Configurable electrical architecture for eVTOL aircraft

Abstract

A configurable electrical architecture for an eVTOL aircraft is provided. A configurable electrical architecture for an eVTOL aircraft having a takeoff and landing power mode and a cruise power mode. The configurable electrical architecture includes a power-optimized power source comprising a high-power battery array and an energy-optimized power source selected from a plurality of interchangeable energy-optimized power sources comprising a high-energy battery array, a hydrogen fuel cell system, and a turbine generator system. A distribution system is electrically coupled to the power-optimized power source and the energy-optimized power source. At least one electric motor is electrically coupled to the distribution system. In the takeoff and landing power mode, both the power-optimized power source and the energy-optimized power source provide electrical power to the at least one electric motor. In the cruise power mode, the energy-optimized power source provides electrical power to the at least one electric motor and the power-optimized power source to recharge the high-power battery array.

Description

Technical Field

[0001] This disclosure generally relates to electrical systems operable for use in aircraft configured for electric flight, and more particularly to electrical architectures operable for eVTOL aircraft, which are optionally configurable based on the services of the aircraft and / or tasks performed by the aircraft. Background Technology

[0002] Fixed-wing aircraft, such as airplanes, fly using wings that generate lift in response to the aircraft's forward airspeed, which is produced by the thrust from one or more jet engines or propellers. The wings typically have an airfoil section that, during forward flight, generates low pressure on the upper surface and high pressure on the lower surface to produce lift that supports the aircraft in flight. However, fixed-wing aircraft typically require runways hundreds or thousands of feet long for takeoff and landing.

[0003] Unlike fixed-wing aircraft, vertical takeoff and landing (VTOL) aircraft do not require a runway. Instead, VTOL aircraft are capable of vertical takeoff, hovering, and landing. An example of a VTOL aircraft is the helicopter, a rotorcraft with one or more rotors that provide lift and thrust to the aircraft. The rotors not only enable hovering, vertical takeoff, and landing, but also forward, backward, and lateral flight. These properties make helicopters highly versatile in congested, isolated, or remote areas. However, helicopters typically lack the forward airspeed of fixed-wing aircraft due to retreating blade stall and limitations in the Mach number of the advancing blade.

[0004] Tiltrotor aircraft, another example of VTOL aircraft, attempt to overcome these drawbacks by utilizing propellers that can change their plane of rotation based on the operation being performed. Tiltrotor aircraft typically have two or more propellers mounted near the outer end of the fixed wing. These propellers are capable of rotating relative to the fixed wing, resulting in a roughly horizontal plane of rotation (very similar to a conventional helicopter) that provides vertical thrust for takeoff, hovering, and landing, and a roughly vertical plane of rotation (very similar to a conventional propeller-driven aircraft) that provides forward thrust for cruise in forward flight, where the fixed wing provides lift.

[0005] Electric VTOL (eVTOL) aircraft utilize electricity, either alone or in combination with liquid fuel, to power various systems, including the propulsion system. However, it has been found that eVTOL aircraft require a disproportionate amount of electrical power during certain high-power-demand maneuvers (including takeoff, hovering, and landing) compared to other phases of flight, such as forward cruise. Attempts have been made to compensate for this disproportionate power consumption during transient high-power-demand maneuvers, including those using large battery arrays. However, it has been found that using such large battery arrays increases the overall weight and cost of the aircraft, while also reducing flight payload and / or range. Therefore, there is a need for improved propulsion systems for eVTOL aircraft that overcome the disproportionate power consumption during transient high-power-demand maneuvers without reducing flight payload or range, which depends on the aircraft's desired service and / or the desired missions to be performed by the aircraft. Summary of the Invention

[0006] In a first aspect, this disclosure relates to a configurable electrical architecture for an eVTOL aircraft having a takeoff and landing power mode and a cruise power mode. The configurable electrical architecture includes a power-optimized power supply and an energy-optimized power supply, the power-optimized power supply including a high-power battery array, and the energy-optimized power supply being selected from a plurality of interchangeable energy-optimized power supplies. A distribution system is electrically coupled to the power-optimized power supply and the energy-optimized power supply. At least one electric motor is electrically coupled to the distribution system. In the takeoff and landing power mode, both the power-optimized power supply and the energy-optimized power supply provide electrical power to the at least one electric motor. In the cruise power mode, the energy-optimized power supply provides electrical power to the at least one electric motor and the power-optimized power supply to recharge the high-power battery array.

[0007] In some embodiments, the power-optimized power source may include an electric power converter and a battery management system operatively associated with a high-power battery array. In these embodiments, the distribution voltage of the distribution system and the operating voltage of at least one electric motor may be higher than the battery voltage of the high-power battery array. In some embodiments, the energy-optimized power source may be a high-energy battery array. In such embodiments, the energy-optimized power source may include an electric power converter and a battery management system operatively associated with the high-energy battery array. In these embodiments, the distribution voltage of the distribution system and the operating voltage of at least one electric motor may be higher than the battery voltage of the high-energy battery array. In some embodiments, the energy-optimized power source may be a hydrogen fuel cell system. In such embodiments, the energy-optimized power source may include an electric power converter operatively associated with a hydrogen fuel cell system. In these embodiments, the distribution voltage of the distribution system and the operating voltage of at least one electric motor may be higher than the voltage of the electricity generated by the hydrogen fuel cell system. In some embodiments, the energy-optimized power source may be a turbine generator system.

[0008] In some embodiments, multiple interchangeable energy-optimized power sources may include high-energy battery arrays, hydrogen fuel cell systems, and turbine generator systems. In some embodiments, the energy-optimized power source may include both high-energy battery arrays and hydrogen fuel cell systems. In other embodiments, the energy-optimized power source may include both high-energy battery arrays and turbine generator systems. In still other embodiments, the energy-optimized power source may include both hydrogen fuel cell systems and turbine generator systems. In some embodiments, the distribution system may include an electrical bus. In some embodiments, at least one electric motor may include multiple electric motors. In some embodiments, in take-off and landing power mode, the power ratio of the power-optimized power source to the energy-optimized power source may be at least 2:1.

