Vertical take-off and landing aircraft

Abstract

The invention discloses a vertical take-off and landing aircraft, and relates to the technical field of vertical take-off and landing aircrafts. The vertical take-off and landing aircraft comprises an aircraft body, at least two fixed rotor wing units and at least two tilting rotor wing units, the fixed rotor wing units and the tilting rotor wing units are arranged on the aircraft body, and the tilting rotor wing units are configured to be rotatable between a cruise position and a vertical take-off and landing position. The fixed rotor wing unit stops or enters a low-power-consumption mode under the condition that the tilting rotor wing unit is located at the cruising position; the battery modules are arranged on the aircraft body, the battery capacities of all the battery modules are consistent, each battery module is connected with a part of the fixed rotor units and a part of the tilting rotor units, and the number of the tilting rotor units connected with all the battery modules is consistent; and the number of the tilting rotor units connected with all the battery modules is consistent. According to the invention, the maintenance periods of all the battery modules can be ensured to be consistent.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft, and particularly to a vertical take-off and landing aircraft. Background Art

[0002] In an eVTOL (electric Vertical Take-off and Landing aircraft), for an eVTOL that combines a tilt-rotor unit and a fixed-rotor unit, both the fixed-rotor unit and the tilt-rotor unit need to be supplied with the required electrical energy through a battery module.

[0003] In the related art, the eVTOL is configured with multiple battery modules having the same battery capacity. However, the power consumption of the fixed-rotor unit and the tilt-rotor unit is different during the flight of the eVTOL, resulting in inconsistent maintenance cycles of the battery modules on the eVTOL and low economy. Summary of the Invention

[0004] The main object of the present invention is to provide a vertical take-off and landing aircraft, aiming to solve the technical problems of inconsistent maintenance cycles of battery modules and low economy in the related art.

[0005] To achieve the above object, a vertical take-off and landing aircraft proposed by the present invention includes: An aircraft body; At least two fixed-rotor units and at least two tilt-rotor units. The fixed-rotor units and the tilt-rotor units are both arranged on the aircraft body. The tilt-rotor units are configured to switch between a cruise position and a vertical take-off and landing position, and the fixed-rotor units stop or enter a low-power mode when the tilt-rotor units are in the cruise position; and At least two battery modules. The battery modules are arranged on the aircraft body, and the battery capacities of all the battery modules are the same. Each battery module is respectively connected to a part of the fixed-rotor units and a part of the tilt-rotor units. The number of fixed-rotor units connected by all the battery modules is the same, and the number of tilt-rotor units connected by all the battery modules is the same.

[0006] One or more technical solutions proposed by the present invention have at least the following technical effects: Since the fixed rotor unit shuts down or enters the low-power mode when the vertical takeoff and landing aircraft is in the cruise stage, that is, when the tilt-rotor unit is in the cruise position, and during the vertical takeoff and landing stage and the tilt transition stage, normally the power between the tilt-rotor unit and the fixed rotor unit is not evenly distributed, so the power consumption demands between the tilt-rotor unit and the fixed rotor unit are inconsistent. In the vertical takeoff and landing aircraft of the present invention, on the premise that the battery capacities of all battery modules are the same, each battery module is respectively connected to a part of the fixed rotor units and a part of the tilt-rotor units, the number of fixed rotor units connected by all battery modules is the same, and the number of tilt-rotor units connected by all battery modules is the same, so that all battery modules can achieve balanced discharge, ensuring that the power of all battery modules can be synchronously reduced to the warning value for synchronous charging or battery replacement, that is, the maintenance cycles of all battery modules are the same in the later stage, thereby improving the maintenance economy of the vertical takeoff and landing aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on the structures shown in these drawings.

[0008] Figure 1 Schematic structural diagram of the vertical takeoff and landing aircraft provided by the present invention; Figure 2 Schematic connection diagram of the motor controller and the battery module in the vertical takeoff and landing aircraft provided by the present invention; Figure 3 Schematic diagram of the central symmetry of the propulsion assembly of the vertical takeoff and landing aircraft provided by the present invention; Figure 4 Schematic diagram of the internal and external grouping of the propulsion assembly of the vertical takeoff and landing aircraft provided by the present invention; Figure 5 Schematic diagram of the installation positions of the power distribution module and the battery module in the vertical takeoff and landing aircraft provided by the present invention; Figure 6 Schematic diagram of the electrical connection relationship between the battery module and the propulsion assembly in the first example provided by the present invention; Figure 7 Schematic diagram of the electrical connection relationship between the battery module and the propulsion assembly in the second example provided by the present invention; Figure 8 Schematic diagram of the parallel connection of independent buses in the power distribution module of the vertical takeoff and landing aircraft provided by the present invention; Figure 9Schematic diagram of series connection of independent buses in the power distribution module of the vertical takeoff and landing aircraft provided by the present invention; Figure 10 Schematic diagram of the connection of multiple power distribution modules in the vertical takeoff and landing aircraft provided by the present invention; wherein, multiple independent buses are connected in parallel with each other through the second switch unit; Figure 11 Schematic diagram of the connection of multiple power distribution modules in the vertical takeoff and landing aircraft provided by the present invention; wherein, multiple independent buses are connected in series with each other through the second switch unit.

[0009] Explanation of the reference numerals in the drawings: 1. First power group; 2. Second power group; 10. First propulsion component group; 20. Second propulsion component group; 30. Third propulsion component group; 40. Fourth propulsion component group; 100. Power distribution module; 100a. Left power distribution module; 100b. Right power distribution module; 110. Input interface; 120. Output interface; 130. Independent bus; 130a. First independent bus; 130b. Second independent bus; 130c. Third independent bus; 130d. Fourth independent bus; 140. First switch unit; 150. Connection unit; 101. Airframe; 101a. Central axis; 102. Tail fin; 103. Left wing; 1031. Left arm; 104. Right wing; 1041. Right arm; 200. Battery module; 201. First battery module; 202. Second battery module; 203. Third battery module; 204. Fourth battery module; 300. Propulsion component; 310. Fixed rotor unit; 320. Tilt-rotor unit; 311. First fixed rotor unit; 312. Second fixed rotor unit; 313. Third fixed rotor unit; 314. Fourth fixed rotor unit; 321. First tilt-rotor unit; 322. Second tilt-rotor unit; 323. Third tilt-rotor unit; 324. Fourth tilt-rotor unit; 400. Cross cable; 401. Second connecting wire; 402. First connecting wire; 611. First motor controller; 612. Second motor controller; 621. Third motor controller; 622. Fourth motor controller.

[0010] The realization, functional features and advantages of the object of the present invention will be further described with reference to the embodiments and the accompanying drawings. Detailed implementation manners

[0011] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0012] It should be noted that if there are directional indications (such as up, down, left, right, front, back...) involved in the embodiments of the present invention, the directional indications are only used to explain the relative positional relationship and movement conditions between components in a specific posture. If the specific posture changes, the directional indications will also change accordingly.

[0013] In addition, if there are descriptions such as "first", "second", etc. involved in the embodiments of the present invention, the descriptions of "first", "second", etc. are only for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include at least one such feature. In addition, if "and / or" or "and / or" appears throughout the text, its meaning includes three parallel scenarios. Taking "A and / or B" as an example, it includes Scenario A, or Scenario B, or the scenario where both A and B are satisfied simultaneously. In addition, the technical solutions between various embodiments can be combined with each other, but it must be based on the ability of those of ordinary skill in the art to implement. When the combination of technical solutions results in contradictions or cannot be implemented, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0014] This embodiment provides a vertical takeoff and landing aircraft, which includes an aircraft body, at least two fixed rotor units 310, at least two tilt rotor units 320, and at least two battery modules 200.

[0015] Among them, the fixed rotor units 310 and the tilt rotor units 320 are both arranged on the aircraft body. The tilt rotor units 320 are configured to rotate between a cruise position and a vertical takeoff and landing position, and the fixed rotor units 310 stop or enter a low power consumption mode when the tilt rotor units 320 are in the cruise position; the battery modules 200 are arranged on the aircraft body, and the battery capacities of all the battery modules 200 are the same. Each battery module 200 is respectively connected to a part of the fixed rotor units 310 and a part of the tilt rotor units 320. The number of fixed rotor units 310 connected by all the battery modules 200 is the same, and the number of tilt rotor units 320 connected by all the battery modules 200 is the same.

[0016] Specifically, the eVTOL provided in this embodiment not only includes pure electric types, but also includes hydrogen-electric hybrid and gasoline-electric hybrid eVTOLs. Please refer to Figure 1, the aircraft body of an eVTOL refers to the main structure and supporting components that support and protect all components of the eVTOL and the entire system, including but not limited to the fuselage 101, the left wing 103, the right wing 104, and the tail wing 102. Among them, the left wing 103 is connected to the left side of the fuselage 101, and the right wing 104 is connected to the right side of the fuselage 101. It can be understood that the left wing 103 and the right wing 104 can be connected to the fuselage 101 or integrally formed with the fuselage 101. Alternatively, the left wing 103 and the right wing 104 can also be the left and right halves of an integral wing that is connected to the fuselage 101 and runs across both sides of the fuselage 101. The tail wing 102 includes a left stabilizer and a right stabilizer, and the left stabilizer and the right stabilizer are symmetrically arranged on both sides of the fuselage 101. It can be understood that the left stabilizer and the right stabilizer can both be horizontal stabilizers, or when the tail wing 102 is a V-tail, the left stabilizer and the right stabilizer can also be inclined stabilizers arranged obliquely.

[0017] The fixed rotor unit 310 and the tilt-rotor unit 320 are both propulsion components 300 provided on the eVTOL, and a single propulsion component 300 is provided on the left wing 103, the right wing 104, or the tail wing 102 to provide the pull / thrust and / or at least part of the lift required for the eVTOL to fly. It can be understood that the propulsion component 300 includes a propeller, an electric motor, and other accessories. Among them, the electric motor is used to drive the propeller to rotate, and it includes a motor, a motor controller, and other accessories. In addition, in order to provide sufficient pull / thrust and / or at least part of the lift, and to coordinate the dynamic matching of the vector direction of the pull / thrust and / or lift with the center of gravity of the aircraft body, the number of propulsion components 300 on the eVTOL generally includes at least 4, and most are even numbers, such as 4, 6, or 8, etc., to achieve a symmetrical layout of the propulsion components 300 on the aircraft body: that is, half of the number of propulsion components 300 are distributed on the left side of the fuselage 101, and the other half of the number of propulsion components 300 are distributed on the right side of the fuselage 101. It can be understood that the symmetrical layout is beneficial to the control of the aircraft and maintains the flight stability of the aircraft. Of course, the symmetrical layout of the propulsion components 300 also allows the remaining propulsion components 300 to quickly adjust the pull / thrust and / or lift distribution when the power output of some of the propulsion components 300 decreases or is lost, so as to maintain the overall balance of the eVTOL.

