An eVTOL power system, aircraft, and control method

Abstract

The application relates to the technical field of electric vertical take-off and landing aircrafts, in particular to an eVTOL power system, an aircraft and a control method, the eVTOL power system comprising a double-winding motor, an energy storage module and a control module, the energy storage module is used for supplying power to the double-winding motor, the control module is connected with the double-winding motor, and the control module is used for: acquiring the working condition of the aircraft; and controlling the power mode of a first winding and a second winding of the double-winding motor according to the working condition of the aircraft. The application improves the stability and reliability of the eVTOL electric aircraft.

Description

Technical Field

[0001] This application relates to the field of electric vertical takeoff and landing (eVTOL) aircraft technology, and more particularly to an eVTOL power system, aircraft, and control method. Background Technology

[0002] eVTOL (Electric Vertical Take-off and Landing) is an electric-powered aircraft with vertical take-off and landing capabilities. With the upgrading and transformation towards electrification, eVTOL has broad market prospects in areas such as the low-altitude economy.

[0003] For the power system of eVTOL, the motor is required to have a high power density and to provide sufficient thrust with a small size and weight. The working environment of aerospace-grade motors is complex and variable, which puts forward higher requirements for the reliability and environmental adaptability of the motors.

[0004] Existing power systems still have shortcomings and cannot meet the safety and stability requirements of aircraft. For example, the redundancy design of the eVTOL power system still has a lot of room for improvement. Summary of the Invention

[0005] The main purpose of this application is to provide an eVTOL power system, aircraft, and control method, which aims to solve the technical problem that the existing eVTOL power system has a single power mode under different operating conditions and cannot meet the requirements of safety and stability.

[0006] A first aspect of this application provides an eVTOL power system applied to an aircraft, including a dual-winding motor, an energy storage module, and a control module. The energy storage module is used to supply power to the dual-winding motor, and the control module is connected to the dual-winding motor. The control module is used to: acquire the operating conditions of the aircraft; and control the power mode of the first and second windings of the dual-winding motor according to the operating conditions of the aircraft.

[0007] In one embodiment, the power mode includes: the first winding operating in a speed loop and the second winding operating in a speed loop; the first winding operating in a speed loop and the second winding operating in a torque loop; or, the first winding operating in a torque loop and the second winding operating in a speed loop.

[0008] In one embodiment, the control module is further configured to: control the dual-winding motor to switch to a single-winding control mode when the first winding or the second winding fails; the single-winding control mode includes: the first winding or the second winding operating in a single speed loop or a single torque loop.

[0009] In one embodiment, the system further includes a resolver acquisition module and a power module. The resolver acquisition module is connected to the control module, and the power module is connected to the control module. The resolver acquisition module is used to acquire the resolver signal of the dual-winding motor, and the power module is used to output a control signal to control the power mode of the dual-winding motor. The control module is further used to: receive the resolver signal, a first winding current, a second winding current, and a target speed; decode the resolver signal to obtain the rotor angle of the dual-winding motor; perform differential processing on the rotor angle to obtain a feedback speed; obtain a first speed loop reference current and a second speed loop reference current based on the feedback speed and the target speed; compensate the rotor angle to obtain a first compensation angle and a second compensation angle; and perform coordinate transformation and vector control based on the first winding current, the second winding current, the first compensation angle, the second compensation angle, the first speed loop reference current, and the second speed loop reference current to obtain a first PWM signal and a second PWM signal.

[0010] In one embodiment, the control module outputs a first speed loop given current and a second given current based on the feedback speed and the target speed to control the first winding to operate in the speed loop and the second winding to operate in the speed loop; the control module outputs only the first speed loop given current to control the first winding to operate in the speed loop and the second winding to operate in the torque loop; the control module outputs only the second speed loop given current, with the first winding operating in the torque loop and the second winding operating in the current loop.

[0011] In one embodiment, the control module is used to compensate the rotor angle according to the following formula to obtain a first compensation angle and a second compensation angle:

[0012]

[0013]

[0014] Where Ts1 is the sampling time error of the first winding, δ1 is the phase angle of the first winding; Ts2 is the sampling time error of the second winding, δ2 is the phase angle of the second winding; the control module is used to differentiate the rotor angle according to the following formula to obtain the feedback speed:

[0015]

[0016] Where Np is the number of pole pairs of the dual-winding motor, and θ is the rotor angle.

