Aircraft electrical systems and aircraft

Abstract

The present invention discloses an airborne electrical system and an aircraft, and relates to the field of aircraft technology. The airborne electrical system includes at least two battery modules; and a power distribution module, which is connected to each battery module; the power distribution module is configured to have multiple independent bus states and a common bus state. When the power distribution module is in the multiple independent bus state, the power distribution module has multiple independent buses, the number of independent buses is consistent with the number of battery modules and corresponds one to one to each other, and one end of the independent bus is connected to the corresponding battery module. When the power distribution module is in the common bus state, the power distribution module has a common bus, at least some of all battery modules are connected in parallel to the input side of the common bus, and at least some of the corresponding loads are connected to the output side of the common bus. The loads of the present invention can all be powered on continuously to improve the safety of eVTOL.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft, and in particular to an airborne electrical system and an aircraft. Background Art

[0002] eVTOL (electric Vertical Take-off and Landing) generally uses high-voltage electricity as the energy source for the aircraft's power components, and the power distribution module is used to distribute the high-voltage electricity to the various loads of the eVTOL.

[0003] Taking the powertrain as an example, the power distribution module distributes the battery module's electrical energy to the eVTOL's multiple motor windings through multiple independent power supply channels. Furthermore, different motor windings within the same powertrain are connected to different battery modules through the power distribution module. If one motor winding fails, the remaining motor winding system can still maintain power output.

[0004] However, the power distribution method used in the power distribution module in related technologies means that if a battery module experiences a power supply anomaly that causes the connected motor winding to fail, the remaining motor windings in the power pack will maintain the power pack's operation, resulting in performance degradation and failure to support the continued safe operation of the eVTOL. Furthermore, the remaining motor windings, in order to increase power to meet flight requirements, will increase the discharge rate of the connected battery module, posing a risk of thermal runaway. Summary of the Invention

[0005] The main purpose of the present invention is to propose an airborne electrical system and an aircraft, aiming to solve the technical problem in the related art that the safety of the power distribution method of the power distribution module in the event of a fault needs to be improved.

[0006] To achieve the above objectives, the present invention proposes an airborne electrical system suitable for an aircraft, comprising:

[0007] at least two battery modules; and

[0008] A power distribution module, the power distribution module is connected to each battery module and is suitable for connection to the onboard load of the aircraft; wherein the power distribution module is configured to have multiple independent bus states and a common bus state. When the power distribution module is in the multiple independent bus state, the power distribution module has multiple independent buses, the number of independent buses is consistent with the number of battery modules and corresponds one-to-one to each other, one end of the independent bus is connected to the corresponding battery module, and the other end of the independent bus is suitable for connection to the corresponding load in the onboard load. When the power distribution module is in the common bus state, the power distribution module has a common bus, at least some of the battery modules are connected in parallel to the input side of the common bus, and at least some of the corresponding loads are connected to the output side of the common bus.

[0009] In one embodiment, the other end of the independent bus is suitable for connecting to a motor winding of a power assembly of the aircraft; wherein the power assembly includes at least two motor windings, and different motor windings in the power assembly are connected to different independent buses.

[0010] In one embodiment, the power distribution module is configured to:

[0011] When it is detected that the circuit parameter of at least one independent bus is less than the warning value and is not a short circuit fault, the state of the multiple independent buses is switched to the common bus state.

[0012] In one embodiment, the power distribution module further comprises at least two switch units, the number of the switch units being consistent with the number of the independent buses and corresponding to each other one-to-one;

[0013] In which, all the switch units are connected in parallel to each other, and each switch unit is connected to the corresponding independent bus, so that when all the switch units are disconnected, the distribution module switches to the multi-independent bus state, and when all the switch units are turned on, all the independent buses are reconstructed in parallel into a common bus to switch to the common bus state.

[0014] In one embodiment, the onboard electrical system includes at least two power distribution modules, each independent bus in each power distribution module is adapted to be connected to one of the negative electrode and the positive electrode of a corresponding load, and each power distribution module further includes a connection unit connected to the connection units of other power distribution modules, and the connection unit is adapted to be connected to the other of the negative electrode and the positive electrode of all loads corresponding to the power distribution module;

[0015] The switch units of all power distribution modules of the onboard electrical system are connected in parallel to each other, so that when all the switch units are turned on, the independent buses of all power distribution modules are connected to each other to reconstruct a common bus for the entire machine.