[0009] In a second aspect, this disclosure relates to a configurable electrical architecture for an eVTOL aircraft having a takeoff and landing power mode and a cruise power mode. The configurable electrical architecture includes at least two independent electrical systems, each of which includes: a power-optimized power source comprising a high-power battery array; an energy-optimized power source selected from a plurality of interchangeable energy-optimized power sources; a distribution system electrically coupled to the power-optimized power source and the energy-optimized power source; and at least one electric motor electrically coupled to the distribution system. In the takeoff and landing power mode, the power-optimized power source and the energy-optimized power source provide electrical power to the respective electric motor. In the cruise power mode, the energy-optimized power source provides electrical power to the respective electric motor and the respective power-optimized power source to recharge the high-power battery array.

[0010] In a third aspect, this disclosure relates to an eVTOL aircraft having a takeoff and landing power mode and a cruise power mode. The eVTOL aircraft includes at least one rotor system with an electric motor and an electrical system configured to provide electrical power to the electric motor. The electrical system has a configurable electrical architecture including: a power-optimized power source comprising a high-power battery array; an energy-optimized power source selected from a plurality of interchangeable energy-optimized power sources; and a distribution system electrically coupled to the power-optimized power source, the energy-optimized power source, and the electric motor. In the takeoff and landing power mode, both the power-optimized power source and the energy-optimized power source provide electrical power to the electric motor. In the cruise power mode, the energy-optimized power source provides electrical power to both the electric motor and the power-optimized power source to recharge the high-power battery array. Attached Figure Description

[0011] To gain a more complete understanding of the features and advantages of this disclosure, reference is now made to the detailed description and accompanying drawings, in which corresponding reference numerals in different drawings refer to corresponding parts, and in the drawings:

[0012] Figures 1A to 1F This is a schematic diagram of an eVTOL aircraft with a selectively configurable electrical architecture according to an embodiment of the present disclosure;

[0013] Figures 2A to 2H This is a schematic diagram of an eVTOL aircraft with a selectively configurable electrical architecture in a continuous flight operation scenario, according to an embodiment of the present disclosure.

[0014] Figure 3 This is a block diagram of a control system for an eVTOL aircraft having a selectively configurable electrical architecture, according to an embodiment of the present disclosure.

[0015] Figure 4 This is a power consumption diagram of an eVTOL aircraft with a selectively configurable electrical architecture during typical flight, according to an embodiment of this disclosure.

[0016] Figures 5A to 5B This is a block diagram depicting an optionally configurable electrical architecture for an eVTOL aircraft in two power demand modes, according to an embodiment of this disclosure.

[0017] Figure 6 is a block diagram depicting a power-optimized power supply for an eVTOL aircraft and three optional configurable energy-optimized power supplies according to an embodiment of the present disclosure; and

[0018] Figures 7A and 7B are block diagrams depicting a redundant electrical system according to an embodiment of the present disclosure, the redundant electrical system having a selectively configurable electrical architecture for an eVTOL aircraft in two power demand modes. Detailed Implementation

[0019] While the various embodiments of this disclosure and their uses are discussed in detail below, it should be recognized that this disclosure provides numerous applicable inventive concepts that can be implemented in a variety of specific contexts. The specific embodiments discussed herein are illustrative only and do not limit the scope of this disclosure. For clarity, not all features of actual implementations are described in this disclosure. It should be understood, of course, that in the development of any such actual implementation, many implementation-specific decisions must be made to achieve the developer's specific goals, which will vary depending on the implementation, such as compliance with system-related constraints and business-related constraints. Furthermore, it will be recognized that such development work can be complex and time-consuming, but will be a routine task for those skilled in the art who benefit from this disclosure.

[0020] In this specification, when depicting an apparatus in the accompanying drawings, references may be made to the spatial relationships between various components and the spatial orientation of various aspects of the components. However, as those skilled in the art will recognize upon a full reading of this disclosure, the apparatuses, components, devices, etc., described herein can be positioned in any desired orientation. Therefore, since the apparatuses described herein can be positioned in any desired orientation, the use of terms such as “above,” “below,” “upper,” “lower,” or other similar terms to describe the spatial relationships between components or the spatial orientation of various aspects of such components should be understood, respectively, to describe the relative relationships between these components or the spatial orientation of various aspects of such components. As used herein, the term “coupled” can include direct or indirect coupling by any means—including movable and / or non-moving mechanical connections.

[0021] Refer to the attached diagram. Figures 1A to 1F A rotorcraft depicted as an electric vertical takeoff and landing (eVTOL) aircraft with a selectively configurable electrical architecture is schematically shown and generally designated as 10. As shown, aircraft 10 is an air vehicle that can be operated by a pilot, remotely operated, or autonomously operated to provide air transportation services. Figure 1A , Figure 1C , Figure 1E The image depicts a VTOL-oriented aircraft 10, in which the rotor system provides thrust-bearing lift. Figure 1B , Figure 1D , Figure 1FAn aircraft 10 in a forward-oriented flight configuration is depicted, wherein a rotor system provides forward thrust, and the forward airspeed of the aircraft 10 provides wing-loaded lift, enabling the aircraft 10 to have high-speed and / or high-endurance forward flight modes. In the illustrated embodiment, the aircraft 10 has a frame 12, which includes a fuselage 14, wings 16a, 16b, and a tail assembly 18. Each of the wings 16a, 16b has an airfoil section that generates lift in response to the forward airspeed of the aircraft 10. In the illustrated embodiment, the wings 16a, 16b are straight wings with tapered leading edges. However, it will be appreciated that the wings 16a, 16b can have various shapes, sizes, and configurations depending on the desired performance characteristics. In the illustrated embodiment, the wings 16a, 16b include ailerons that assist in roll and / or pitch control of the aircraft 10 during forward flight. Tail assembly 18 is depicted having a pair of vertical stabilizers, which may include one or more rudders to assist yaw control of the aircraft 10 during forward flight. Additionally, tail assembly 18 has a horizontal stabilizer, which may include one or more elevators to assist pitch control of the aircraft 10 during forward flight. However, it will be appreciated that tail assembly 18 can have various shapes, sizes, and configurations depending on the desired performance characteristics.