[0018] The tilt-rotor unit 320 is configured to switch between a cruise position and a vertical takeoff and landing position to adjust the flight attitude of the eVTOL. It can be understood that when the eVTOL is in the vertical takeoff and landing stage during flight, the tilt-rotor unit 320 is in the vertical takeoff and landing position. The fixed rotor unit 310 and the tilt-rotor unit 320 rotate at high speed to generate upward lift, enabling the eVTOL to overcome gravity and achieve takeoff and landing. During the cruise stage of the eVTOL, the tilt-rotor unit 320 tilts to the cruise position, and the wing undertakes the lift task. The tilt-rotor unit 320 provides forward pull / thrust for the eVTOL, enabling the eVTOL to fly remotely at a relatively high speed. It is worth mentioning that for the tilt-rotor unit 320 in this embodiment, it can be a fully tilt configuration, that is, the entire tilt-rotor unit 320 is rotatable between the cruise position and the vertical takeoff and landing position, so as to achieve the switch between the cruise position and the vertical takeoff and landing position. Alternatively, the tilt-rotor unit 320 can also be a partial tilt configuration, that is, the tilt-rotor unit 320 is divided into the part where the rotor is located and the part where the nacelle is located. The part where the rotor is located is rotatable between the cruise position and the vertical takeoff and landing position, while the part where the nacelle is located is fixed to the aircraft body, so as to achieve the switch between the cruise position and the vertical takeoff and landing position. When the eVTOL is in the cruise stage, the fixed rotor unit 310 can stop operating, and the propeller can be feathered or folded, or the blades can be retracted to reduce drag, or the rotational speed can also be reduced to enter a low-power consumption mode.

[0019] The battery module 200 can be configured as the power battery of the eVTOL, which is used to supply electrical energy to the propulsion assembly 300 of the eVTOL. Of course, it can also be configured to supply electrical energy to on-board system loads such as the avionics system, the on-board environmental control system, and the on-board lighting system. Of course, the battery module 200 can also be configured as an emergency power source on the eVTOL. It can be understood that the battery module 200 can be a rechargeable battery, or a hydrogen fuel cell, etc., and this embodiment does not limit this.

[0020] In this embodiment, in order to reduce the aircraft cost and the difficulty of compliance verification, the battery capacities of all the battery modules 200 are the same. For example, in some specific embodiments, the battery modules 200 all adopt the same configuration to achieve the same battery capacity, so that during the R & D stage, the number of tests and compliance verifications can be significantly reduced. Of course, during the subsequent operation stage, the battery modules 200 with the same configuration are also conducive to maintenance.

[0021] It can be understood that in order to implement the redundant design required for flight and avoid the loss of power output of all propulsion components 300 caused by the failure of a single battery module 200, the eVTOL is configured with multiple battery modules 200, and each battery module 200 is connected to a part of the propulsion components 300 among all the propulsion components 300. It should be noted that in this embodiment, the battery module 200 is not only connected to one type of propulsion component 300 among the fixed rotor unit 310 and the tilt rotor unit 320, but is simultaneously connected to a part of the fixed rotor unit 310 and a part of the tilt rotor unit 320. In this way, for any battery module 200, during the vertical takeoff and landing stage and the tilt transition stage in the eVTOL flight process, the battery module 200 not only supplies power to the tilt rotor unit 320 connected to it, but also supplies power to the fixed rotor unit 310 connected to it. During the cruise stage of the eVTOL flight process, when the fixed rotor unit 310 is shut down, the battery module 200 mainly supplies power to the tilt rotor unit 320 connected to it.

[0022] It is worth mentioning that the multiple battery modules 200 are symmetrically arranged on the aircraft body to balance the weight distribution of the eVTOL. Of course, the multiple battery modules 200 being symmetrically arranged can be a left-right symmetric arrangement, such as being respectively arranged on the left and right wings; it can also be a front-back symmetric arrangement, such as being arranged at the nose and the tail of the aircraft body; or arranged according to the weight distribution requirements of the aircraft, and this embodiment does not limit this.

[0023] It is easy to understand that the fixed rotor unit 310 shuts down or enters the low-power mode during the cruise stage, and during the vertical takeoff and landing stage and the tilt transition stage, normally the power between the tilt rotor unit 320 and the fixed rotor unit 310 is not evenly distributed. For example, if the total power of the eVTOL is 1000 KW, all the tilt rotor units 320 together bear 600 KW, and all the fixed rotor units 310 together bear 400 KW. In this way, the power consumption demands between the fixed rotor unit 310 and the tilt rotor unit 320 are inconsistent. If any battery module 200 only supplies power to a part of the fixed rotor units 310 or only supplies power to a part of the tilt rotor units 320 in the normal state. Then there will be a discharge difference between different battery modules 200, resulting in a large difference in the remaining power of each battery module 200 after performing the flight mission, rather than the battery modules 200 on the eVTOL discharging evenly so that the power is synchronously reduced to the warning value for charging or battery replacement together, thus resulting in inconsistent maintenance cycles of the battery modules 200 on the eVTOL, and further increasing the maintenance and operation costs of the eVTOL.

[0024] In this embodiment, since the power of all tilt-rotor units 320 on the same eVTOL is generally close to being consistent, and the power of all fixed-rotor units 310 on the same eVTOL is generally close to being consistent, and each battery module 200 is connected to not only a part of the fixed-rotor units 310 to supply power to them, but also a part of the tilt-rotor units 320 to supply power to them. In addition, the number of tilt-rotor units 320 connected by all the battery modules 200 is the same, and the number of fixed-rotor units 310 connected by all the battery modules 200 is the same. Thus, during the vertical takeoff and landing phase, the tilt transition phase, and the cruise phase, the power consumption of all the battery modules 200 is approximately the same, or within the allowable discharge error range, discharge balance can be roughly achieved among all the battery modules 200, ensuring that the power levels of different battery modules 200 can be synchronized approximately, or reduced to the same warning value within the allowable error range, so as to perform charging or battery swapping together within the same maintenance cycle.

[0025] For the propulsion assembly 300 powered by electricity, the motor controller uses a three-phase full-bridge inverter circuit to convert the high-voltage direct current provided by the battery module 200 into three-phase alternating current, generates alternating current with variable frequency and variable amplitude through pulse width modulation technology, and precisely adjusts the motor speed and torque with the aid of a control algorithm. For flight safety, in one embodiment, both the tilt-rotor unit 320 and the fixed-rotor unit 310 include at least two motor controllers, and at least two motor controllers of the tilt-rotor unit 320 or the fixed-rotor unit 310 are respectively connected to different battery modules 200. When the propulsion assembly 300 includes at least two motor controllers, the propulsion assembly 300 has at least 2 power supply channels. Thus, when a power supply abnormality occurs in one of the battery modules 200, at least part of the required electrical energy can still be provided by other battery modules 200, thereby improving the reliability and fault tolerance of the eVTOL system architecture. As an option in this embodiment, both the tilt-rotor unit 320 and the fixed-rotor unit 310 include at least two single-winding motors, and each single-winding motor is respectively connected to a motor controller. Or, as another option in this embodiment, both the tilt-rotor unit 320 and the fixed-rotor unit 310 include one motor, the motor includes at least two motor windings, and each motor winding is respectively connected to a motor controller. Thus, for any propulsion assembly 300, redundant design is achieved in the above manner. Since it is connected to multiple different battery modules 200, when a power supply abnormality occurs in the battery module 200 connected to any single-winding motor, motor winding, or motor controller, other battery modules 200 can still supply electrical energy to the remaining single-winding motors, motor windings, or motor controllers. Of course, when other battery modules 200 can still supply electrical energy to the remaining single-winding motors, motor windings, or motor controllers, the flight control system can perform corresponding redistribution of pull / thrust and / or lift, thereby ensuring the flight safety of the eVTOL.

[0026] As shown in Figure 2 , in one example, it is assumed that each propulsion component 300 (tilt-rotor unit 320 or fixed-rotor unit 310) provides 150 kW of power, and each propulsion component 300 is powered by two motor controllers, that is, each motor controller needs to provide 75 kW of electric power. Each battery module 200 needs to provide 300 kW of electric power. At this moment, the total propulsion power of the whole aircraft is 1200 kW. When a single battery module 200 (the first battery module 201) connected to the second motor controller 612 and the third motor controller 621 fails, both the second motor controller 612 and the third motor controller 621 fail, but the first motor controller 611 and the fourth motor controller 622 can still maintain an output of 75 kW, or further increase the output power on the basis of 75 kW, so that the eVTOL can maintain power balance for a short time, thus leaving time for the pilot to make a decision.

[0027] The propulsion component 300 of the eVTOL can be located in the front side area of the fuselage head of the wing, specifically, it can be arranged at the leading edge of the wing (the left wing 103 or the right wing 104) or on the arm extending forward from the leading edge of the wing, so as to be close to the fuselage head. Alternatively, the propulsion component 300 can also be located in the rear side area of the fuselage tail of the wing, specifically, it can be arranged at the trailing edge of the wing or on the arm extending backward from the trailing edge of the wing, so as to be close to the fuselage tail of the aircraft body; alternatively, the propulsion component can also be arranged at the tail wing 102, so as to be located in the rear side area of the fuselage tail of the wing.

[0028] It can be understood that for different eVTOL performance requirements, the fixed-rotor unit 310 and the tilt-rotor unit 320 can adopt various layout methods. As an option in this embodiment, the tilt-rotor units 320 are symmetrically distributed on both the left and right sides of the fuselage 101, and are all arranged in the front side area of the fuselage of the wing, and the fixed-rotor units 310 are symmetrically distributed on both the left and right sides of the fuselage 101, and are all arranged in the rear side area of the fuselage of the wing. Alternatively, as another option in this embodiment, a part of the tilt-rotor units 320 are symmetrically distributed on both the left and right sides of the fuselage 101 in the front side area of the fuselage of the wing, and another part of the tilt-rotor units 320 are symmetrically distributed on both the left and right sides of the fuselage 101 in the rear side area of the fuselage of the wing, while the fixed-rotor units 310 are also symmetrically distributed on both sides of the wing but only located in the front side area or the rear side area of the fuselage.

[0029] Alternatively, as another option in this embodiment, among at least two fixed rotor units 310, 2N fixed rotor units 310 are symmetrically distributed on the left and right sides of the fuselage 101 of the aircraft body and are arranged near the head of the fuselage, and 2N fixed rotor units 310 are symmetrically distributed on the left and right sides of the fuselage 101 and are arranged near the tail of the fuselage; N is a natural number greater than or equal to 1; among at least two tilt rotor units 320, 2M tilt rotor units 320 are symmetrically distributed on the left and right sides of the fuselage 101 and are arranged near the head of the fuselage, and 2M tilt rotor units 320 are symmetrically distributed on the left and right sides of the fuselage 101 and are arranged near the tail of the fuselage; M is a natural number greater than or equal to 1. It can be understood that the values of N and M can be the same or different, and this embodiment does not limit this.