[0017] In one embodiment, the operating conditions of the aircraft include one or more of the following: winding current of the dual-winding motor, rotational speed, flight speed of the aircraft, flight altitude, load condition, ascent / descent state, and hovering state, or any combination thereof.

[0018] In one embodiment, when the aircraft is in light flight, the first winding operates in the velocity loop and the second winding operates in the torque loop, or the first winding operates in the torque loop and the second winding operates in the velocity loop.

[0019] The second aspect of this application provides an aircraft, including an eVTOL power system provided in the first aspect of the embodiments of this application, wherein the control module is a single-chip MCU.

[0020] A third aspect of this application provides a control method applied to an aircraft provided in a second aspect of this application. The control method includes: acquiring the operating conditions of the aircraft; controlling the power modes of the first and second windings of the dual-winding motor according to the operating conditions of the dual-winding motor; the first winding operating in a speed loop and the second winding operating in a speed loop; the first winding operating in a speed loop and the second winding operating in a torque loop, or the first winding operating in a torque loop and the second winding operating in a speed loop; when the first winding or the second winding fails, controlling the dual-winding motor to switch to a single-winding control mode; the single-winding control mode includes: the first winding or the second winding operating in a single speed loop or a single torque loop.

[0021] The beneficial effects of this application embodiment compared with the prior art are as follows: The eVTOL power system includes a dual-winding motor, an energy storage module, and a control module. The energy storage module is used to supply power to the dual-winding motor, and the control module is connected to the dual-winding motor. The control module is used to acquire the operating conditions of the aircraft and control the power mode of the first and second windings of the dual-winding motor according to the operating conditions of the aircraft. The eVTOL power system provided by this application can control the dual-winding motor to work in different power modes according to different operating conditions, thereby improving system efficiency and power density, and improving the stability and reliability of the aircraft. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of an eVTOL power system provided in an embodiment of this application;

[0023] Figure 2 This is a schematic diagram illustrating the working principle of an eVTOL power system provided in an embodiment of this application;

[0024] Figure 3 A schematic diagram illustrating the working principle of an eVTOL power system provided in another embodiment of this application;

[0025] Figure 4 A flowchart of a control method provided in an embodiment of this application. Detailed Implementation

[0026] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0027] It should be noted that when a component is referred to as being "fixed to" or "set on" another component, it can be directly on or indirectly on that other component. When a component is referred to as being "connected to" another component, it can be directly connected to or indirectly connected to that other component.

[0028] It should be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0029] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0030] like Figure 1 As shown, a first aspect of this application provides an eVTOL power system 10, which is applied to an aircraft, such as a flying car, a drone, or a low-altitude aircraft. The eVTOL power system 10 includes an energy storage module 100, a control module 200, and a dual-winding motor 300. The energy storage module 100 is used to supply power to the dual-winding motor 300. The energy storage module 100 is, for example, a lithium-ion battery, a sodium-ion battery, or a solid-state battery. The energy storage module 100 is mainly used to provide a power source for the dual-winding motor 300. The control module 200 is connected to the dual-winding motor 300 and is used to acquire the operating conditions of the aircraft and control the power mode of the first winding M1 and the second winding M2 of the dual-winding motor 300 according to the operating conditions of the aircraft.

[0031] Specifically, the dual-winding motor 300 adopts a six-phase dual-winding motor. Due to the increase in the number of phases, power distribution control can be performed more flexibly, thereby achieving higher power output. The dual-winding design of the dual-winding motor 300 enables the eVTOL power system 10 to carry a larger load in the same volume, thereby improving the power density of the eVTOL power system 10.

[0032] The eVTOL power system 10 provided in this application includes a dual-winding motor 300, an energy storage module 100, and a control module 200. The energy storage module 100 is used to supply power to the dual-winding motor 300. The control module 200 is connected to the dual-winding motor 300 and is used to acquire the operating conditions of the aircraft and control the power mode of the first winding M1 and the second winding M2 of the dual-winding motor 300 according to the operating conditions of the aircraft. The eVTOL power system 10 provided in this application can control the dual-winding motor 300 to work in different power modes under different operating conditions of the aircraft, thereby improving system efficiency and power density, and improving the stability and reliability of the aircraft.