[0022] In the illustrated embodiment, aircraft 10 includes a thrust array depicted as six rotor systems. In other embodiments, aircraft having the optionally configurable electrical architecture of this disclosure may have a number of rotor systems greater than or less than six. For example, a helicopter having the optionally configurable electrical architecture of this disclosure may have a single rotor system, a tiltrotor aircraft having the optionally configurable electrical architecture of this disclosure may have two propulsion rotor systems, a quadcopter having the optionally configurable electrical architecture of this disclosure may have four rotor systems, and a multirotor having the optionally configurable electrical architecture of this disclosure may have any number of rotor systems. In the illustrated embodiment, the thrust array of aircraft 10 includes a front port rotor system 20a, a front starboard rotor system 20b, a mid-port rotor system 20c, a mid-starboard rotor system 20d, a rear port rotor system 20e, and a rear starboard rotor system 20f, which may be collectively referred to as rotor systems 20. The forward port rotor system 20a and the forward starboard rotor system 20b are each rotatably mounted to the shoulder of the fuselage 12 at the forward position. The mid-port rotor system 20c is rotatably mounted on the outer end of the wing 16a. The mid-starboard rotor system 20d is rotatably mounted on the outer end of the wing 16b. The aft port rotor system 20e and the aft starboard rotor system 20f are each rotatably mounted to the shoulder of the fuselage 12 at the aft position.

[0023] In the illustrated embodiment, rotor system 20 is a tubular rotor system, each having a four-bladed rotor assembly with variable-pitch rotor blades operable for overall pitch control. In other embodiments, the rotor system may be a non-tubular or open rotor system, the number of rotor blades may be greater than or less than four, and / or the rotor blades may have a fixed pitch. Rotor system 20a includes at least one variable-speed electric motor 26a, rotor system 20b includes at least one variable-speed electric motor 26b, rotor system 20c includes at least one variable-speed electric motor 26c, rotor system 20d includes at least one variable-speed electric motor 26d, rotor system 20e includes at least one variable-speed electric motor 26e, and rotor system 20f includes at least one variable-speed electric motor 26f. The electric motors 26a to 26f associated with rotor system 20 may be collectively referred to as electric motor 26. Each of the electric motors 26 may have a speed controller or other regulating device operatively associated therewith, which is configured to provide variable speed control over a wide range of rotor speeds.

[0024] When the aircraft 10 operates in a VTOL orientation and is supported by thrust-borne lift, the rotor systems 20 each have a generally horizontal orientation, causing the rotor assemblies to rotate in roughly the same horizontal plane, such as... Figure 1C , Figure 1E The best view is as follows. When the aircraft 10 is operating in a forward-facing flight orientation and supported by wing-borne lift, the rotor systems 20 each have a generally vertical orientation, wherein the front rotor assembly rotates generally in the forward vertical plane, the middle rotor assembly rotates generally in the middle vertical plane, and the rear rotor assembly rotates generally in the rear vertical plane, as shown. Figure 1F The best view is in the middle. The change between the VTOL orientation and the forward flight orientation of the aircraft 10 is achieved by changing the angular position of the rotor system 20 between its approximately horizontal and approximately vertical orientations, as discussed herein.

[0025] Aircraft 10 includes an electrical system 22 that may include elements for generating, storing, regulating, and distributing electrical power. For example, in the embodiments disclosed herein, electrical system 22 includes a power-optimized power supply and a selectively configurable energy-optimized power supply. The power-optimized power supply includes one or more battery arrays or battery systems comprising batteries with high power ratings configured to provide high instantaneous power output for use during high-power-demand maneuvers such as takeoff, hovering, landing, certain in-flight operations, emergency operations, etc.—which may be referred to as the takeoff and landing power mode of aircraft 10. These high-power batteries are also configured to rapidly recharge after a discharge event. The energy-optimized power supply may include one or more battery arrays or battery systems comprising batteries with high energy ratings or high capacity configured to store large amounts of energy and provide power for extended periods, but at lower power levels, for example, during the cruise phase or the forward flight portion of a mission—which may be referred to as the cruise power mode of aircraft 10. In this configuration, a high-energy-to-power battery with a higher energy-to-power ratio is also used to charge a high-power battery with a lower energy-to-power ratio during cruise power mode operation, allowing the high-power battery to recharge for subsequent takeoff and landing power mode operation. The high-energy battery can be used in combination with the high-power battery in takeoff and landing power mode.

[0026] Alternatively or additionally, the energy-optimized power source may include one or more turbogenerators, such as turboshaft engines coupled to the generators. In this case, the turboshaft engine converts the chemical energy stored in liquid hydrocarbon fuel into mechanical energy via combustion, which drives the generator, which in turn converts the mechanical energy into electrical energy. The turbogenerator is used in combination with a high-power battery, allowing the turbogenerator to provide propulsive electrical power to the electric motor and to recharge the high-power battery in cruise mode. Additionally, the turbogenerator can provide a portion of the power in take-off and deceleration mode, while the high-power battery provides the remainder in the same mode.

[0027] In another alternative, the energy-optimized power source may include one or more hydrogen fuel cells, such as proton exchange membrane fuel cells or polymer electrolyte membrane fuel cells. In this case, the hydrogen fuel cell converts the chemical energy stored in compressed hydrogen fuel into electrical energy by releasing electrons from the hydrogen at the anode and recombinating hydrogen ions with free electrons and oxygen at the cathode, which is separated from the anode by a separator such as a membrane. The hydrogen fuel cell is used in combination with a high-power battery, such that the hydrogen fuel cell provides propulsive electrical power to the electric motor in cruise mode and provides electrical power to recharge the high-power battery. Additionally, the hydrogen fuel cell can provide a portion of the power in take-off and landing power modes, while the high-power battery provides the remaining power in these modes.

[0028] In this way, the electrical architecture of the electrical system 22 of the aircraft 10 is selectively configurable, such that the power-optimized power source of the high-power battery is paired with at least one energy-optimized power source selected from high-energy batteries, turbine generators, and hydrogen fuel cells, depending on the intended service and / or intended mission of the aircraft 10. In some implementations, the power-optimized power source of the high-power battery may be paired with at least two of the energy-optimized power sources. For example, the electrical architecture of the electrical system 22 may include a high-power battery paired with a high-energy battery and a hydrogen fuel cell, a high-power battery paired with a high-energy battery and a turbine generator, or a high-power battery paired with a hydrogen fuel cell and a turbine generator. The power-optimized power source of the high-power battery may also be paired with a high-energy battery, a turbine generator, and a hydrogen fuel cell in a single implementation.