[0030] Specifically, please refer to Figure 1 , the propulsion assembly of the eVTOL at least includes the following groups: The first propulsion assembly group 10, including at least 2 propulsion assemblies 300, which are located in the front area of the left wing 103; the second propulsion assembly group 20, including at least 2 propulsion assemblies 300, which are located in the front area of the right wing 104; the third propulsion assembly group 30, including at least 2 propulsion assemblies 300, which are located in the rear area of the left wing 103; the fourth propulsion assembly group 40, including at least 2 propulsion assemblies 300, which are located in the rear area of the right wing 104.

[0031] Among them, the front is the side direction of the head of the fuselage, and the rear is the side direction of the tail of the fuselage. It can be understood that the first propulsion assembly group 10 and the second propulsion assembly group 20 are symmetric about the central axis 101a of the fuselage 101, and the third propulsion assembly group 30 and the fourth propulsion assembly group 40 are also symmetric about the central axis 101a of the fuselage 101. In addition, the first propulsion assembly group 10 and the third propulsion assembly group 30 are centrosymmetric with each other, and the second propulsion assembly group 20 and the fourth propulsion assembly group 40 are also centrosymmetric.

[0032] The first propulsion assembly group 10 of the eVTOL may include at least one tilt-rotor unit 320 and at least one fixed-rotor unit 310. Correspondingly, since the first propulsion assembly group 10 and the second propulsion assembly group 20 are axially symmetrically arranged, the second propulsion assembly group 20 may also include at least one tilt-rotor unit 320 and at least one fixed-rotor unit 310. Moreover, the tilt-rotor units 320 of the first propulsion assembly group 10 and the tilt-rotor units 320 of the second propulsion assembly group 20 are arranged in an axially symmetric manner one by one. At the same time, the fixed-rotor units 310 of the first propulsion assembly group 10 and the fixed-rotor units 310 of the second propulsion assembly group 20 are also arranged in an axially symmetric manner one by one. The third propulsion assembly group 30 of the eVTOL may include at least one tilt-rotor unit 320 and at least one fixed-rotor unit 310. Correspondingly, since the third propulsion assembly group 30 and the fourth propulsion assembly group 40 are axially symmetrically arranged, the fourth propulsion assembly group 40 may also include at least one tilt-rotor unit 320 and at least one fixed-rotor unit 310. Moreover, the tilt-rotor units 320 of the third propulsion assembly group 30 and the tilt-rotor units 320 of the fourth propulsion assembly group 40 are arranged in an axially symmetric manner one by one. At the same time, the fixed-rotor units 310 of the third propulsion assembly group 30 and the fixed-rotor units 310 of the fourth propulsion assembly group 40 are also arranged in an axially symmetric manner one by one.

[0033] In this embodiment, the first propulsion assembly group 10, the second propulsion assembly group 20, the third propulsion assembly group 30, and the fourth propulsion assembly group 40 of the eVTOL all include tilt-rotor units 320. In this way, the tilt-rotor units 320 are arranged in the aforementioned four azimuth regions of the fuselage 101, which not only realizes a high redundancy of the propulsion system, but also enables a more accurate attitude control during the tilt transition stage. In addition, more thrust / drag can be provided during the cruise stage. Of course, the first propulsion assembly group 10, the second propulsion assembly group 20, the third propulsion assembly group 30, and the fourth propulsion assembly group 40 of the eVTOL also all include fixed-rotor units 310. The fixed-rotor units 310 can undertake the main vertical lift generation task in this azimuth region during the vertical takeoff and landing stage. Or, when the lift provided by the tilt-rotor units 320 is insufficient, the fixed-rotor units 310 can supplement the corresponding lift. This layout method can enable the eVTOL to have sufficient lift reserves in the aforementioned four azimuth regions of the fuselage, thereby improving the flight stability and safety of the eVTOL during vertical takeoff and landing.

[0034] In one embodiment, all the fixed-rotor units 310 connected to the same battery module 200 are grouped in pairs, and the fixed-rotor units 310 within the same group are centrosymmetric; all the tilt-rotor units 320 connected to the same battery module 200 are grouped in pairs, and the tilt-rotor units 320 within the same group are centrosymmetric.

[0035] Specifically, when the battery module 200 supplies power to the fixed rotor units 310 in the first propulsion component group 10, it also supplies power to the fixed rotor units 310 in the fourth propulsion component group 40, and the two fixed rotor units 310 are centrosymmetric to each other. In addition, when the battery module 200 supplies power to the tilt-rotor units 320 in the first propulsion component group 10, it also supplies power to the tilt-rotor units 320 in the fourth propulsion component group 40, and the two tilt-rotor units 320 are centrosymmetric to each other. Similarly, when the battery module 200 supplies power to the fixed rotor units 310 or tilt-rotor units 320 in the second propulsion component group 20, it also supplies power to the fixed rotor units 310 or tilt-rotor units 320 in the third propulsion component group 30, and the two fixed rotor units 310 or tilt-rotor units 320 are centrosymmetric to each other.

[0036] Thus, when any one of the battery modules 200 fails, on the horizontal plane where the eVTOL is located, its power output decreases centrosymmetrically, thereby avoiding the situation where the torque of the unilateral propulsion component 300 is not balanced, ensuring the aerodynamic balance during the flight of the eVTOL, and also facilitating the flight control system to adjust the pull / thrust and / or lift distribution to ensure normal flight.

[0037] In addition, as mentioned above, although the propulsion component 300 adopts a backup design such as a dual-winding motor, enabling the backup or the flight control system to reallocate power requires a response time. As a result, during the response time, the pull / thrust and / or lift provided by the faulty side of the fuselage is still less than that of the normal side of the fuselage, resulting in flight instability. By symmetrically supplying power from the battery module 200, when the battery module 200 fails, the two symmetric propulsion components 300 (two fixed rotor units 310 or two tilt-rotor units 320) lose power simultaneously, thus ensuring the power balance of the fuselage without the need for the flight control system to respond, or reducing the complexity of the fault-tolerant control algorithm of the flight control system.

[0038] In addition, in the first propulsion component group 10 and the third propulsion component group 30, or the second propulsion component group 20 and the fourth propulsion component group 40: all the fixed rotor units connected to the same battery module 200 are grouped in pairs, and the fixed rotor units 310 within the same group are centrosymmetric; all the tilt-rotor units 320 connected to the same battery module 200 are grouped in pairs, and the tilt-rotor units 320 within the same group are centrosymmetric.

[0039] Among them, the point that is centrosymmetric can be the center of gravity G point of the eVTOL. Or in one embodiment, when the eVTOL is in the vertical takeoff and landing stage, the projections of the propellers of the tilt-rotor units 320 in the same group on the horizontal plane are centrosymmetric about point B. Both point B and the center of gravity G point of the vertical takeoff and landing aircraft are located in the symmetry plane of the fuselage, and point B is located on the side of point G close to the tail. During the eVTOL mode change process, both point G and point B move along the symmetry plane, and point B is always located on the side of point G close to the tail.

[0040] Please refer to Figure 3 , with this layout, the center of gravity G point of the eVTOL and the symmetry center B point of the tilt-rotor unit 320 do not coincide. Particularly during the transition of the eVTOL from the vertical takeoff and landing stage to the cruise stage, both point G and point B move along the symmetry plane towards the side close to the head of the fuselage. Therefore, the moment of the pulling force generated by the tilt-rotor unit 320 in front of the center of gravity on the center of gravity G point is smaller, and the moment of the pulling force generated by the tilt-rotor unit 320 behind the center of gravity on the center of gravity G point is larger. The moment difference between the front and rear tilt-rotor units 320 can resist part of the nose-up moment generated by the action of the washout area of the tilt-rotor unit 320 on the tail 102, so the difficulty of pitch control can be reduced. Therefore, when the tilt-rotor units 320 on both sides of the center of gravity G point have the same rotational speed throttle, due to the difference in the lever arm length with respect to the center of gravity G point, a nose-down moment will be generated, which can offset or partially offset the nose-up moment generated by the action of the washout area of the tilt-rotor unit 320 on the tail 102. Therefore, the eVTOL can be better trimmed for the pitch moment when the throttles of the front and rear propulsion components are the same.

[0041] Of course, for the fixed rotor unit 310, in one embodiment, when the eVTOL is in the vertical takeoff and landing stage, the projections of the propellers of the fixed rotor units 310 in the same group on the horizontal plane are all centrosymmetric about point A. Point A is located in the symmetry plane of the fuselage. During the eVTOL mode change process, point G is located on the side of point A close to the head of the fuselage or coincides with point A, and point B is always located on the side of point A close to the tail.

[0042] Please refer to Figure 3, specifically, with the head of the eVTOL fuselage facing forward, the center B point of the 2M tilt-rotor units 320 is located behind the center A point of the 2N fixed-rotor units 310, and the distance from point A to point B is L2, where L2 > 0. As the 2M tilt-rotor units 320 tilt forward, the center of gravity of the 2M tilt-rotor units 320, the center of gravity G of the eVTOL, and the symmetry center B point will move towards the head of the fuselage. During the entire tilting process of the 2M tilt-rotor units 320 from the preset vertical takeoff and landing position (e.g., 90° tilt angle) to the preset cruise position (e.g., 0° tilt angle), L2 > 0 always holds. At the same time, the center of gravity G of the eVTOL is located in front of the symmetry center B of the 2M tilt-rotor units 320 and also in front of the symmetry center A point of the 2N fixed-rotor units 310. The distance from point A to point G is L1, where L1 ≥ 0, and as the 2M tilt-rotor units 320 tilt forward, the center of gravity G gradually moves forward, and the absolute value of L1 also becomes larger and larger. In this layout, the center of gravity of the eVTOL does not coincide with the symmetry center of the fixed-rotor units 310 or the symmetry center of the tilt-rotor units 320. During the transition of the eVTOL from the vertical takeoff and landing stage to the cruise stage, both point G and point B move along the symmetry plane towards the side closer to the head of the fuselage. Point G is located on the side closer to the head of the fuselage than point A or coincides with point A, and point B is always located on the side closer to the tail wing 102 than point A. Therefore, the pulling force generated by the tilt-rotor units 320 and fixed-rotor units 310 in front of the center of gravity has a smaller moment on the center of gravity G point, and the pulling force generated by the tilt-rotor units 320 and fixed-rotor units 310 behind the center of gravity has a larger moment on the center of gravity G point. The moment difference between the front and rear rotors can resist part of the nose-up moment generated by the action of the tilt-rotor washout area on the tail wing, so the difficulty of pitch control can be reduced. Therefore, when the fixed-rotor units 310 or tilt-rotor units 320 on both sides of the center of gravity G point have the same rotational speed throttle, due to the difference in the lever arm length on the center of gravity G point, a nose-down moment will be generated, which can offset or partially offset the nose-up moment generated by the action of the tilt-rotor units 320 washout area on the tail wing. Therefore, the eVTOL can be better trimmed for pitch moment when the throttles of the front and rear propulsion components are consistent.