[0033] In one embodiment, the power mode of the dual-winding motor 300 includes the following modes: First mode: the first winding M1 operates in the speed loop, and the second winding M2 operates in the speed loop. In this mode, both windings of the dual-winding motor 300 operate in the speed loop, maximizing the speed power of the dual-winding motor 300 to meet the speed requirements of the aircraft.

[0034] The second mode: the first winding M1 operates in the speed loop, and the second winding M2 operates in the torque loop, or the first winding M1 operates in the torque loop, and the second winding M2 operates in the speed loop. In this mode, one winding of the dual-winding motor 300 operates in the speed loop, and the other winding operates in the torque loop, satisfying the balance of speed and torque output of the dual-winding motor 300 under different operating conditions of the aircraft. In one embodiment, for example, when the aircraft is operating under light load, the first winding M1 can operate in the speed loop, and the second winding M2 can operate in the torque loop, specifically in a zero-torque mode, to improve system efficiency and increase the aircraft's range.

[0035] In this embodiment, by controlling the working modes of the first winding M1 and the second winding M2 according to the operating conditions of the aircraft, the output power mode of the dual winding motor 300 can be reasonably adjusted, while achieving both high-speed low-torque output and low-speed high-torque output, thus meeting the requirements of energy saving, comfort and acceleration performance.

[0036] In one embodiment, the control module 200 of the dual-winding motor 300 is further configured to switch the dual-winding motor 300 to a single-winding control mode when the first winding M1 or the second winding M2 fails. The single-winding control mode includes the first winding M1 or the second winding M2 operating in a single speed loop or a single torque loop. When an aircraft operates in a complex and ever-changing aerial environment, the stability and reliability of its power system are crucial. The fault tolerance of the dual-winding motor 300 becomes a key consideration. This application addresses this issue by enabling the control module 200 to quickly respond to sudden conditions when either the first winding M1 or the second winding M2 fails—that is, when one of the three-phase windings in a six-phase motor fails or exhibits an abnormal state, such as due to overheating, insulation aging, or a short circuit. The control module switches from six-phase control to single three-phase control, controlling the first winding M1 or the second winding M2 to operate in a single speed loop or a single torque loop. This embodiment of the application can promptly monitor changes in the winding state and adjust the aircraft's power distribution strategy to ensure that basic flight requirements are still met even with a slight performance reduction.

[0037] Please see Figure 1 and Figure 2 In one embodiment, the eVTOL power system 10 further includes a resolver acquisition module 310 and a power module 400. The resolver acquisition module 310 is connected to the control module 200, and the power module 400 is also connected to the control module 200. The resolver acquisition module 310 is used to acquire the resolver signal of the dual-winding motor 300, and the power module 400 is used to output a control signal to control the power mode of the dual-winding motor 300. In one embodiment, the resolver acquisition module 310 includes a resolver transformer, with the first winding M1 and the second winding M2 sharing a single resolver transformer.

[0038] Please combine Figure 2 As shown, the control module 200 is also used to: receive resolver signals, first winding current Im1, second winding current Im2 and target speed Spd_ref; decode resolver signals to obtain rotor angle θ of the dual-winding motor 300; differentiate rotor angle θ to obtain feedback speed Spd_fbk; obtain first speed loop given current Idq1_ref and second speed loop given current Idq2_ref based on feedback speed Spd_fbk and target speed Spd_ref; compensate rotor angle θ to obtain first compensation angle θ1 and second compensation angle θ2; perform coordinate transformation and field-oriented control (FOC) based on first winding current Im1, second winding current Im2, first compensation angle θ1, second compensation angle θ2, first speed loop given current Idq1_ref and second speed loop given current Idq2_ref to obtain first PWM signal PWM1 and second PWM signal PWM2, which are then converted and output by power module 400 as motor control signals.

[0039] Please combine Figure 2 refer to Figure 3 In one embodiment, the control module 200 outputs a first speed loop given current Idq1_ref and a second speed loop given current Idq2_ref based on the feedback speed Spd_fbk and the target speed Spd_ref, so as to control the first winding M1 to operate in the speed loop and the second winding M2 to operate in the speed loop.