[0029] The aircraft 10 has a fly-by-wire control system including a flight control system 40, which is preferably a redundant digital flight control system comprising multiple independent flight control computers. The flight control system 40 preferably includes a non-transitory computer-readable storage medium comprising a set of computer instructions executable by one or more processors for controlling the operation of the aircraft 10. The flight control system 40 may be implemented on one or more general-purpose computers, special-purpose computers, or other machines with memory and processing capabilities. The flight control system 40 may include one or more memory storage modules, including random access memory, non-volatile memory, removable memory, or other suitable memory entities. The flight control system 40 may be a microprocessor-based system capable of operating to execute program code in the form of machine-executable instructions. The flight control system 40 may be connected to other computer systems via a suitable communication network that may include both wired and wireless connections.

[0030] The flight control system 40 communicates with the electrical system 22 and the electronic nodes of each rotor system 20 via a wired communication network within the frame 12. The flight control system 40 receives sensor data from the rotor systems 20 and sends flight command information to each rotor system 20, enabling each rotor system 20 to be controlled and operated individually and independently. For example, the flight control system 40 can be operated to control the rotor speed and total pitch, as well as the angular position of each rotor system 20, individually and independently. The flight control system 40 can autonomously control some or all aspects of the flight operation of the aircraft 10. The flight control system 40 can also be operated to communicate with remote systems, such as ground stations, via wireless communication protocols. The remote system can be operated to receive flight data from the flight control system 40 and provide commands to the flight control system 40 to achieve remote flight control of some or all aspects of the flight operation of the aircraft 10. Additionally, the aircraft 10 can be pilot-operated, allowing the pilot to interact with a pilot interface to achieve some or all aspects of the flight operation of the aircraft 10. This pilot interface receives flight data from the flight control system 40 and provides commands to the flight control system 40.

[0031] The aircraft 10 includes landing gear 42 for ground operations. Landing gear 42 may include passively operated aerodynamic landing struts or actively operated landing struts. In the illustrated embodiment, landing gear 42 includes a plurality of wheels enabling the aircraft 10 to perform ground maneuvers. Landing gear 42 may include passive braking systems, active braking systems, such as electromechanical braking systems, and / or manual braking systems, for facilitating parking required during ground operations and / or passenger access.

[0032] Also refer to the attached diagram. Figures 2A to 2H It depicts a continuous flight operation scenario for aircraft 10. For example... Figure 2A As best viewed from above, the aircraft 10 is positioned on a surface before takeoff. When the aircraft 10 is ready for a mission, the flight control system 40 begins to operate to provide flight control to the aircraft 10. The flight control can be onboard pilot flight control, remote flight control, autonomous flight control, or a combination thereof. For example, it may be desirable to utilize onboard pilot flight control during certain maneuvers such as takeoff and landing, but rely on autonomous flight control during hovering, high-speed forward flight, and / or the transition between wing-borne lift and thrust-borne lift.

[0033] As best seen in Figure 2B, aircraft 10 has performed vertical takeoff and is participating in thrust-bearing lift. As shown, the rotor assemblies of each rotor system 20 rotate in the same horizontal plane, forming a two-dimensional distributed thrust array of six rotor systems. Since both the longitudinal and lateral axes of aircraft 10 are in the horizontal plane, aircraft 10 has a horizontal flight attitude. During hovering, flight control system 40 can utilize the individual variable speed control capabilities of rotor systems 20 to control flight dynamics to maintain hovering stability and provide pitch, roll, and yaw permissions to aircraft 10. Since takeoff and hovering are high-power demand maneuvers, electrical system 22 preferably utilizes a combination of power-optimized power from high-power batteries and energy-optimized power from high-energy batteries, turbine generators, and / or hydrogen fuel cells, depending on the configuration of electrical system 22, to provide the required propulsion power to rotor systems 20.

[0034] After ascending vertically to the desired altitude, the aircraft 10 can begin to transition from thrust-borne lift to wing-borne lift. As best seen in the progression from Figures 2B to 2D, the angular position of the rotor system 20 is changed by pitching downwards, causing the aircraft 10 to change from a VTOL orientation to a forward flight orientation. As seen in Figure 2C, the rotor system 20 has collectively pitched downwards at approximately forty-five degrees. During the change of orientation of the aircraft 10, a portion of the thrust generated by the rotor system 20 provides lift, while a portion of the thrust generated by the rotor system 20 propels the aircraft 10 forward, increasing its forward airspeed. This allows wings 16a and 16b to unload a portion of the lift demand from the rotor system 20, and ultimately unload all of the lift demand from the rotor system 20. As best seen in Figure 2D, the rotor systems 20 have collectively pitched downwards at approximately ninety degrees, causing the rotor assemblies to rotate in the vertical plane, thereby providing forward thrust to the aircraft 10 with lift-providing wings 16a, 16b. Although the change of the aircraft 10 from VTOL orientation to forward flight orientation as the rotor systems 20 collectively pitch downwards has been described, in other implementations, all rotor systems 20 need not be operated simultaneously or at the same rate.

[0035] Since forward flight with wing-borne lift requires significantly less thrust compared to VTOL flight with thrust-borne lift, some or all of the operating speeds of the rotor system 20 can be reduced, particularly in embodiments with total pitch control. In some embodiments, some of the rotor systems 20 of the aircraft 10 can be shut down during forward flight. Because cruise during forward flight is a low-power-demand operation, the electrical system 22, depending on its configuration, utilizes an energy-optimized power source—a high-energy battery, a turbine generator, and / or a hydrogen fuel cell—to provide the necessary propulsion power to the rotor system 20 and to charge the high-power batteries of the power-optimized power source, allowing them to be appropriately recharged for subsequent maneuvers in takeoff and landing power modes, including emergency maneuvers.

[0036] As the aircraft 10 approaches its destination, it can begin its transition from wing-borne lift to thrust-borne lift. As best seen in the progression from Figures 2E to 2G, the angular position of the rotor system 20 is changed by pitching upwards, causing the aircraft 10 to change from a forward-oriented flight configuration to a VTOL configuration. As seen in Figure 2F, the rotor system 20 has collectively pitched upwards by approximately 45 degrees. During the change of orientation of the aircraft 10, as the forward airspeed decreases and the lift-generating capacity of the wings 16a and 16b decreases, a portion of the thrust generated by the rotor system 20 begins to provide lift for the aircraft 10. As best seen in Figure 2G, the rotor system 20 has collectively pitched upwards by approximately 90 degrees, causing the rotor assembly to rotate in the horizontal plane, providing thrust-borne lift for the aircraft 10. Although the transition of aircraft 10 from forward-facing orientation to VTOL orientation via the common pitch upward rotation of rotor systems 20 has been described, in other implementations, all rotor systems 20 do not need to be operated simultaneously or at the same rate. Once aircraft 10 has completed the transition to VTOL orientation, it can begin its vertical descent to the surface. Since hovering and landing are high-power-demand maneuvers, electrical system 22 preferably utilizes a combination of power-optimized power from high-power batteries and energy-optimized power from high-energy batteries, turbine generators, and / or hydrogen fuel cells, depending on the configuration of electrical system 22, to provide the required propulsion power to rotor systems 20. Figure 2H According to the best view, the aircraft 10 has landed at its destination.