[0043] It can be understood that for the two propulsion components 300 (two fixed-rotor units 310 or two tilt-rotor units 320) with the aforementioned central symmetry layout, when one of the propulsion components is in an abnormal state, the flight control system of the eVTOL reallocates power, including but not limited to: Shutting down both the propulsion component in the abnormal state and the symmetric propulsion component of the propulsion component in the abnormal state; at this time, the two symmetric propulsion components 300 in the eVTOL both lose pulling force / lift / thrust, thereby preventing the eVTOL from pitching / yawing / rolling towards the side where any propulsion component is in an abnormal state.

[0044] Alternatively, both the abnormal state propulsion component and its symmetric propulsion component are shut down, and the output power of the remaining propulsion components is adjusted to obtain the desired pulling force / lifting force / thrust. That is, when the pulling force / lifting force / thrust currently provided by the remaining propulsion components is difficult to meet the requirements, the flight control system of the eVTOL can control each of the remaining propulsion components to increase the power, so as to obtain a higher power output and the desired pulling force / lifting force / thrust.

[0045] Alternatively, the output power of the symmetric propulsion component of the abnormal state propulsion component is adjusted to match the pulling force / lifting force / thrust provided by the abnormal state propulsion component. That is, although any one of the propulsion components is in an abnormal state, when it has not completely lost power or in other cases where it is required to provide the corresponding pulling force / lifting force / thrust, the output power of the other symmetric propulsion component can be reduced, so as to ensure the aerodynamic balance of the eVTOL during flight.

[0046] Alternatively, the output powers of the symmetric propulsion component of the abnormal state propulsion component and the remaining propulsion components are adjusted to obtain the desired pulling force / lifting force / thrust. Since the eVTOL is used in a complex urban environment, in order to obtain a more ideal aerodynamic balance throughout the flight profile, when the flight control system of the eVTOL detects that a propulsion component 300 has a reduced output power or even fails due to a battery module 200 failure or other reasons, it will actively reduce the power of the propulsion component 300 symmetric to the failed propulsion component 300, so as to ensure the aerodynamic balance of the eVTOL on the symmetric side. In addition, the flight control system of the eVTOL will also control the remaining propulsion components 300 to increase the power, so as to obtain a higher power output and the desired pulling force / lifting force / thrust.

[0047] In addition, for any one of the aforementioned first propulsion component group 10, second propulsion component group 20, third propulsion component group 30, and fourth propulsion component group 40: when it includes 2 propulsion components 300, the tilt-rotor unit 320 can be arranged farther away from the central axis of the fuselage 101 than the fixed-rotor unit 310, or the fixed-rotor unit 310 can be arranged farther away from the central axis of the fuselage 101 than the tilt-rotor unit 320. When it includes 3 or more propulsion components 300, the tilt-rotor units 320 and the fixed-rotor units 310 can be arranged alternately one by one, or alternately with unequal numbers; or on one side of the fuselage 101, any tilt-rotor unit 320 can also be arranged farther away from the central axis of the fuselage 101 than any fixed-rotor unit 310, or any fixed-rotor unit 310 can be arranged farther away from the central axis of the fuselage than any tilt-rotor unit 320. This embodiment does not limit this.

[0048] In a specific embodiment, on either side of the fuselage 101, any fixed rotor unit 310 is located on the side of any tilt-rotor unit 320 away from the central axis 101a of the aircraft body.

[0049] Specifically, Please refer to Figure 3 , in the left-right direction, in the first propulsion component group 10 and the second propulsion component group 20, the fixed rotor units 310 are both close to the tip side of the wing (left wing 103 or right wing 104) where they are located, while the tilt-rotor units 320 are both close to the root side of the wing where they are located. In the third propulsion component group 30 and the fourth propulsion component group 40, the fixed rotor units 310 are both close to the tip side of the wing where they are located, while the tilt-rotor units 320 are both close to the root side of the wing where they are located. And the fixed rotor unit 310 of the third propulsion component group 30 is also located on the tip side compared to the tilt-rotor unit 320 of the first propulsion component group 10. Similarly, the fixed rotor unit 310 of the second propulsion component group 20 is also located on the tip side compared to the tilt-rotor unit 320 of the fourth propulsion component group 40. Of course, the fixed rotor unit 310 of the fourth propulsion component group 40 is also located on the tip side compared to the tilt-rotor unit 320 of the second propulsion component group 20, and the fixed rotor unit 310 of the first propulsion component group 10 is also located on the tip side compared to the tilt-rotor unit 320 of the third propulsion component group 30.

[0050] In this specific embodiment, please refer to Figure 4 , all the fixed rotor units 310 form a first power group 1 away from the fuselage 101 on the outside, and all the tilt-rotor units 320 form a second power group 2 close to the fuselage 101 on the inside. The first power group 1 and the second power group 2 jointly maintain the aerodynamic balance of the whole aircraft inside and outside.

[0051] As mentioned above, since the fixed rotor units 310 will stop or enter a low-power mode when the eVTOL enters the cruise stage, the fixed rotor units 310 are arranged on the outside, and all the tilt-rotor units 320 are arranged on the inside. Compared with the layout where the tilt-rotor units 320 are arranged on the outside and the fixed rotor units 310 are arranged on the inside, the layout form provided in this embodiment can also reduce the yaw moment generated after some of the tilt-rotor units 320 fail. Since one of the core functions of the tail wing 102 in the vertical takeoff and landing stage is to balance the yaw moment, naturally, when the yaw moment is greatly reduced, the requirement for the tail wing capacity (vertical tail area × vertical tail moment arm) can be reduced, and the safe flight envelope after some of the tilt-rotor units 320 fail can be expanded.

[0052] For ease of understanding, please refer to Figure 3 and Figure 5 , the following shows a specific example of the propulsion component layout: At least two tilt-rotor units 320 include a first tilt-rotor unit 321, a second tilt-rotor unit 322, a third tilt-rotor unit 323, and a fourth tilt-rotor unit 324. The first tilt-rotor unit 321 is disposed on the left wing 103 and is located on the fuselage head side of the left wing 103. The second tilt-rotor unit 322 is disposed on the right wing 104 and is located on the fuselage head side of the right wing 104. The third tilt-rotor unit 323 is disposed on the left stabilizer. The fourth tilt-rotor unit 324 is disposed on the right stabilizer. At least two fixed-rotor units 310 include a first fixed-rotor unit 311, a second fixed-rotor unit 312, a third fixed-rotor unit 313, and a fourth fixed-rotor unit 314. The first fixed-rotor unit 311 is disposed on the fuselage head side of the left wing 103 and is located on the side of the first tilt-rotor unit 321 away from the fuselage 101. The second fixed-rotor unit 312 is disposed on the fuselage head side of the right wing 104 and is located on the side of the second tilt-rotor unit 322 away from the fuselage 101. The third fixed-rotor unit 313 is disposed on the fuselage tail side of the left wing 103 and is located on the side of the third tilt-rotor unit 323 away from the fuselage 101. The fourth fixed-rotor unit 314 is disposed on the fuselage tail side of the right wing 104 and is located on the side of the fourth tilt-rotor unit 324 away from the fuselage 101.

[0053] It can be seen that in this example, the eVTOL includes a total of 4 tilt-rotor units 320, 2 of which are respectively located at the wingtips of the left and right stabilizers of the tail 102, and the other 2 tilt-rotor units 320 are respectively located on the fuselage head side of the left wing 103 and the fuselage head side of the right wing 104, and are generally located on the same straight line as the tilt-rotor units 320 on the corresponding side of the tail 102, so that the other 2 tilt-rotor units 320 are both arranged close to the fuselage 101. The eVTOL also includes 4 fixed-rotor units 310, 2 of which are respectively located on the fuselage head side and the fuselage tail side of the left wing 103, and are both arranged close to the wingtip of the left wing 103, and the other 2 fixed-rotor units 310 are respectively located on the fuselage head side and the fuselage tail side of the right wing 104, and are both arranged close to the wingtip of the right wing 104. Specifically, the first fixed-rotor unit 311 is disposed on the fuselage head side of the left wing 103, the third fixed-rotor unit 313 is disposed on the fuselage tail side of the left wing 103, and the first fixed-rotor unit 311 and the third fixed-rotor unit 313 are arranged on a straight line parallel to the central axis 101a of the fuselage 101. The second fixed-rotor unit 312 and the fourth fixed-rotor unit 314 are both arranged on the right side of the fuselage 101, and the second fixed-rotor unit 312 is axially symmetric with respect to the first fixed-rotor unit 311 about the central axis 101a of the fuselage 101, and the fourth fixed-rotor unit 314 is axially symmetric with respect to the third fixed-rotor unit 313 about the central axis 101a of the fuselage 101.

[0054] Understandably, when the fuselage size is sufficient, the tilt-rotor unit 320 or the fixed-rotor unit 310 can be directly installed on the wing. Alternatively, since eVTOL is often used in urban environments and its fuselage size is limited, for this reason, please refer to Figure 1 and Figure 3 , the first tilt-rotor unit 321 is connected to the left wing 103 through the left arm 1031; the second tilt-rotor unit 322 is connected to the right wing 104 through the right arm 1041.

[0055] Specifically, two arms are arranged at intervals in the left-right direction on the left wing 103. One of them is arranged close to the fuselage 101 to form the left arm 1031, and the left arm 1031 extends forward for the installation of the first tilt-rotor unit 321. The other is arranged close to the wing tip of the left wing 103, and one end of it extends forward for the installation of the first fixed-rotor unit 311, and the other end extends backward for the installation of the third fixed-rotor unit 313. Correspondingly, two arms are arranged at intervals in the left-right direction on the right wing 104. One of them is arranged close to the fuselage 101 to form the right arm 1041, and the right arm 1041 extends forward for the installation of the second tilt-rotor unit 322. The other is arranged close to the wing tip of the right wing 104, and one end of it extends forward for the installation of the second fixed-rotor unit 312, and the other end extends backward for the installation of the fourth fixed-rotor unit 314.

