> may use a model of the MIMO transformer to convert the individual phase shift delays to delays that account for the interaction between the inputs.

Returning to <FIG>, in some examples, the power control circuitry <NUM> is further configured to control the respective switches Q1 - Q4 of one or more of the high-frequency power converters <NUM> to compensate one or more faults or failures. In some of these examples, the power control circuitry is configured to control the respective switches to compensate for a fault or failure at one of the high-frequency power converters <NUM>, or a fault or failure at one of the multiple ones of the plurality of power sources (e.g., power sources <NUM>) operatively coupled to the DC-to-DC converter assembly <NUM>. In this regard, the power control circuitry may open the respective switches of the one of the high-frequency power converters with the fault or failure, or operatively coupled to the one of the plurality of power sources with the fault or failure, which may disable the one of the high-frequency power converters.

<FIG> illustrates power distribution circuitry <NUM> according to some examples. The power control circuitry may correspond to power distribution circuitry <NUM>, including a plurality of DC-to-DC converter assemblies <NUM> that may correspond to DC-to-DC converter assemblies <NUM>. The DC-to-DC converter assembly includes a first DC-to-DC converter 806A and a second DC-to-DC converter 806B that may correspond to respectively the first DC-to-DC converter 206A and the second DC-to-DC converter 206B. The power distribution circuitry is configured to deliver DC electric power from a plurality of power sources <NUM> to a plurality of electric motors <NUM> (twelve shown as M1 - M12), which may correspond to respectively the plurality of power sources <NUM> and electric motors <NUM>. And the power distribution circuitry includes a plurality of electric power buses <NUM> that may correspond to the plurality of electric power buses <NUM>.

As shown in <FIG>, in some examples, each electric motor <NUM> has dual armature windings 826A, 826B (two pairs of which are called out in the figure). These dual armature windings (e.g., three-phase armature windings) are driven by dual, independent motor drives 828A, 828B to develop a magnetic field to provide torque to rotate a motor shaft <NUM> that causes a respective one of the plurality of propulsors <NUM>, <NUM> to generate a propulsive force.

In some of these examples, the DC-to-DC converter assembly <NUM> includes the first DC-to-DC converter 806A configured to deliver first voltage-regulated outputs to a first of the dual, independent motor drives 828A and thereby a first of the dual armature windings 826A of a first and a second of the plurality of electric motors 804A, 804B. Similarly, the second DC-to-DC converter 806B is configured to deliver second voltage-regulated outputs to a second of the dual, independent motor drives 828B and thereby a second of the dual armature windings 826B of the first and the second of the electric motors 804A, 804B.

In some examples, the first DC-to-DC converter 806A is configured to input the DC electric power from a first and a second of the plurality of power sources 802A, 802B. In some of these examples, the second DC-to-DC converter 806B is configured to input the DC electric power from a third and a fourth of the plurality of power sources 802C, 802D. In other of these examples, the second DC-to-DC converter is configured to input the DC electric power from the first or the second of the plurality of power sources, and the third of the plurality of power sources.

<FIG> and <FIG> illustrate power distribution circuitry <NUM>, <NUM> that in various examples may correspond to the power distribution circuitry shown in <FIG>. The power distribution circuitry is configured to deliver DC electric power from a plurality of power sources <NUM> to a plurality of electric motors <NUM>, which may correspond to respectively the plurality of power sources <NUM> and electric motors <NUM>. The power distribution circuitry includes a plurality of DC-to-DC converters <NUM> configured to input the DC electric power from the plurality of power sources and deliver voltage-regulated outputs to the plurality of electric motors.

In some examples, the DC-to-DC converter <NUM> includes a transformer <NUM> including a primary coil <NUM> and a secondary coil <NUM> wound around a transformer core <NUM>, and isolated from one another but magnetically coupled by the transformer core. In some examples, the DC-to-DC converter also includes a plurality of high-frequency power converters <NUM> including a first high-frequency power converter 916A coupled to the primary coil <NUM> of the transformer <NUM>, and a second high-frequency power converter 916B coupled to the secondary coil <NUM> of the transformer. Similar to above, these high-frequency power converters may be designed to operate with a switching frequency in the range from <NUM> - <NUM>. Examples of suitable high-frequency power converters include high-frequency AC-to-DC converters, DC-to-AC converters and the like.