[0037] Also refer to the attached diagram. Figure 3The block diagram depicts a control system 50 operable for the aircraft 10 described herein. In the illustrated embodiment, system 50 includes three main computer-based subsystems: an aircraft system 52, a remote system 54, and a pilot system 56. In some implementations, the remote system 54 includes a programming application 58 and a remote control application 60. The programming application 58 enables a user to provide flight plans and mission information to the aircraft 10, allowing the flight control system 40 to participate in the autonomous control of the aircraft 10. For example, the programming application 58 can communicate with the flight control system 40 via a wired or wireless communication channel 62 to provide a flight plan including, for example, a trajectory with a starting point, waypoints, and a destination, allowing the flight control system 40 to use waypoint navigation during a mission.

[0038] In the illustrated embodiment, the flight control system 40 is a computer-based system that includes a command module 64 and a monitoring module 66. Those skilled in the art will understand that these and other modules executed by the flight control system 40 can be implemented in various forms, including hardware, software, firmware, dedicated processors, and combinations thereof. The flight control system 40 receives input from various sources, including internal and external sources such as the electrical system 22, sensors 68, controllers and actuators 70, and rotor systems 20a to 20f; and external sources such as the remote system 54 and GPS satellites or other positioning systems. During the various operating modes of the aircraft 10—including VTOL mode, forward flight mode, and transitions between VTOL and forward flight modes—the command module 64 provides commands to the controllers and actuators 70. These commands enable independent operation of each rotor system 20a to 20f, including rotor speed, total pitch, and angular position. The flight control system 40 receives feedback from the controllers and actuators 70 and the rotor systems 20a to 20f. This feedback is processed by monitoring module 66, which can provide correction data and other information to command module 64 and / or controllers and actuators 70. Sensors 68, such as vibration sensors, position sensors, attitude sensors, speed sensors, environmental sensors, fuel sensors, temperature sensors, etc., also provide information to flight control system 40 to further enhance autonomous control and power distribution capabilities.

[0039] Some or all of the autonomous control capabilities of the flight control system 40 may be enhanced or replaced by remote flight control from, for example, a remote system 54. The remote system 54 may include one or more computing systems that can be implemented on a general-purpose computer, a special-purpose computer, or other machine with memory and processing power. The remote system 54 may be a microprocessor-based system operable to execute program code in the form of machine-executable instructions. Furthermore, the remote system 54 may be connected to other computer systems via a proprietary encrypted network, a public encrypted network, the Internet, or other suitable communication networks that may include both wired and wireless connections. The remote system 54 communicates with the flight control system 40 via a communication link 62 that may include both wired and wireless connections.

[0040] When operating the remote control application 60, the remote system 54 is configured to display information relating to one or more aircraft of this disclosure on one or more flight data display devices 72. The remote system 54 may also include audio output and input devices, such as microphones, speakers, and / or audio ports, that allow the operator to communicate with other operators, base stations, and / or pilots onboard the aircraft 10. If implemented using a touchscreen display, the display device 72 may also serve as a remote input device 74; however, other remote input devices, such as keyboards or joysticks, may alternatively be used to allow the operator to issue control commands to the aircraft being operated in response to remote control.

[0041] Some or all of the autonomous and / or remote flight control of the aircraft 10 may be enhanced or replaced by onboard pilot flight control from a pilot interface system 56, which includes one or more computing systems communicating with the flight control system 40 via one or more wired communication channels 76. The pilot system 56 preferably includes one or more cockpit display devices 78 configured to display information to the pilot. The cockpit display devices 78 may be configured in any suitable form, including, for example, display panels, instrument panel displays, augmented reality displays, etc. The pilot system 56 may also include audio output and input devices, such as microphones, speakers, and / or audio ports, which allow the onboard pilot to communicate with, for example, air traffic control. The pilot system 56 also includes multiple user interface devices 80 that allow the onboard pilot to provide control commands to the aircraft 10, including, for example, control panels with switches or other inputs, mechanical control devices such as steering mechanisms or sticks, and other control devices.

[0042] Now refer to the attached diagram. Figure 4The power consumption curve for a typical flight of aircraft 10 is depicted as a power versus time curve, Figure 100. As discussed herein, the initial phase of flight for an eVTOL aircraft such as aircraft 10 includes performing vertical takeoff and climb, and in some cases, hovering. These maneuvers are high-power-demand maneuvers requiring significant instantaneous propulsion power. In Figure 100, this initial segment of flight of aircraft 10 in takeoff and landing power mode is represented as flight segment 102. As shown, during flight segment 102, the energy-optimized power supply of aircraft 10 provides a portion of the total power demand, while the energy-optimized power supply of aircraft 10 provides the remainder of the total power demand. This power distribution diagram is shown in... Figure 5A It was stated that, in Figure 5A In this configuration, power-optimized power supply 104 and energy-optimized power supply 106 each provide electrical power to power distribution system 108, as indicated by arrows 110 and 112. Power distribution system 108 transmits electrical power to power consumers of aircraft 10, which are depicted as including electric motors 26a to 26f of rotor system 20, as indicated by arrows therebetween. Power distribution system 108 may include one or more electrical buses and electrical wiring between components.