[0056] In this example, please refer to Figure 1 and Figure 5 , the eVTOL includes a first battery module 201, a second battery module 202, a third battery module 203, and a fourth battery module 204. In order to improve the reliability and fault tolerance of the electrical system and meet the requirements of the aircraft weight distribution, the first battery module 201, the second battery module 202, the third battery module 203, and the fourth battery module 204 can be distributed at different positions of the fuselage 101. In order to make the weight distribution of the eVTOL uniform, for example, they can be symmetrically distributed on both sides of the fuselage 101. That is, the first battery module 201 and the second battery module 202 are distributed on one side of the aircraft body, and the third battery module 203 and the fourth battery module 204 are distributed on the other side of the aircraft body. It is worth mentioning that one side of the aircraft body can be one side in the left-right direction, or it can also be one side in the front-back direction. This embodiment does not limit this. In a specific implementation, the first battery module 201 is arranged on a left arm 1031 connected to the first tilt-rotor unit 321, the second battery module 202 is arranged on a right arm 1041 connected to the second tilt-rotor unit 322, the third battery module 203 is arranged on the left wing 103, and the fourth battery module 204 is arranged on the right wing 104.

[0057] It is worth mentioning that the battery module 200 can be fixedly arranged in the aircraft body or movably arranged in the aircraft body, so that the weight balance of the aircraft can be adjusted according to the actual weight of the cockpit or cargo hold of the pilot / flight mission.

[0058] Please refer to Figure 6 , in the first example, the first battery module 201 is connected to the first fixed rotor unit 311, the first tilt rotor unit 321, the fourth fixed rotor unit 314, and the fourth tilt rotor unit 324, so as to supply power to one motor winding of each of the four propulsion assemblies 300. The second battery module 202 is connected to the second fixed rotor unit 312, the second tilt rotor unit 322, the third fixed rotor unit 313, and the third tilt rotor unit 323, so as to supply power to one motor winding of each of the four propulsion assemblies 300. The third battery module 203 is connected to the second fixed rotor unit 312, the second tilt rotor unit 322, the third fixed rotor unit 313, and the third tilt rotor unit 323, so as to supply power to one motor winding of each of the four propulsion assemblies 300. The fourth battery module 204 is connected to the first fixed rotor unit 311, the first tilt rotor unit 321, the fourth fixed rotor unit 314, and the fourth tilt rotor unit 324, so as to supply power to one motor winding of each of the four propulsion assemblies 300.

[0059] Or, please refer to Figure 7 , in the second example, the first battery module 201 is connected to the first fixed rotor unit 311, the first tilt rotor unit 321, the fourth fixed rotor unit 314, and the fourth tilt rotor unit 324, so as to supply power to one motor winding of each of the four propulsion assemblies 300. The second battery module 202 is connected to the second fixed rotor unit 312, the second tilt rotor unit 322, the third fixed rotor unit 313, and the third tilt rotor unit 323, so as to supply power to one motor winding of each of the four propulsion assemblies 300. The third battery module 203 is connected to the first fixed rotor unit 311, the second tilt rotor unit 322, the fourth fixed rotor unit 314, and the third tilt rotor unit 323, so as to supply power to one motor winding of each of the four propulsion assemblies 300. The fourth battery module 204 is connected to the second fixed rotor unit 312, the first tilt rotor unit 321, the third fixed rotor unit 313, and the fourth tilt rotor unit 324, so as to supply power to one motor winding of each of the four propulsion assemblies 300.

[0060] In the above two examples, the purpose of adopting the above connection method is: (1)Discharge balance between battery modules 200 As mentioned above, the fixed rotor unit 310 shuts down or enters the low - power mode during the cruise phase, and during the vertical take - off and landing phase and the tilt transition phase, normally the power between the tilt - rotor unit 320 and the fixed rotor unit 310 is not evenly distributed. For example, if the total power of the eVTOL is 1000KW, all tilt - rotor units 320 together bear 600KW, and all fixed rotor units 310 together bear 400KW. Thus, the power consumption demands between the first power group 1 and the second power group 2 are inconsistent. If any one of the first battery module 201, the second battery module 202, the third battery module 203, and the fourth battery module 204 only supplies power to several propulsion components 300 in the first power group 1 or only supplies power to several propulsion components 300 in the second power group 2 under normal conditions. Then there will be a discharge difference between the first battery module 201, the second battery module 202, the third battery module 203, and the fourth battery module 204 with the same battery capacity, resulting in a large difference in the remaining power of each battery module 200 after flight, rather than the battery modules 200 on the eVTOL discharging evenly and the power decreasing synchronously to the warning value for synchronous charging / replacement, thus leading to inconsistent maintenance cycles of the battery modules 200 on the eVTOL, further increasing the maintenance cost of the eVTOL, or affecting the operational economy of the eVTOL.

[0061] In the above example, the first battery module 201, the second battery module 202, the third battery module 203, and the fourth battery module 204 all supply power to 2 fixed rotor units 310 and all supply power to 2 tilt - rotor units 320. In this way, the 4 battery modules 200 can achieve discharge balance with each other, ensuring that the power of the 4 battery modules 200 decreases synchronously to the warning value for synchronous charging or battery replacement.

[0062] (2)Symmetrical power supply improves flight stability It can be understood that although the propulsion component 300 adopts a backup design such as a dual - winding motor, enabling the backup or the flight control system to re - allocate power requires a response time. Thus, during the response time, the pull / lift / thrust provided by the faulty side of the fuselage is still less than that of the normal side of the fuselage, resulting in a phenomenon of flight instability. By symmetrically powering the battery modules 200, when a battery module 200 fails, the two centrally symmetric propulsion components 300 lose power together, so that the power balance of the fuselage can be ensured without the response of the flight control system, or the complexity of the fault - tolerant control algorithm of the flight control system can be reduced.

[0063] (3)Flight safety in various fault scenarios In the first example and the second example, during the tilt transition phase and the vertical landing phase, when a single battery module 200 in the first battery module 201, the second battery module 202, the third battery module 203, and the fourth battery module 204 fails, only 4 of the 8 propulsion components 300 that are symmetrically arranged in pairs about the center lose part of their power output, and the eVTOL can still maintain the balance of the whole aircraft, and the whole aircraft has sufficient lift.

[0064] In the first example, when both the first battery module 201 and the third battery module 203 (i.e., the left side area of the fuselage 101 loses power supply. Refer to the following text. This situation may occur when the same power distribution module 100 shared by the battery modules 200 on one side of the fuselage 101 fails) fail, or when both the second battery module 202 and the fourth battery module 204 fail, or when both the first battery module 201 and the second battery module 202 fail, or when both the third battery module 203 and the fourth battery module 204 fail, all 8 propulsion components 300 on the eVTOL lose part of their power output, that is, all 8 propulsion components 300 can output part of their power, so as to ensure that the eVTOL can still maintain balance temporarily.

[0065] In the second example, when both the first battery module 201 and the third battery module 203 (i.e., the left side area of the fuselage 101 loses power supply. Refer to the following text. This situation may occur when the same power distribution module 100 shared by the battery modules 200 on one side of the fuselage 101 fails) fail, only the first fixed rotor unit 311 and the fourth fixed rotor unit 314 on the eVTOL completely lose power, and the remaining 6 propulsion components 300 can still provide sufficient lift to ensure the normal flight of the aircraft. And the first fixed rotor unit 311 and the fourth fixed rotor unit 314 are symmetrically arranged about the center, so that the whole aircraft can also maintain balance. Similarly, when the 2 battery modules 200 in the right side area of the fuselage 101 both fail, the eVTOL can still ensure flight safety. When both the first battery module 201 and the second battery module 202 fail, all 8 propulsion components 300 lose part of their power, that is, all 8 propulsion components 300 can maintain power output, so as to ensure that the eVTOL can still fly. Similarly, when both the third battery module 203 and the fourth battery module 204 fail, all 8 propulsion components 300 lose part of their power, that is, all 8 propulsion components 300 can maintain power output, so as to ensure that the VTOL can still fly.

[0066] Of course, to meet the safety requirements of eVTOL, the motors in the electric engines of the propulsion assembly 300 described above are dual-winding motors. Each motor winding is provided with the required power by 1 motor controller respectively. After a single motor winding fails, the remaining motor windings can still provide partial power, or increase the output power of the remaining motor windings to meet the requirements of the eVTOL's overall flight control. However, due to limitations such as volume, device efficiency, and heat dissipation, the current backup design is not a completely redundant backup relationship. Still taking the dual-winding motor as an example, after one motor winding fails, the other motor winding cannot achieve 100% power output of the propulsion assembly 300 through performance improvement. It can only keep the propulsion assembly 300 powered but requires performance degradation. Therefore, it is necessary to restore the failed motor winding to work so that the propulsion assembly 300 can work properly.

[0067] In addition, if the remaining motor windings need to increase the output power to meet the flight requirements after a single motor winding fails in the motor, that is, the power consumption increases, which causes the voltage of the battery module 200 connected to it to drop rapidly. And due to the characteristics of the current battery module 200 itself, limited by energy density, grouping rate, weight, installation space, etc., high-rate discharge for a long time is a challenge to the battery safety problem, which may lead to thermal runaway of the battery module 200. Therefore, at the eVTOL overall level, it is not desired that a single battery module 200 enters an unsafe state. So it is also necessary to restore the failed motor winding to work so that the propulsion assembly 300 can work properly.

[0068] To this end, in one embodiment, the vertical takeoff and landing aircraft further includes a power distribution module 100. At least some of the battery modules 200 are connected to the corresponding tilt-rotor unit 320 or fixed-rotor unit 310, that is, the propulsion assembly 300, through the power distribution module 100. Among them, the power distribution module 100 is configured to have a multi-independent bus state and a common bus state.

[0069] Among them, when the power distribution module 100 is in the multi-independent bus state, the power distribution module 100 has a plurality of independent buses 130. The number of the independent buses 130 is the same as the number of the battery modules 200 connected to the power distribution module 100 and they correspond to each other one by one. And each battery module 200 is respectively connected to a part of the fixed-rotor unit 310 and a part of the tilt-rotor unit 320 through the corresponding independent bus 130. When the power distribution module 100 is in the common bus state, the power distribution module 100 has a common bus. At least a part of all the battery modules 200 connected to the power distribution module 100 are connected in parallel to the input side of the common bus, and all the fixed-rotor units 310 and tilt-rotor units 320 connected to the power distribution module 100 are connected to the output side of the common bus.

[0070] Specifically, in aircraft such as eVTOL, the battery module 200 and the propulsion assembly 300 are not directly connected, but are connected through the power distribution module 100, which facilitates the power distribution module 100 to distribute the electric energy provided by the battery module 200, deliver the electric energy to different propulsion assemblies 300, and also facilitate the distribution of electric energy to other on-board loads. That is, the power distribution module 100 is an electric energy transmission system from multiple battery modules 200 to the corresponding multiple propulsion assemblies 300. Therefore, please refer to Figure 8 , the power distribution module 100 has an input interface 110 connected to the battery module 200 to receive the electric energy provided by the battery module 200 connected thereto. The power distribution module 100 also has an output interface 120 connected to each load including the motor windings of the corresponding propulsion assembly 300. The output interface 120 delivers the distributed electric energy to each load connected thereto. It is worth mentioning that an output interface 120 may include multiple sub-interfaces to connect to multiple loads. For example, please refer to Figure 6 In the specific embodiment provided, the first battery module 201 is connected to one motor winding each of the first fixed rotor unit 311, the first tilt rotor unit 321, the fourth fixed rotor unit 314, and the fourth tilt rotor unit 324 through multiple sub-interfaces of the same output interface 120.