The power distribution circuitry <NUM> may also include a plurality of electric power buses <NUM> electrically coupling the plurality of power sources <NUM> to the DC-to-DC converter assembly <NUM>. A plurality of feeders <NUM> may electrically couple the DC-to-DC converter assembly to a plurality of motor drives <NUM> configured to drive the plurality of electric motors <NUM>. Even further, in some examples, the power distribution circuitry may include power control circuitry <NUM> configured to control at least some of the plurality of high-frequency power converters <NUM>.

As further shown, in some examples, the power distribution circuitry includes a plurality of bypass switches <NUM>, <NUM> connected in parallel with respective ones of the plurality of DC-to-DC converters <NUM>. In some of these examples, the power control circuitry <NUM> is configured to control a bypass switch to circumvent a DC-to-DC converter, responsive to a fault or failure at the DC-to-DC converter.

In some examples, the DC-to-DC converter <NUM> has inputs including a positive input (+) and a negative input (-), and outputs including a positive output (+) and a negative output (-). In some of these examples, as shown more particularly in <FIG>, the bypass switch <NUM> includes a single pole switch pair 926A, 926B that connects the positive input to the positive output, and connects the negative input to the negative output. In others of these examples, as shown more particularly in <FIG>, the bypass switch <NUM> includes a double pole switch that connects the positive input to the positive output, and connects the negative input to the negative output.

Returning to <FIG>, in some examples, power distribution circuitry <NUM> corresponds to power distribution circuitry <NUM>, <NUM> including a plurality of DC-to-DC converters (first and second DC-to-DC converters 806A, 806B) that may correspond to DC-to-DC converters <NUM>. The power distribution circuitry is configured to deliver DC electric power from the plurality of power sources <NUM> to the plurality of electric motors <NUM>, which may correspond to respectively the plurality of power sources <NUM> and electric motors <NUM>. And the power distribution circuitry includes a plurality of electric power buses <NUM> that may correspond to the plurality of electric power buses <NUM>.

In some of the above examples, each electric motor <NUM> has dual armature windings 826A, 826B driven by the dual, independent motor drives 828A, 828B to develop a magnetic field to provide torque to rotate the motor shaft <NUM> that causes a respective one of the plurality of propulsors <NUM>, as described above. And in some of these examples, each of the dual, independent motor drives and thereby the dual armature windings of an electric motor is powered from a different one of the plurality of power sources <NUM>.

In some examples of the present disclosure, one or more of the transformers <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM> may be an isolation transformer to provide some measure of arc flash protection. In this regard, an arc flash is the light and heat produced as part of an arc fault that results from an electrical connection through air to ground or another voltage phase in an electrical system. An arc rating may be expressed in calories of heat energy per square centimeter, which is dependent on variables of working voltage, bolted short-circuit current, over-current protection device clearing time and the like. In some examples of the present disclosure in which the transformer is an isolation transformer, an output of the transformer may see a limited capability for arc flash capacity because an isolation transformer greatly restricts the bolted short circuit current, and any fault current is sourced from an output capacitor, with a much reduced incident energy capacity. In this way, an isolated power converter may provide a means to reduce regulation clearances for arc flash protection.

<FIG> are flowcharts illustrating various steps in a method <NUM> of managing power in a vehicle <NUM>, according to various examples. The method includes providing the vehicle including a plurality of power sources <NUM>, <NUM>, a propulsion system <NUM>, and power distribution circuitry <NUM>, as shown at block <NUM> of <FIG>. The propulsion system <NUM> includes a plurality of electric motors <NUM>, <NUM> configured to power a plurality of propulsors <NUM> to generate propulsive forces that cause the vehicle to move, and the power distribution circuitry <NUM>, <NUM> electrically couples the plurality of power sources to the plurality of propulsors.

The method <NUM> also includes delivering direct current (DC) electric power from the plurality of power sources <NUM>, <NUM> to the plurality of electric motors <NUM>, <NUM> via the power distribution circuitry <NUM>, <NUM>, as shown at block <NUM>. The power distribution circuitry includes a plurality of DC-to-DC converter assemblies <NUM> inputting the DC electric power from the plurality of power sources and delivering voltage-regulated outputs to the plurality of electric motors, as shown at blocks <NUM> and <NUM>. In this regard, a DC-to-DC converter assembly is operatively coupled to multiple ones of the plurality of power sources and multiple ones of the plurality of electric motors, and the DC-to-DC converter assembly includes a MIMO transformer <NUM> with a single transformer core <NUM>.