[0043] After aircraft 10 has completed vertical takeoff and climb maneuvers and has transitioned to a forward flight orientation for forward cruise, aircraft 10 requires significantly less propulsion power. In Figure 100, this second segment of flight in cruise power mode is represented as flight segment 114. As shown, during flight segment 114, the energy-optimized power supply of aircraft 10 provides 100% of the total power requirement, while the power-optimized power supply provides no power (0%). This power distribution diagram is shown in... Figure 5B It was stated that, in Figure 5B In this process, the energy-optimized power source 106 supplies electrical power to the power distribution system 108, as indicated by arrow 112. The power distribution system 108 then transmits the electrical power to the electric motors 26a to 26f of the rotor system 20, as indicated by the arrows between them. Additionally, the power distribution system 108 transmits electrical power to the power-optimized power source 104, as indicated by arrow 116. In this way, the energy-optimized power source 106 recharges the power-optimized power source 104 during flight segment 114 when only cruise power is required.

[0044] As aircraft 10 approaches its destination, it transitions from a forward-oriented flight configuration back to a VTOL configuration and engages in vertical descent and landing maneuvers, as well as hovering maneuvers in some cases. These maneuvers are high-power-demand maneuvers requiring significant instantaneous propulsion power. In Figure 100, this third segment of flight in takeoff and landing power mode is represented as flight segment 118. As shown, during flight segment 118, the energy-optimized power supply of aircraft 10 provides a portion of the total power demand, while the power-optimized power supply of aircraft 10 provides the remainder. This power distribution diagram is shown in... Figure 5A It was stated that, in Figure 5A In this system, power-optimized power supply 104 and energy-optimized power supply 106 provide electrical power to power distribution system 108, as indicated by arrows 110 and 112. Power distribution system 108 then transmits the electrical power to the electric motors 26a to 26f of rotor system 20, as indicated by the arrows between them.

[0045] In the illustrated example, during flight segments 102 and 118, the power supplied by the power-optimized power source is greater than the power supplied by the energy-optimized power source. In other implementations, the power supplied by the power-optimized power source may be the same as or less than the power supplied by the energy-optimized power source. Furthermore, although the power supplied by the power-optimized power source is described as approximately twice as large as the power supplied by the energy-optimized power source during flight segments 102 and 118, those skilled in the art will understand that the power ratio between the power supplied by the power-optimized power source and the power supplied by the energy-optimized power source can be greater than 2:1, such as 3:1, 4:1, 6:1 or higher, or the power ratio can be less than 2:1, such as 1:1, 0.5:1 or lower. Moreover, although the power supplied by the energy-optimized power source is described as substantially constant during flight segments 102, 114, and 118, those skilled in the art will understand that the power supplied by the energy-optimized power source in cruise power mode can be greater than or less than the power supplied by the energy-optimized power source in takeoff and landing power mode.

[0046] In the illustrated embodiment, based on component efficiency and other factors known to those skilled in the art, the energy-optimized power supply is sized and designed to provide the required power for all electrical needs of the aircraft 10 in cruise power mode. Based on component efficiency and other factors known to those skilled in the art, the power-optimized power supply is sized and designed to provide the required power boost for instantaneous peak power requirements in takeoff and landing power mode. In other embodiments, the power-optimized power supply may be sized and designed to meet the total instantaneous peak power requirements of takeoff and landing power mode. The specific power-sharing method of the power-optimized power supply and energy-optimized power supply for a particular implementation and / or a particular maneuver will be determined, for example, by the power management module in the flight control computer 40, wherein the range of power-sharing methods is between a dedicated power-optimized power supply, a dedicated energy-optimized power supply, or any combined power-providing scheme between them.

[0047] Referring also to Figure 6 in the accompanying drawings, a block diagram illustrates a power-optimized power supply and three optional configurable energy-optimized power supplies for an eVTOL aircraft such as aircraft 10. As discussed herein, having both power-optimized and energy-optimized power supplies on aircraft 10 enables improved power management for both instantaneous high power demand requirements and sustained low power demand requirements. Furthermore, aircraft 10 is designed to allow selection of a specific energy-optimized power supply from among the multiple energy-optimized power supplies based on the service provided by aircraft 10 and / or the mission performed by aircraft 10.

[0048] For example, if aircraft 10 is intended to provide local air transportation services operating within a predictable range of flight endurance and payload, the electrical architecture of aircraft 10 may be configured with a power-optimized power supply 104 including a high-power battery array and an energy-optimized power supply 106a including a high-energy battery array. In the illustrated embodiment, in addition to the high-power battery array, the power-optimized power supply 104 also includes a battery management system and an electric power converter. The battery management system protects the high-power battery from overcharging and over-discharging, calculates the state of charge of the high-power battery, and monitors the health and safety of the high-power battery. The electric power converter may be a DC-DC converter used to convert the battery voltage of the high-power battery to the desired distribution voltage of the distribution system 108 and the operating voltage of the electric motor 26. For example, depending on the specific implementation, the battery voltage of the high-power battery may be between 550 volts and 800 volts, while the desired distribution voltage and operating voltage may be between 800 volts and 1500 volts. In this case, the electric power converter boosts the battery voltage of the high-power battery to the desired distribution voltage and operating voltage. Furthermore, the battery voltage of a specific high-power battery within the high-power battery array can have permissible variations regulated by the power converter. Additionally, the power converter allows power with a voltage lower than that of the high-power battery to charge it.

[0049] In the illustrated embodiment, in addition to the high-energy battery array, the energy-optimized power supply 106a also includes a battery management system and an electric power converter, which can operate in substantially the same manner as the battery management system and electric power converter discussed in the reference power-optimized power supply 104. For example, depending on the specific implementation, the battery voltage of the high-energy battery can be between 550 volts and 800 volts, while the desired distribution voltage and operating voltage can be between 800 volts and 1500 volts, thus requiring the electric power converter to boost the battery voltage of the high-energy battery array to the desired distribution voltage and operating voltage.

[0050] As another example, if aircraft 10 is designed to provide regional air transportation services requiring a greater flight endurance range and / or a larger payload, the electrical architecture of aircraft 10 may be configured with a power-optimized power source 104 including a high-power battery array and an energy-optimized power source 106b including a hydrogen fuel cell system. In the illustrated embodiment, in addition to the hydrogen fuel cell system, energy-optimized power source 106b also includes an electric power converter that boosts the output voltage of the hydrogen fuel cell system to desired distribution and operating voltages. For example, the hydrogen fuel cell system may generate electrical power between 500 volts and 600 volts, while the desired distribution and operating voltages are between 800 volts and 1500 volts. Because the energy density of hydrogen is greater than the energy density of the high-energy batteries in energy-optimized power source 106a, the hydrogen fuel cell system in energy-optimized power source 106b provides a greater flight endurance range and / or a larger payload capacity.