[0071] In this embodiment, the power distribution module 100 is configured to have a multi-independent bus state and a common bus state. It can be understood that when the power distribution module 100 is in the multi-independent bus state, it includes multiple independent buses 130. That is, the power distribution module 100 establishes a normal power supply channel between a battery module 200 and the corresponding propulsion assembly 300 (a part of the fixed rotor units 310 and a part of the tilt rotor units 320 connected to the battery module 200) through an independent bus 130, so as to deliver the electric energy provided by a battery module 200 to the corresponding propulsion assembly 300 through the independent bus 130. When the power distribution module 100 is in the common bus state, it has a common bus. At this time, the power distribution module 100 reconnects and configures all the internal independent buses 130 into a common bus, so that the input interfaces 110 corresponding to the reconfigured independent buses 130 are all connected to the input side of the common bus, and the output interfaces 120 corresponding to the reconfigured independent buses 130 are all connected to the output side of the common bus, so that all battery modules 200 supply power to the corresponding multiple output interfaces 120 together.

[0072] Therefore, when a power supply anomaly occurs in any one of the battery modules 200 connected to the power distribution module 100, the power distribution module 100 can switch to the common bus state and distribute the electric energy provided by other battery modules 200 to the propulsion assembly 300 corresponding to the said battery module 200, thereby ensuring the continuous power supply to the corresponding propulsion assembly 300 and guaranteeing the stable electrical power on the propulsion assembly 300. For eVTOL, it can ensure the continuous power supply to the airborne loads of eVTOL, and further improve the safety margin of eVTOL. It should be noted that, in the normal working state, the power distribution module 100 is in the multi-independent bus state. It can be understood that since the normal power supply channels where each independent bus 130 is located are independent of each other, there is a redundancy design in the multi-independent bus state, which can prevent the collapse of the entire airborne electrical system caused by a single point of failure.

[0073] Among them, as an option, the power distribution module 100 is configured to switch to the common bus state when detecting that at least one battery module 200 has an abnormal power supply, that is, when the battery module 200 has an abnormal power supply and the corresponding loads such as the propulsion assembly 300 are at risk of failure, that is, one or more propulsion assemblies 300 are at risk of shutdown, and eVTOL may be in a dangerous state, to ensure that eVTOL can fly at a minimum or increase the time for the pilot to handle the situation. It should be noted that the abnormal power supply of the battery module 200 can be a failure, such as the electric energy of the battery module 200 dropping below a preset threshold. Of course, the abnormal power supply of the battery module 200 can also include other situations where the battery module 200 fails, is damaged by foreign objects, or fails due to high temperature and cannot supply electric energy normally to the outside.

[0074] Of course, in order to ensure the accuracy of the state switch, in one embodiment, the power distribution module 100 is configured to switch to the common bus state when detecting that the voltage value of at least one independent bus is less than the warning value and the internal circuit of the independent bus 130 is not short-circuited.

[0075] Since when the short-circuit fault is not eliminated, connecting the independent bus 130 to other independent buses 130 to reconstruct the common bus will make the common bus still in the short-circuit fault state, which will lead to catastrophic consequences for eVTOL. Therefore, when the independent bus 130 has a short-circuit fault, the power distribution module 100 is not allowed to perform a state switch. And according to the elimination of the short-circuit fault, in the common bus state, the input interface 110 corresponding to the battery module 200 with abnormal power supply is connected to the input side of the common bus, but the battery module 200 with abnormal power supply itself is disconnected from the circuit due to the fault.

[0076] In the case of excluding short - circuit faults, the circuit parameters include but are not limited to current values, voltage values, insulation resistance values, etc. Taking the voltage value as an example, specifically, a voltage sampling circuit and other structures can be configured in the power distribution module 100 to monitor the real - time voltage values of each independent bus 130. When the voltage value of at least one independent bus 130 is less than the warning value, it indicates that the battery module 200 corresponding to at least one independent bus 130 may have abnormal power supply, and then the public - bus state can be switched. Of course, since the power distribution module 100 may be involved in the normal power - off after the vertical take - off and landing (VTOL) aircraft lands, resulting in a decrease in the voltage value. To further ensure the accuracy of the state switch, in one embodiment, the power distribution module 100 is configured to switch to the public - bus state when it detects that the voltage value of at least one independent bus 130 is less than the warning value, the internal line of the independent bus is not short - circuited, and the vertical take - off and landing aircraft is in a flight state.

[0077] It should be noted that, in addition to the aforementioned reasons for making the failed motor winding resume operation so that the propulsion assembly 300 can work properly, please refer to Figure 6 , after the first battery module 201 fails, only a single motor winding works for the first fixed rotor unit 311, the first tilt - rotor unit 321, the fourth fixed rotor unit 314, and the fourth tilt - rotor unit 324. This will cause the battery module 200 ( Figure 6 the fourth battery module 204 in it) connected to this motor winding to consume a large amount of power, and the discharge rate requirement for it is also higher. Especially for the transient response, it may cause the voltage of this battery module 200 to drop, which in turn affects the safety of the whole machine. In this embodiment, the remaining 3 battery modules 200 are connected in parallel to the input side of the public bus. The capacity is larger, and the tolerance for instantaneous response is greater, so the safety of the whole machine can still be guaranteed.

[0078] In addition, it is not difficult to see that the parallel structure of the remaining battery modules 200 can force the voltages of the remaining battery modules to tend to be consistent. Before actual parallel connection, the voltages of the remaining battery modules 200 are always inconsistent. During the parallel connection process, the load does not stop working. After parallel connection, the output current of the battery module 200 with a higher voltage is larger. Soon, the voltages between the remaining multiple battery modules 200 tend to be consistent. For the on - board electrical system, it can maintain voltage stability, with smaller voltage fluctuations and higher fault - tolerance ability, thus improving the stability of the whole machine system. That is, in this embodiment, since the capacity is larger after multiple battery modules 200 are connected in parallel and the tolerance for instantaneous response is greater, the overall safety of the aircraft can be guaranteed.

[0079] Alternatively, as another option, the power distribution module 100 is configured to switch from the multi - independent - bus state to the public - bus state when it detects that any propulsion assembly fails as a whole.

[0080] Specifically, the complete failure of a propulsion assembly includes all motor winding faults of the propulsion assembly or faults in the propeller part of the propulsion assembly. Among them, the occurrence of a motor winding fault can be that the power of the motor winding abnormally decreases or even completely loses power output. It is easy to understand that when all the motor windings of a certain propulsion assembly fail or the propeller fails, in order to redistribute the pull / thrust and / or lift, the flight control system of the eVTOL needs to reduce the power of the symmetric propulsion assembly of the certain propulsion assembly and even shut down the symmetric propulsion assembly. Please refer to Figure 6 , after the first fixed rotor unit 311 of the eVTOL fails and fails as a whole, in order to maintain stable flight, the fourth fixed rotor unit 314 that is centrosymmetric with it will also be shut down. This will inevitably lead to an overcapacity of the first battery module 201 and the fourth battery module 204 connected to the first fixed rotor unit 311 and the fourth fixed rotor unit 314. In addition, in order to maintain the required power for flight, the required power of the entire eVTOL remains unchanged. Therefore, after the first fixed rotor unit 311 of the eVTOL fails and fails as a whole, the flight control system will also control some other propulsion assemblies (such as but not limited to the first tilt-rotor unit 321, the third fixed rotor unit 313, the fourth tilt-rotor unit 324, and the second fixed rotor unit 312) to increase the output power. In this way, it will inevitably lead to high-rate discharge of the battery module 200 connected to the propulsion assembly 300 with increased power, resulting in a faster decrease in battery power compared to other battery modules 200, which is not conducive to the maintenance of all battery modules 200 during the same maintenance cycle. In this embodiment, the power distribution module 100 reorganizes the power grid so that the remaining battery modules 200 are connected in parallel and supplied with power together to achieve discharge balance and improve maintenance economy.

[0081] In addition, high-rate discharge of the battery module 200 may also cause thermal runaway of the battery module 200, that is, there is a safety hazard. In this embodiment, the power distribution module 100 switches to the common bus state for power grid reorganization, so that the remaining battery modules 200 are connected in parallel and evenly supplied with power, which can also improve the safety of the whole machine.

[0082] In addition, in the related art, when a single motor winding of the propulsion assembly 300 fails, the flight control system needs to shut down the symmetric propulsion assembly. In this embodiment, not only the power of the symmetric propulsion assembly will be adjusted, but also the power grid will be reorganized through the state switching of the power distribution module 100. It is worth mentioning that the power distribution module 100 switches to the common bus state to solve the problems of motor winding or battery module 200 faults faced by the eVTOL, and will not switch back to the multi-independent bus state during the current flight mission after switching to the common bus state.

[0083] In addition, the power distribution module 100 switches from the multi-independent bus state to the common bus state through the first switch unit 140, and the number of the first switch units 140 is the same as the number of the independent buses 130.

[0084] As an option of this embodiment, the first switch units 140 correspond to the independent buses 130 one by one, all the first switch units 140 are connected in parallel with each other, and each first switch unit 140 is respectively connected in series with the corresponding independent bus 130. When all the first switch units 140 are turned off, the power distribution module 100 is in the multi-independent bus state. When all the first switch units 140 are turned on, all the independent buses 130 are connected in parallel to form a common bus, so as to switch to the common bus state.

[0085] Please refer to Figure 8 , specifically, the power distribution module 100 is additionally provided with a plurality of first switch units 140 connected in parallel with each other. The number of the first switch units 140 is the same as and corresponds to the number of the independent buses 130 one by one. One end of each first switch unit 140 is connected in series with the corresponding independent bus 130, and the other ends of all the first switch units 140 are connected to the same line to realize parallel connection with each other.

[0086] In this way, when all the first switch units 140 are turned off, a single battery module 200 corresponds to a single independent bus 130, and the independent buses 130 corresponding to different battery modules 200 are electrically isolated from each other under normal working conditions, so that the power distribution module 100 is in the multi-independent bus state. In the multi-independent bus state, a failure of any battery module 200 or load circuit will not affect other independent buses 130 in the power distribution module 100, so as to improve the safety margin. When all the first switch units 140 are turned on, all the independent buses 130 will also be connected in parallel with each other, thereby reconstructing a common bus.