In some examples, providing the vehicle <NUM> at block <NUM> includes providing the vehicle in which the MIMO transformer <NUM> further includes multiple primary coils <NUM> and multiple secondary coils <NUM> wound around the single transformer core <NUM>, and isolated from one another but magnetically coupled by the single transformer core, as shown at block <NUM> of <FIG>.

In some further examples, providing the vehicle <NUM> at block <NUM> includes providing the vehicle in which the DC-to-DC converter assembly further includes a plurality of high-frequency power converters <NUM>, <NUM>, as shown at block <NUM> of <FIG>. In some of these examples, the plurality of high-frequency power converters includes a first multiple high-frequency power converters 216A, 616A coupled to respective ones of the multiple primary coils <NUM>, <NUM> of the MIMO transformer <NUM>, <NUM>, and a second multiple high-frequency power converters 216B, 616B coupled to respective ones of the secondary coils <NUM>, <NUM> of the MIMO transformer.

In some even further examples, providing the vehicle <NUM> at block <NUM> includes providing the vehicle in which at least some of the plurality of high-frequency power converters <NUM>, <NUM> include bridge circuits <NUM> with respective switches Q1 - Q4, as shown at block <NUM> of <FIG>. In some of these examples, the power distribution circuitry <NUM>, <NUM> further includes power control circuitry <NUM>, and the method further includes the power control circuitry controlling the respective switches to thereby control power flow through the DC-to-DC converter assembly <NUM>, <NUM>, and manage magnetic flux through the single transformer core <NUM>, <NUM>, as shown at block <NUM>.

In some examples, controlling the respective switches at block <NUM> includes the power control circuitry <NUM> controlling the respective switches Q1 - Q4 to synchronize the power flow through the DC-to-DC converter assembly <NUM>, <NUM>, as shown at block <NUM> of <FIG>.

In some examples, controlling the respective switches at block <NUM> includes the power control circuitry <NUM> controlling the respective switches Q1 - Q4 to control different amounts of power through the DC-to-DC converter assembly <NUM>, <NUM> simultaneously, as shown at block <NUM> of <FIG>.

In some examples, the method <NUM> further includes the power control circuitry <NUM> controlling the respective switches Q1 - Q4 of one or more of the high-frequency power converters <NUM>, <NUM> to compensate for a fault or failure at one of the high-frequency power converters, or a fault or failure at one of the multiple ones of the plurality of power sources <NUM>, <NUM> operatively coupled to the DC-to-DC converter assembly <NUM>, <NUM>, as shown at block <NUM> of <FIG>.

Turning to <FIG>, in some examples, each electric motor <NUM>, <NUM>, <NUM> has dual armature windings 826A, 826B driven by dual, independent motor drives 828A, 828B to develop a magnetic field to provide torque to rotate a motor shaft <NUM> that causes a respective one of the plurality of propulsors <NUM>, <NUM> to generate a propulsive force. In some of these examples, the DC-to-DC converter assembly <NUM>, <NUM> delivering the voltage-regulated outputs at block <NUM> includes a first DC-to-DC converter 806A delivering first voltage-regulated outputs to a first of the dual, independent motor drives 828A and thereby a first of the dual armature windings 826A of a first and a second of the plurality of electric motors 804A, 804B, as shown at block <NUM>. Similarly, a second DC-to-DC converter 806B delivers second voltage-regulated outputs to a second of the dual, independent motor drives 828B and thereby a second of the dual armature windings 826B of the first and the second of the electric motors 804A, 804B, as shown at block <NUM>.

In some further examples, the first DC-to-DC converter 806A inputs the DC electric power from a first and a second of the plurality of power sources 802A, 802B, and the second DC-to-DC converter 806B inputs the DC electric power from a third and a fourth of the plurality of power sources 802C, 802D, as shown at blocks <NUM> and <NUM> of <FIG>.

In some examples, the first DC-to-DC converter 806A inputs the DC electric power from a first and a second of the plurality of power sources 802A, 802B, and the second DC-to-DC converter 806B inputs the DC electric power from the first or the second of the plurality of power sources 802A, 802B, and a third of the plurality of power sources 802C, as shown at blocks <NUM> and <NUM> of <FIG>.