[0051] As another example, if the aircraft 10 is intended to provide transportation services requiring greater flight endurance and / or greater payload in areas where hydrogen fuel is typically unavailable, such as military theaters of war, the electrical architecture of the aircraft 10 can be configured with a power-optimized power supply 104 including a high-power battery array and an energy-optimized power supply 106c including a turbine generator system. Since the energy density of liquid hydrocarbon fuel is greater than the energy density of the high-energy batteries in the energy-optimized power supply 106a, the turbine generator system of the energy-optimized power supply 106c provides a greater flight endurance range and / or greater payload capacity while also using commercial fuel.

[0052] Importantly, depending on the intended service of the aircraft 10, the electrical architecture of the aircraft 10 can be selectively configured with any one of the energy-optimized power supplies 106a, 106b, and 106c. Additionally, depending on the desired mission to be performed, the energy-optimized power supplies 106a, 106b, and 106c can be interchangeably combined with the power-optimized power supply 104 in the electrical system 22 of the aircraft 10. For example, an aircraft 10 that typically provides or previously provides local air transportation services using a power-optimized power supply 104 combined with energy-optimized power supply 106a can be retrofitted or hot-swapped to utilize a power-optimized power supply 104 combined with energy-optimized power supply 106b or energy-optimized power supply 106c. Similarly, an aircraft 10 configured with a power-optimized power supply 104 combined with energy-optimized power supply 106b can be retrofitted or hot-swapped to configure a power-optimized power supply 104 combined with energy-optimized power supply 106a or energy-optimized power supply 106c. Similarly, the aircraft 10 equipped with a power-optimized power supply 104 in combination with the energy-optimized power supply 106c can be modified or heat-exchanged to be equipped with a power-optimized power supply 104 in combination with the energy-optimized power supply 106a or the energy-optimized power supply 106b.

[0053] In some implementations, the electrical architecture of the aircraft 10 may selectively be configured with more than one of energy-optimized power supplies 106a, 106b, and 106c. For example, the aircraft 10 of this disclosure may be configured with a power-optimized power supply 104 combined with an energy-optimized power supply 106 of a hydrogen fuel cell system including an energy-optimized power supply 106a and an energy-optimized power supply 106b. Similarly, the aircraft 10 of this disclosure may be configured with a power-optimized power supply 104 combined with an energy-optimized power supply 106 of a turbine generator system including an energy-optimized power supply 106a and an energy-optimized power supply 106c. Likewise, the aircraft 10 of this disclosure may be configured with a power-optimized power supply 104 combined with an energy-optimized power supply 106 of a hydrogen fuel cell system including an energy-optimized power supply 106b and an energy-optimized power supply 106c. Additionally, the aircraft 10 of this disclosure may be configured with a power optimization power supply 104 that combines with the power optimization power supply 106, which includes a high-energy battery array of power optimization power supply 106a, a hydrogen fuel cell system of power optimization power supply 106b, and a turbine generator system of power optimization power supply 106c.

[0054] Referring now to Figures 7A and 7B in the accompanying drawings, the redundant electrical system is depicted as two independent electrical systems for an eVTOL aircraft, such as aircraft 10. In Figure 7A, aircraft 10 is in takeoff and landing power mode, where power-optimized power supply 120 and energy-optimized power supply 122 each supply electrical power to power distribution system 124, as indicated by arrows 126 and 128. Power distribution system 124 transmits electrical power to certain power consumers of aircraft 10, including electric motors 26a to 26c, as indicated by arrows between them. Additionally, power-optimized power supply 130 and energy-optimized power supply 132 supply electrical power to power distribution system 134, as indicated by arrows 136 and 138. Power distribution system 134 transmits electrical power to certain power consumers of aircraft 10, including electric motors 26d to 26f, as indicated by arrows between them.

[0055] In Figure 7B, the aircraft 10 is in cruise power mode, where the energy-optimized power source 122 supplies electrical power to the power distribution system 124, as indicated by arrow 128. The power distribution system 124 delivers electrical power to certain power consumers of the aircraft 10, depicted as including electric motors 26a to 26c, as indicated by arrows between them. The power distribution system 124 also delivers electrical power to the power-optimized power source 120, as indicated by arrow 140, to recharge its high-power battery. Additionally, the energy-optimized power source 132 supplies electrical power to the power distribution system 134, as indicated by arrow 138. The power distribution system 134 delivers electrical power to certain power consumers of the aircraft 10, depicted as including electric motors 26d to 26f, as indicated by arrows between them. The power distribution system 134 also delivers electrical power to the power-optimized power source 130, as indicated by arrow 142, to recharge its high-power battery. In this way, the electrical system of the aircraft 10 can be configured as a redundant electrical system, which provides an increased safety margin in the event of an electrical system failure.

[0056] Although the redundant electrical system has been depicted and described with reference to Figures 7A and 7B as having two independent electrical systems, those skilled in the art will understand that the redundant electrical system of this disclosure can include any number of independent electrical systems. Furthermore, it should be noted that the energy-optimizing power sources in the redundant electrical system do not need to be of the same type. For example, energy-optimizing power source 122 can be a high-energy battery array, while energy-optimizing power source 132 can be a hydrogen fuel cell system. Alternatively, energy-optimizing power source 122 can be a high-energy battery array, while energy-optimizing power source 132 can be a turbine generator system. As another alternative, energy-optimizing power source 122 can be a hydrogen fuel cell system, while energy-optimizing power source 132 can be a turbine generator system.

[0057] For purposes of illustration and description, the foregoing description of embodiments of this disclosure has been presented. This is not intended to be exhaustive or to limit the disclosure to the precise forms disclosed, and modifications and variations are possible, or may be obtained, based on the practice of this disclosure, in light of the foregoing teachings. Embodiments have been chosen and described to illustrate the principles of this disclosure and its practical application, enabling those skilled in the art to utilize the disclosure in various embodiments, as well as various modifications suitable for the particular purpose contemplated. Other substitutions, modifications, variations, and omissions may be made to the design, operating conditions, and arrangement of embodiments without departing from the scope of this disclosure. Such modifications and combinations of illustrative and other embodiments will be apparent to those skilled in the art upon reference to the specification. Therefore, the appended claims are intended to cover any such modifications or embodiments.