[0087] Alternatively, as another option of this embodiment, all the independent buses 130 of the power distribution module 100 are connected end to end in sequence, and a first switch unit 140 is arranged between adjacent independent buses 130. When all the first switch units 140 are turned off, the power distribution module 100 is in the multi-independent bus state. When all the first switch units 140 are turned on, all the independent buses 130 are connected in series to form a common bus, so as to switch to the common bus state.

[0088] Specifically, please refer to Figure 9 , the shown first switch units 140 are all connected between two independent buses 130. In this way, all the independent buses 130 of the power distribution module 100 are connected in series end to end through the first switch units 140. When all the first switch units 140 are switched to the on state, all the independent buses 130 form a loop, thereby also reconstructing a common bus.

[0089] It can be understood that the independent bus 130 can be configured as a structure such as a bus bar. The bus bar can be a single metal bar or a group of metal bars connected in parallel. Therefore, all the bus bars being connected in parallel or in series to form a loop will cause all the bus bars to be reconstructed into one bus bar, that is, all the independent buses are reconstructed into a common bus, thereby enabling the power distribution module 100 to switch to the common bus state. Of course, the independent bus 130 can also be configured as other bus components such as a bus bar. The first switch unit 140 is configured as a bus bar connection contactor. Of course, the first switch unit 140 can also be configured as a controllable switch, etc., and the present embodiment does not limit this.

[0090] In addition, since at least two battery modules 200 are respectively located on both sides of the fuselage 101, for the convenience of arranging the power distribution system, they can belong to two power distribution modules 100 respectively. Thus, in one embodiment, at least two battery modules 200 include multiple battery groups. For example, the battery module 200 in the left area of the aircraft body belongs to one battery group, while the battery module 200 in the right area belongs to another battery group. Of course, when the number of the propulsion assemblies 300 on one side of the fuselage is large, the battery modules 200 on one side of the fuselage can also belong to multiple battery groups respectively.

[0091] The vertical takeoff and landing aircraft further includes at least two power distribution modules 100 and at least two second switch units. The number of the power distribution modules 100 is the same as the number of the battery groups and they correspond to each other one by one. And the battery modules 200 within the same battery group are connected to the corresponding tilt-rotor units 320 and fixed-rotor units 310 through the corresponding power distribution modules 100. Each power distribution module 100 is configured to have a multi-independent bus state and an overall machine common bus state. In the case where the power distribution module 100 is in the multi-independent bus state, the power distribution module 100 has multiple independent buses 130. The number of the independent buses 130 is the same as the number of the battery modules 200 connected to the power distribution module 100 and they correspond to each other one by one. And each battery module 200 is respectively connected to a part of the fixed-rotor units 310 and a part of the tilt-rotor units 320 through the corresponding independent bus 130. The number of the second switch units is the same as the number of the independent buses 130. And the independent buses 130 of all the power distribution modules 100 are connectably connected through the second switch units. In the case where all the second switch units are disconnected, each power distribution module 100 is in the multi-independent bus state. In the case where all the second switch units are turned on, each power distribution module 100 is in the overall machine common bus state, so that the independent buses 130 of all the power distribution modules 100 are connected to each other to be reconstructed into the overall machine common bus. At least part of all the battery modules 200 are connected in parallel to the input side of the overall machine common bus. All the tilt-rotor units 320 and all the fixed-rotor units 310 are connected to the output side of the overall machine common bus.

[0092] Specifically, please refer to Figure 5 , the eVTOL includes a left power distribution module 100a disposed on the left wing 103 and a right power distribution module 100b disposed on the right wing 104. The left power distribution module 100a and the right power distribution module 100b are connected by a cross cable 400.

[0093] Please refer to Figure 10 and Figure 11 , in each power distribution module 100, each independent bus 130 is adapted to be connected to one of the negative and positive electrodes of the corresponding motor winding. Each power distribution module 100 further includes a connection unit 150. The connection unit 150 is connected to the connection units 150 of other power distribution modules 100, and the connection unit 150 is adapted to be connected to the other of the negative and positive electrodes of each motor winding corresponding to the power distribution module 100. Hereinafter, an example will be described in which the independent bus 130 is connected to the positive electrode of the load (motor winding). Of course, the independent bus 130 can also be connected to the negative electrode of the load, which will not be elaborated here. The independent buses 130 of all power distribution modules 100 are connected in a switchable manner through a second switch unit, so as to realize the connection reconstruction of all independent buses 130 through the conduction of the second switch unit.

[0094] As an option of this embodiment, a second switch unit is connected in series to each independent bus 130 of each power distribution module 100, and all the second switch units are connected in parallel with each other. Please refer to Figure 10 , the left power distribution module 100a includes a first independent bus 130a and a third independent bus 130c, and the right power distribution module 100b includes a second independent bus 130b and a fourth independent bus 130d. The positive electrode interfaces of each input interface 110 are connected to the corresponding independent bus 130. Each independent bus 130 is further connected to the positive electrode interface of the corresponding output interface 120. The first independent bus 130a, the third independent bus through the switch unit BTC3, the second independent bus 130b through the switch unit BTC2, and the fourth independent bus 130d through the switch unit BTC4 are all connected to the second connection line 401 of the cross cable 400.

[0095] And the left power distribution module 100a further includes a connection unit 150. The connection unit 150 is connected to the negative electrode interfaces of each input interface 110 and is also connected to the negative electrode interfaces of each output interface 120. In addition, the connection unit 150 further includes an external interface, which is adapted to be connected to the external interface of the connection unit of the right power distribution module 100b through the first connection line 402 of the cross cable 400. Of course, in some specific embodiments, the connection unit 150 of the left power distribution module 100a and the connection unit of the right power distribution module 100b are different parts of the same connection unit, so as to save the number of parts and weight.

[0096] When all the second switch units of all the power distribution modules 100 are connected in parallel with each other, all the independent buses 130 of the multiple power distribution modules 100 are reconstructed into a common bus for the whole machine. It can be understood that after being reconstructed into a common bus for the whole machine, the input interfaces 110 of each battery module 200 of each power distribution module 100 are respectively connected to the input side of the common bus for the whole machine, that is, the normally powered battery modules 200 are all connected to the common bus for the whole machine, while the battery modules 200 with abnormal power supply are not connected. At the same time, all the motor windings connected by the multiple power distribution modules 100 are connected to the output side of the common bus for the whole machine. Similarly, the motor windings here are the motor windings that can work normally, and the faulty motor windings are not connected to the common bus for the whole machine.

[0097] As another option of this embodiment, two adjacent independent buses 130 within the same power distribution module 100 are connected to each other in a switchable manner through a second switch unit. Among two adjacent power distribution modules 100, the last independent bus 130 of one power distribution module 100 is connected to the first independent bus 130 of the other power distribution module 100 in a switchable manner through a second switch unit, and the first independent bus 130 of the first power distribution module 100 and the last independent bus 130 of the last power distribution module 100 are connected to each other in a switchable manner through a second switch unit. Please refer to Figure 11 , the first independent bus 130a is connected to the third independent bus 130c through the switch unit BTC1, the second independent bus 130b is connected to the fourth independent bus 130d through the switch unit BTC2, the third independent bus 130c is connected to the second independent bus 130b through the switch unit BTC4, and the first independent bus 130a is connected to the fourth independent bus 130d through the switch unit BTC3, so that the 4 independent buses 130 are connected end to end in sequence to form a loop. Thus, when any one of the battery modules 200 on the fuselage 101 has abnormal power supply, the power grid can be reorganized by switching the synchronous states of the left power distribution module 100a and the right power distribution module 100b, so that the other 3 battery modules 200 on the fuselage 101 can provide electrical energy for loads such as all the motor windings on the eVTOL.

[0098] Thus, in this embodiment, when all the second switch units of all the power distribution modules 100 on the eVTOL are turned on, all the independent buses 130 on the eVTOL can be connected to each other and reconstructed into a common bus for the whole machine. After being reconstructed into a common bus for the whole machine, all the normally operating battery modules 200 on the eVTOL are respectively connected to the input side of the common bus for the whole machine through their respective input interfaces 110, and all the normally operating on-board loads such as the propulsion assemblies 300 are connected to the output side of the common bus for the whole machine through the output interfaces 120.

[0099] It is not difficult to see that in this embodiment, the power grid restructuring is not limited to within a single power distribution module 100, but also includes the power grid restructuring between multiple power distribution modules 100 on the eVTOL. It can be understood that for the eVTOL, the battery modules 200 can be multiple and distributed at different positions of the fuselage 101, such as symmetrically arranged on opposite sides of the fuselage 101 and cooperating with different power distribution modules 100. When the power supply of any one of the battery modules 200 is abnormal, such as when a battery module 200 on one side of the fuselage fails due to an accident such as a collision on one side of the fuselage, multiple or all of the power distribution modules 100 on the fuselage can be reconstructed, and the power distribution modules 100 arranged at other positions on the fuselage can be used for power supply, thereby further improving the safety redundancy.

[0100] It is easy to understand that when any one of the battery modules 200 fails, if the eVTOL is in the vertical takeoff and landing stage at this time and all 8 propulsion components 300 are working, the 4 motor windings connected to this battery module 200 will stop, and the remaining motor windings need to increase power to maintain the lift required for the entire eVTOL, resulting in uneven discharge among the remaining 3 battery modules. If it continues to operate in this state, the power of one of the battery modules 200 will rapidly decrease and the voltage will continue to drop. In the worst case, it may discharge to the cut-off voltage, or the battery may experience thermal runaway due to long-term high-rate discharge.

[0101] After the power grid restructuring, the remaining 3 battery modules 200 are connected in parallel to the input side of the whole aircraft's common bus for power supply together, and have the following advantages: 1. Balance the current burden of the remaining battery modules 200 and extend the power supply time: When the total weight of the whole aircraft remains unchanged, the electric power required for the whole aircraft to fly is certain. Assuming that the total current required at this time is I, previously due to the diagonal symmetric connection, ignoring the slight differences, the output current of each battery module was I / 4. If the first battery module 201 fails, the output current that the fourth battery module 204 needs to output will increase from I / 4 to I / 2. If the rated current upper limit of each battery module 200 is Imax, it may exceed its safe range at this time, resulting in overheating or damage. By connecting the remaining second battery module 202, third battery module 203, and fourth battery module 204 in parallel, the output current required for each battery module 200 is I / 3, which can reduce the current burden of the fourth battery module 204 and avoid the risk of overload.

[0102] 2. Maintain voltage stability: Before parallel connection, the remaining three battery modules 200 output different currents independently. When the original battery levels are the same, the voltage of one of the battery modules 200 may drop faster than the other two. After the remaining battery modules 200 are connected in parallel, the voltages of the remaining three battery modules 200 can be forced to be the same. In fact, the voltages of the remaining three battery modules 200 are always different before parallel connection, and the backend load does not stop working during the parallel connection process. After parallel connection, the battery module 200 with a higher voltage will output a larger current (here, the batteries do not balance each other because the power required by the backend load is much greater than the difference power between the battery modules 200, so the general trend is to output power). Soon, the voltages of the three battery modules 200 will tend to be the same. For the entire machine system, it can maintain voltage stability, with smaller voltage fluctuations and higher fault tolerance, thus improving the stability of the entire machine system.