[0040] Furthermore, based on the different operating conditions of the aircraft, the control module 200 only outputs the first velocity loop given current Idq1_ref to control the first winding M1 to operate in the velocity loop, and the second winding M2 to operate in the torque loop, i.e., the second winding M2 operates when Idq2_ref=0. It can be understood that the control module 200 only outputs the second velocity loop given current Idq2_ref, the first winding M1 operates in the torque loop (i.e., when Idq2_ref=0), and the second winding M2 operates in the current loop.

[0041] Please see Figure 2 and Figure 3 In one embodiment, the control module 200 is used to compensate the rotor angle θ to obtain a first compensation angle θ1 and a second compensation angle θ2 according to the following formula:

[0042]

[0043]

[0044] Where Ts1 is the sampling time error of the first winding M1, δ1 is the phase angle of the first winding M1, Ts2 is the sampling time error of the second winding M2, and δ2 is the phase angle of the second winding M2.

[0045] The control module 200 is used to obtain the feedback speed by differentiating the rotor angle θ according to the following formula:

[0046]

[0047] Where Np is the number of pole pairs of the dual-winding motor 300, and θ is the rotor angle.

[0048] Please read Figure 1 and Figure 3 In one embodiment, when the second winding M2 fails, the control module 200 controls the dual-winding motor 300 to switch to single-winding control mode, and the first winding M1 operates in single-speed loop. At this time, the control module outputs a shut-off signal to control the faulty second winding M2 to shut down. This is achieved by precisely controlling the switching devices of the power module 400, ensuring rapid isolation of the faulty winding, while keeping the critical power system provided by the normal winding unaffected.

[0049] Please read Figure 1 and Figure 2 In one embodiment, when the aircraft is in light flight, the first winding M1 operates in the velocity loop and the second winding M2 operates in the torque loop, or the first winding M1 operates in the torque loop and the second winding M2 operates in the velocity loop.

[0050] Please read Figure 1 and Figure 2 In one embodiment, the operating conditions of the aircraft include one or more of the following: winding current of the dual-winding motor 300, rotational speed, flight speed of the aircraft, flight altitude, load condition, ascent / descent state, and hovering state, and any combination thereof.

[0051] Specifically, the winding current reflects the working intensity and efficiency of the dual-winding motor 300. Its precise control is crucial for optimizing energy utilization, reducing energy consumption, and avoiding overheating. The rotational speed is directly related to the aircraft's power output and response speed, and is the foundation for achieving precise control.

[0052] Flight speed, as a crucial indicator of an aircraft's operational efficiency, is essential for ensuring the safe and efficient completion of flight missions through its monitoring and control. Flight altitude not only affects an aircraft's energy consumption and endurance but is also closely related to terrain adaptability and obstacle avoidance capabilities. Load conditions, such as whether the aircraft is heavily loaded or lightly loaded, are critical for balancing flight stability and adjusting flight strategies to meet different mission requirements. Ascent, descent, and hovering are directly related to an aircraft's vertical takeoff and landing capabilities and its ability to perform fixed-point aerial operations, making them indispensable control elements for executing complex flight missions.

[0053] Based on comprehensive monitoring and analysis of the aircraft's operating conditions, the dual-winding motor 300 is controlled to meet flight performance requirements while maximizing energy efficiency and extending flight time. Secondly, dynamically adjusting the operating state of the dual-winding motor 300 according to changes in flight speed, altitude, and load enhances the aircraft's adaptability and flexibility, ensuring stable and efficient performance under various flight conditions, and improving system reliability and safety.

[0054] The second aspect of this application provides an aircraft including the eVTOL power system 10 provided in the first aspect of this application. The control module 200 is a single MCU chip. Control is performed by a single MCU chip, which reduces data communication between multiple chips, improves the system integration, and facilitates switching between different working modes.

[0055] The third aspect of this application provides a control method, applied to the aircraft provided in the second aspect of this application. Please refer to... Figures 1-3 As shown, the control method includes the following steps:

[0056] S101. Obtain the operating status of the aircraft.

[0057] S102. Control the power mode of the first winding M1 and the second winding M2 of the dual winding motor 300 according to the operating conditions of the dual winding motor 300.

[0058] S103. Control the first winding M1 to work in the speed loop and the second winding M2 to work in the speed loop.

[0059] S104. Control the first winding M1 to operate in the speed loop and the second winding M2 to operate in the torque loop, or control the first winding M1 to operate in the torque loop and the second winding M2 to operate in the speed loop.