Claims

1. A configurable electrical architecture for an eVTOL aircraft having takeoff and landing power modes and cruise power modes, the configurable electrical architecture comprising: A power-optimized power supply, comprising a high-power battery array and an electric power converter; An energy-optimized power supply, selected from a plurality of interchangeable energy-optimized power supplies and including an electric power converter; A distribution system electrically coupled to the power-optimized power supply and the energy-optimized power supply; as well as At least one electric motor, the at least one electric motor being electrically coupled to the distribution system; In the take-off and landing power mode, both the power-optimized power supply and the energy-optimized power supply provide electrical power to the at least one electric motor. In the cruise power mode, the energy-optimized power supply provides electrical power to the at least one electric motor and the power-optimized power supply to recharge the high-power battery array. The energy-optimized power supply provides substantially constant power in both the takeoff and landing power mode and the cruise power mode. In the takeoff and landing power mode, the power-optimized power supply outputs more than the remainder of the total power requirement of the substantially constant power. Wherein, the distribution voltage of the distribution system and the operating voltage of the at least one electric motor are higher than the output voltage of the high-power battery array and higher than the output voltage of the energy-optimized power supply; The power converter of the power-optimized power supply boosts the output voltage of the high-power battery array to the operating voltage; and The power converter of the energy-optimized power supply boosts the output voltage of the energy-optimized power supply to the operating voltage.

2. The configurable electrical architecture according to claim 1, wherein, The power-optimized power supply also includes a battery management system operatively associated with the high-power battery array.

3. The configurable electrical architecture according to claim 1, wherein, The energy-optimized power supply also includes a high-energy battery array.

4. The configurable electrical architecture according to claim 3, wherein, The energy-optimized power supply also includes a battery management system operatively associated with the high-energy battery array.

5. The configurable electrical architecture according to claim 3, wherein, The distribution voltage of the distribution system and the operating voltage of the at least one electric motor are higher than the output voltage of the high-energy battery array.

6. The configurable electrical architecture according to claim 1, wherein, The energy-optimized power source also includes a hydrogen fuel cell system.

7. The configurable electrical architecture according to claim 6, wherein, The distribution voltage of the distribution system and the operating voltage of the at least one electric motor are higher than the output voltage of the hydrogen fuel cell system.

8. The configurable electrical architecture according to claim 1, wherein, The energy-optimized power source also includes a turbine generator system.

9. The configurable electrical architecture according to claim 1, wherein, The multiple interchangeable energy-optimized power sources also include high-energy battery arrays, hydrogen fuel cell systems, and turbine generator systems.

10. The configurable electrical architecture according to claim 1, wherein, The energy-optimized power source also includes a high-energy battery array and a hydrogen fuel cell system.

11. The configurable electrical architecture according to claim 1, wherein, The energy-optimized power source also includes a high-energy battery array and a turbine generator system.

12. The configurable electrical architecture according to claim 1, wherein, The energy-optimized power source also includes a hydrogen fuel cell system and a turbine generator system.

13. The configurable electrical architecture according to claim 1, wherein, The distribution system also includes an electrical bus.

14. The configurable electrical architecture according to claim 1, wherein, The at least one electric motor also includes multiple electric motors.

15. The configurable electrical architecture according to claim 1, wherein, In the takeoff and landing power mode, the power ratio of the power-optimized power supply to the energy-optimized power supply is at least 2 to 1.

16. A configurable electrical architecture for an eVTOL aircraft having a takeoff and landing power mode and a cruise power mode, the configurable electrical architecture comprising: At least two independent electrical systems, each of which includes: A power-optimized power supply, comprising a high-power battery array and an electric power converter; An energy-optimized power supply, selected from a plurality of interchangeable energy-optimized power supplies and including an electric power converter; A distribution system electrically coupled to the power-optimized power supply and the energy-optimized power supply; and At least one electric motor, the at least one electric motor being electrically coupled to the distribution system; In the take-off and landing power mode, the power-optimized power supply and the energy-optimized power supply provide electrical power to the corresponding electric motors; In the cruise power mode, the energy-optimized power supply provides electrical power to the corresponding electric motor and the corresponding power-optimized power supply to recharge the high-power battery array. For each individual electrical system, the energy-optimized power supply provides substantially constant power in both the takeoff and landing power mode and the cruise power mode, wherein in the takeoff and landing power mode, the power-optimized power supply outputs more than the remainder of the total power demand for the substantially constant power. For each independent electrical system, the distribution voltage of the distribution system and the operating voltage of the at least one electric motor are higher than the output voltage of the high-power battery array and higher than the output voltage of the energy-optimized power supply. Specifically, for each individual electrical system, the power converter of the power-optimized power supply boosts the output voltage of the high-power battery array to the operating voltage; and Specifically, for each individual electrical system, the power converter of the energy-optimized power supply boosts the output voltage of the energy-optimized power supply to the operating voltage.

17. An eVTOL aircraft having a takeoff and landing power mode and a cruise power mode, the eVTOL aircraft comprising: At least one rotor system, wherein the at least one rotor system has an electric motor; as well as An electrical system configured to provide electrical power to the electric motor, the electrical system having a configurable electrical architecture including: A power-optimized power supply, comprising a high-power battery array and an electric power converter; Energy-optimized power supplies, selected from a plurality of interchangeable energy-optimized power supplies and including an electric power converter; and A distribution system electrically coupled to the power-optimized power supply, the energy-optimized power supply, and the electric motor; In the take-off and landing power mode, both the power-optimized power supply and the energy-optimized power supply provide electrical power to the electric motor. In the cruise power mode, the energy-optimized power supply provides electrical power to the electric motor and the power-optimized power supply to recharge the high-power battery array. The energy-optimized power supply provides substantially constant power in both the takeoff and landing power mode and the cruise power mode. In the takeoff and landing power mode, the power-optimized power supply outputs more than the remainder of the total power requirement of the substantially constant power. Wherein, the distribution voltage of the distribution system and the operating voltage of the at least one electric motor are higher than the output voltage of the high-power battery array and higher than the output voltage of the energy-optimized power supply; The power converter of the power-optimized power supply boosts the output voltage of the high-power battery array to the operating voltage; and The power converter of the energy-optimized power supply boosts the output voltage of the energy-optimized power supply to the operating voltage.

18. The eVTOL aircraft according to claim 17, wherein, The eVTOL aircraft is an air vehicle configured for autonomous flight.

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