<FIG> are also flowcharts illustrating various steps in a method <NUM> of managing power in a vehicle <NUM>, according to various examples. The method includes providing the vehicle including a plurality of power sources <NUM>, <NUM>, a propulsion system <NUM>, and power distribution circuitry <NUM>, <NUM>, <NUM>, as shown at block <NUM> of <FIG>. The propulsion system includes a plurality of electric motors <NUM>, <NUM> configured to power a plurality of propulsors <NUM> to generate propulsive forces that cause the vehicle to move, and the power distribution circuitry electrically couples the plurality of power sources to the plurality of propulsors.

The method <NUM> also includes delivering direct current (DC) electric power from the plurality of power sources <NUM>, <NUM> to the plurality of electric motors <NUM>, <NUM> via the power distribution circuitry <NUM>, <NUM>, <NUM>, as shown at block <NUM>. The power distribution circuitry includes a plurality of DC-to-DC converters <NUM> inputting the DC electric power from the plurality of power sources and delivering voltage-regulated outputs to the plurality of electric motors, as shown at blocks <NUM> and <NUM>. The power distribution circuitry also includes a plurality of bypass switches <NUM>, <NUM> connected in parallel with respective ones of the plurality of DC-to-DC converters, and power control circuitry <NUM> controlling a bypass switch to circumvent a DC-to-DC converter, responsive to a fault or failure at the DC-to-DC converter, as shown at block <NUM>.

In some examples, providing <NUM> the vehicle <NUM> at block <NUM> includes providing the vehicle in which the DC-to-DC converter <NUM> includes a transformer <NUM> and a plurality of high-frequency power converters <NUM>, as shown at block <NUM> of <FIG>. The transformer <NUM> includes a primary coil <NUM> and a secondary coil <NUM> wound around a transformer core <NUM>, and isolated from one another but magnetically coupled by the transformer core. And the plurality of high-frequency power converters <NUM> includes a first high-frequency power converter 916A coupled to the primary coil of the transformer, and a second high-frequency power converter 916B coupled to the secondary coil of the transformer.

In some examples, providing the vehicle <NUM> at block <NUM> includes providing the vehicle in which the DC-to-DC converter <NUM> has inputs including a positive input (+) and a negative input (-), and outputs including a positive output (+) and a negative output (-), as shown at block <NUM> of <FIG>. In some of these examples, the bypass switch <NUM> includes a single pole switch pair 926A, 926B that connects the positive input to the positive output, and connects the negative input to the negative output. In others of these examples, the bypass switch <NUM> includes a double pole switch that connects the positive input to the positive output, and connects the negative input to the negative output, as shown at block <NUM> of <FIG>.

Claim 1:
A vehicle (<NUM>), optionally an aircraft or spacecraft, comprising:
a basic structure (<NUM>); and coupled to the basic structure,
a plurality of power sources (<NUM>, <NUM>);
a propulsion system (<NUM>) including a plurality of DC electric motors (<NUM>, <NUM>) configured to power a plurality of propulsors (<NUM>) to generate propulsive forces that cause the vehicle to move; and a plurality of motor drives (<NUM>), each motor drive connected to a DC electric motor from the plurality of DC electric motors (<NUM>, <NUM>); and
power distribution circuitry (<NUM>, <NUM>) configured to deliver direct current, DC, electric power from the plurality of power sources to the plurality of DC electric motors, the power distribution circuitry including a plurality of DC-to-DC converter assemblies (<NUM>) configured to input the DC electric power from the plurality of power sources and deliver voltage-regulated outputs to the plurality of DC electric motors, each DC-to-DC converter assembly operatively coupled to multiple ones of the plurality of power sources and multiple ones of the plurality of DC electric motors, and at least one DC-to-DC converter assembly of the plurality of DC-to-DC converter assemblies (<NUM>) including a multiple-input and multiple-output, MIMO, transformer (<NUM>) with a single transformer core (<NUM>), wherein the inputs of the MIMO transformer (<NUM>) are each connected to a power source from the plurality of power sources (<NUM>, <NUM>); and the outputs of the MIMO transformer (<NUM>) are each connected to a motor drive from the plurality of motor drives (<NUM>).