[0103] 3. Improve system stability, system redundancy, and fault tolerance: For the entire machine system, it can maintain voltage stability, with smaller voltage fluctuations and higher fault tolerance, thus improving the stability of the entire machine system. In addition, after the remaining battery modules 200 are connected in parallel due to power grid restructuring, if one of the three remaining battery modules 200 fails due to a fault, the remaining two battery modules 200 can still continue to supply power by sharing the load. Compared with the situation where a single propulsion component 300 may completely lose power and stop working during independent power supply, it reduces the control difficulty at the control level of the entire machine and also reduces the design parameter requirements for the battery modules 200 and the propulsion components 300. In addition, during the power grid restructuring, that is, during the process of switching the power distribution module 100, the battery modules 200 are connected in parallel while being charged one by one. When the consistency of multiple battery modules 200 is good, the voltage difference between multiple battery modules 200 is relatively low. During the connection process of the parallel contactor, the voltage difference across the main contacts of the contactor is low (a high voltage difference and a high voltage will generate an arc), which can effectively reduce the secondary safety risk brought by the power grid restructuring after a fault.

[0104] 4. Optimize energy utilization efficiency: After the battery modules 200 are connected in parallel, the equivalent total internal resistance of the system decreases, power loss reduces, and more energy is used for the propulsion components 300 instead of generating heat. The battery modules 200 can work in a more relaxed state, avoiding shortened lifespan caused by large currents.

[0105] The above is only an exemplary embodiment of the present invention, and does not limit the protection scope of the present invention. Any equivalent structural transformation made under the technical concept of the present invention using the content of the specification and drawings of the present invention, or any direct / indirect application in other related technical fields, is included in the protection scope of the present invention.

Claims

1. A vertical takeoff and landing aircraft, characterized in that, Comprising: An aircraft body; At least two fixed rotor units and at least two tilt-rotor units, both the fixed rotor units and the tilt-rotor units are arranged on the aircraft body, the tilt-rotor units are configured to switch between a cruise position and a vertical takeoff and landing position, and the fixed rotor units stop or enter a low power consumption mode when the tilt-rotor units are in the cruise position; and At least two battery modules, the battery modules are arranged on the aircraft body, the battery capacities of all the battery modules are the same, each battery module is respectively connected to a part of the fixed rotor units and a part of the tilt-rotor units, the number of the fixed rotor units connected by all the battery modules is the same, and the number of the tilt-rotor units connected by all the battery modules is the same.

2. The vertical take-off and landing aircraft according to claim 1, characterized in that, Among the at least two fixed rotor units, 2N fixed rotor units are symmetrically distributed on the left and right sides of the fuselage of the aircraft body and are arranged close to the head of the fuselage, and 2N fixed rotor units are symmetrically distributed on the left and right sides of the fuselage and are arranged close to the tail of the fuselage; N is a natural number greater than or equal to 1; Among the at least two tilt-rotor units, 2M tilt-rotor units are symmetrically distributed on the left and right sides of the fuselage and are arranged close to the head of the fuselage, and 2M tilt-rotor units are symmetrically distributed on the left and right sides of the fuselage and are arranged close to the tail of the fuselage; M is a natural number greater than or equal to 1; Wherein, all the fixed rotor units connected by the same battery module are grouped in pairs, and the fixed rotor units within the same group are centrosymmetric; all the tilt-rotor units connected by the same battery module are grouped in pairs, and the tilt-rotor units within the same group are centrosymmetric.

3. The vertical takeoff and landing aircraft according to claim 2, characterized in that, When the vertical takeoff and landing aircraft is in the vertical takeoff and landing stage, the projections of the propellers of the tilt-rotor units within the same group on the horizontal plane are centrosymmetric; and / or When the vertical takeoff and landing aircraft is in the vertical takeoff and landing stage, the projections of the propellers of the fixed rotor units within the same group on the horizontal plane are centrosymmetric.

4. The vertical takeoff and landing aircraft according to claim 3, characterized in that On either side of the left and right sides of the fuselage, any one of the fixed rotor units is located on the side away from the central axis of the aircraft body of any one of the tilt-rotor units.

5. The vertical takeoff and landing aircraft according to claim 4, characterized in that, The at least two tilt-rotor units include a first tilt-rotor unit, a second tilt-rotor unit, a third tilt-rotor unit and a fourth tilt-rotor unit, the first tilt-rotor unit is arranged on the left wing of the aircraft body and is located on the side of the head of the fuselage of the left wing, the second tilt-rotor unit is arranged on the right wing of the aircraft body and is located on the side of the head of the fuselage of the right wing, the third tilt-rotor unit is arranged on the left stabilizer of the tail wing of the aircraft body, and the fourth tilt-rotor unit is arranged on the right stabilizer of the tail wing; The at least two fixed rotor units include a first fixed rotor unit, a second fixed rotor unit, a third fixed rotor unit, and a fourth fixed rotor unit. The first fixed rotor unit is disposed on the fuselage head side of the left wing. The second fixed rotor unit is disposed on the fuselage head side of the right wing. The third fixed rotor unit is disposed on the fuselage tail side of the left wing. The fourth fixed rotor unit is disposed on the fuselage tail side of the right wing.

6. The vertical takeoff and landing aircraft according to claim 5, wherein, The at least two battery modules include: A first battery module, which is connected to the first fixed rotor unit, the first tilt-rotor unit, the fourth fixed rotor unit, and the fourth tilt-rotor unit; A second battery module, which is connected to the second fixed rotor unit, the second tilt-rotor unit, the third fixed rotor unit, and the third tilt-rotor unit; A third battery module, which is connected to the second fixed rotor unit, the second tilt-rotor unit, the third fixed rotor unit, and the third tilt-rotor unit, or the third battery module is connected to the first fixed rotor unit, the second tilt-rotor unit, the third tilt-rotor unit, and the fourth fixed rotor unit; A fourth battery module, which is connected to the first fixed rotor unit, the first tilt-rotor unit, the fourth fixed rotor unit, and the fourth tilt-rotor unit, or the fourth battery module is connected to the first tilt-rotor unit, the second fixed rotor unit, the third fixed rotor unit, and the fourth tilt-rotor unit.

7. The vertical takeoff and landing aircraft according to claim 6, wherein, The left wing is provided with a left arm, and the first tilt-rotor unit is connected to the left wing through the left arm; the right wing is provided with a right arm, and the second tilt-rotor unit is connected to the right wing through the right arm; Wherein, the first battery module is disposed on the left arm, and the second battery module is symmetrically disposed on the right arm; the third battery module is disposed on the left wing, and the fourth battery module is symmetrically disposed on the right wing.

8. The vertical takeoff and landing aircraft according to claim 1, wherein, Each of the fixed rotor units and the tilt-rotor units includes at least two motor controllers, and different motor controllers of each of the fixed rotor units or the tilt-rotor units are respectively connected to different battery modules; Wherein, each of the fixed rotor units and the tilt-rotor units includes at least two single-winding motors, and each of the single-winding motors is respectively connected to one of the motor controllers; or, each of the fixed rotor units and the tilt-rotor units includes a motor, the motor includes at least two motor windings, and each of the motor windings is respectively connected to one of the motor controllers.

9. The vertical takeoff and landing aircraft according to any one of claims 1 to 8, characterized in that The vertical takeoff and landing aircraft further includes a power distribution module. At least some of the battery modules are connected to the corresponding tilt-rotor units or fixed rotor units through the power distribution module, and the power distribution module is configured to have a multi-independent bus state and a common bus state; When the power distribution module is in the multi-independent bus state, the power distribution module has a plurality of independent buses, the number of the independent buses is the same as and corresponds one by one to the number of the battery modules connected to the power distribution module, and each of the battery modules is respectively connected to a part of the fixed rotor units and a part of the tilt-rotor units through the corresponding independent bus; When the power distribution module is in the common bus state, the power distribution module has a common bus, at least a part of all the battery modules connected to the power distribution module are connected in parallel to the input side of the common bus, and all the fixed rotor units and the tilt-rotor units connected to the power distribution module are connected to the output side of the common bus.

10. The vertical takeoff and landing aircraft according to claim 9, characterized in that, The power distribution module is configured to switch from the multi-independent bus state to the common bus state when it is detected that the circuit parameter of at least one of the independent buses is less than the warning value and it is not a short-circuit fault.

11. The vertical takeoff and landing aircraft according to claim 9, characterized in that, The power distribution module includes at least two first switch units, and the number of the first switch units is the same as the number of the independent buses; Wherein, the first switch units correspond to the independent buses one by one, all the first switch units are connected in parallel with each other, and each of the first switch units is respectively connected in series with the corresponding independent bus. When all the first switch units are turned off, the power distribution module is in the multi-independent bus state. When all the first switch units are turned on, all the independent buses are connected in parallel to form a common bus to switch to the common bus state; or, all the independent buses of the power distribution module are connected end to end in sequence, and one of the first switch units is arranged between adjacent independent buses. When all the first switch units are turned off, the power distribution module is in the multi-independent bus state. When all the first switch units are turned on, all the independent buses are connected in series to form a common bus to switch to the common bus state.

12. The vertical takeoff and landing aircraft according to any one of claims 1 to 8, characterized in that, At least two of the battery modules include a plurality of battery packs; The vertical takeoff and landing aircraft further includes: At least two power distribution modules, the number of the power distribution modules is the same as and corresponds one by one to the number of the battery packs, and the battery modules in the same battery pack are connected to the corresponding tilt-rotor units and the fixed rotor units through the corresponding power distribution modules. Each power distribution module is configured to have a multi-independent bus state and an overall machine common bus state. When the power distribution module is in the multi-independent bus state, the power distribution module has a plurality of independent buses, the number of the independent buses is the same as and corresponds one by one to the number of the battery modules connected to the power distribution module, and each of the battery modules is respectively connected to a part of the fixed rotor units and a part of the tilt-rotor units through the corresponding independent bus; At least two second switch units, the number of the second switch units being consistent with the number of the independent buses, and the independent buses of all the power distribution modules being connectable in a switchable manner through the second switch units, so that when all the second switch units are turned off, each of the power distribution modules is in the multi-independent bus state, and when all the second switch units are turned on, each of the power distribution modules is in the whole-machine common bus state, so as to reconnect the independent buses of all the power distribution modules to form a whole-machine common bus, at least part of all the battery modules being connected in parallel to the input side of the whole-machine common bus, and all the tilt-rotor units and all the fixed-rotor units being connected to the output side of the whole-machine common bus.

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