[0060] S105. When the first winding M1 or the second winding M2 fails, control the dual-winding motor 300 to switch to single-winding control mode. The single-winding control mode includes: the first winding M1 or the second winding M2 working in a single speed loop or a single torque loop.

[0061] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0062] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0063] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. An eVTOL propulsion system, applied to an aircraft, characterized in that, The system includes a dual-winding motor, an energy storage module, and a control module. The energy storage module supplies power to the dual-winding motor. The control module is connected to the dual-winding motor and is used for: Obtain the operating status of the aircraft; The power mode of the first and second windings of the dual-winding motor is controlled according to the operating conditions of the aircraft. It also includes a resolver acquisition module and a power module. The resolver acquisition module is connected to the control module, and the power module is connected to the control module. The resolver acquisition module is used to acquire the resolver signal of the dual-winding motor, and the power module is used to output a control signal to control the power mode of the dual-winding motor. The control module is also used for: Receive the resolver signal, the first winding current, the second winding current, and the target speed; The rotor angle of the dual-winding motor is obtained by decoding the resolver signal; The feedback speed is obtained by differentiating the rotor angle; The first speed loop current and the second speed loop current are obtained based on the feedback speed and the target speed; The rotor angle is compensated to obtain a first compensation angle and a second compensation angle; Coordinate transformation and vector control are performed based on the first winding current, the second winding current, the first compensation angle, the second compensation angle, the first speed loop given current, and the second speed loop given current to obtain the first PWM signal and the second PWM signal; The control module is used to compensate the rotor angle according to the following formulas to obtain a first compensation angle θ1 and a second compensation angle θ2: ； ； Where Ts1 is the sampling time error of the first winding, δ1 is the phase angle of the first winding, Ts2 is the sampling time error of the second winding, and δ2 is the phase angle of the second winding; The control module is used to differentiate the rotor angle according to the following formula to obtain the feedback speed: ； Where Np is the number of pole pairs of the dual-winding motor, and θ is the rotor angle.

2. The eVTOL power system as described in claim 1, characterized in that, The power modes include: The first winding operates in the velocity loop, and the second winding operates in the velocity loop; The first winding operates in the speed loop and the second winding operates in the torque loop, or the first winding operates in the torque loop and the second winding operates in the speed loop.

3. The eVTOL power system as described in claim 2, characterized in that, The control module is also used for: When the first winding or the second winding fails, the dual-winding motor is controlled to switch to a single-winding control mode; the single-winding control mode includes: the first winding or the second winding operating in a single speed loop or a single torque loop.

4. The eVTOL power system as described in claim 1, characterized in that, The control module outputs the first speed loop given current and the second speed loop given current according to the feedback speed and the target speed, so as to control the first winding to work in the speed loop and the second winding to work in the speed loop. The control module outputs only the given current of the first speed loop to control the first winding to operate in the speed loop and the second winding to operate in the torque loop; the control module outputs only the given current of the second speed loop, the first winding operates in the torque loop and the second winding operates in the current loop.

5. The eVTOL power system as described in any one of claims 1-4, characterized in that, The operating conditions of the aircraft include one or more of the following: winding current and rotational speed of the dual-winding motor, flight speed, flight altitude, load condition, ascent / descent state, and hovering state, and any combination thereof.

6. The eVTOL power system as described in claim 5, characterized in that, When the aircraft is in light flight, the first winding operates in the velocity loop and the second winding operates in the torque loop, or the first winding operates in the torque loop and the second winding operates in the velocity loop.

7. An aircraft, characterized in that, The system includes the eVTOL power system as described in any one of claims 1-6, wherein the control module is a single-chip MCU.

8. A control method applied to the aircraft as described in claim 7, characterized in that, include: Obtain the operating status of the aircraft; The power mode of the first and second windings of the dual-winding motor is controlled according to the operating conditions of the dual-winding motor. The first winding operates in the velocity loop, and the second winding operates in the velocity loop; The first winding operates in the speed loop and the second winding operates in the torque loop, or the first winding operates in the torque loop and the second winding operates in the speed loop; When the first winding or the second winding fails, the dual-winding motor is controlled to switch to single-winding control mode. The single-winding control mode includes: the first winding or the second winding operating in a single speed loop or a single torque loop.

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