[0016] In one embodiment, the power distribution module further comprises at least two switch units, and the number of the switch units is consistent with the number of independent buses;

[0017] Among them, all independent buses are connected in series through at least two switch units to form a loop, so that when all switch units are disconnected, the distribution module switches to a multi-independent bus state, and when all switch units are turned on, all independent buses are reconstructed in series into a common bus to switch to the common bus state.

[0018] In one embodiment, the onboard electrical system includes at least two power distribution modules, each independent bus in each power distribution module is adapted to be connected to one of the negative electrode and the positive electrode of a corresponding load, and each power distribution module further includes a connection unit connected to the connection units of other power distribution modules, and the connection unit is adapted to be connected to the other of the negative electrode and the positive electrode of all loads corresponding to the power distribution module;

[0019] The onboard electrical system also includes multiple switching units, and the number of switching units is consistent with the number of independent buses. The independent buses of all distribution modules of the onboard electrical system are connected in series through the switching units to form a loop, so that when all switching units are turned on, the independent buses of all distribution modules are connected to each other and reconstructed into a common bus for the entire machine, and when all switching units are turned off, each distribution module switches to a multi-independent bus state.

[0020] In one embodiment, the power distribution module further includes:

[0021] At least two first safety protection modules, the number of the first safety protection modules being consistent with the number of the battery modules and corresponding to each other, and the two ends of the first safety protection modules being respectively connected to a corresponding group of battery modules and an independent bus; and / or

[0022] A plurality of second safety protection modules, the number of the second safety protection modules is consistent with the number of the loads and corresponds to each other one by one, and the second safety protection module is arranged between a corresponding onboard load and the independent bus.

[0023] In one embodiment, the first safety protection module and / or the second safety protection module are configured as contactors and / or fuses.

[0024] In addition, the present application also provides a vertical take-off and landing aircraft, comprising:

[0025] The aircraft body includes a fuselage, wings, and tail, and the wings and tail are connected to the fuselage;

[0026] At least two power assemblies, each of which is provided on a wing or a tail, and each of which includes at least two motor windings; and

[0027] As mentioned above, the onboard electrical system is arranged on the aircraft body, and each independent bus in the power distribution module of the onboard electrical system is respectively connected to at least one motor winding, and different motor windings in each power assembly are connected to different independent buses.

[0028] One or more technical solutions proposed in the present invention have at least the following technical effects:

[0029] The power distribution module is configured to have a common bus state including a common bus and a multiple independent bus state including multiple independent buses. When the power distribution module is in the common bus state, at least part of all battery modules are connected in parallel to the input side of the common bus, and at least part of all loads are powered by the common bus. Therefore, when any battery module has a power supply abnormality that causes the load connected to it to fail, the power distribution module can be switched to the common bus state, and other battery modules can be used to restore power to the load, so that all loads can continue to be powered on to improve the safety of the eVTOL.

[0030] Due to factors such as aircraft weight and the installation space required for batteries and motors on an aircraft, it is difficult to achieve full redundancy between the different motor winding systems in a power pack. This means that a single motor winding may not be able to provide the rated power required to maintain the entire power pack's operation, or the remaining individual motor windings may only temporarily increase their output power to meet the power pack's performance requirements, but this cannot be maintained over the long term. In the onboard electrical system proposed in the present invention, the different motor windings in the power pack are connected to different independent buses. Thus, if a single motor winding fails due to an abnormal power supply from the corresponding battery module, the power distribution module can switch to a common bus state to power all motor windings simultaneously, allowing the failed motor winding to resume operation and the power pack to function normally, thereby improving aircraft safety. Furthermore, once the power pack is operating normally, the remaining motor windings do not need to increase their power to meet flight requirements, thus avoiding thermal runaway of the battery modules due to increased discharge rates and improving aircraft safety.

[0031] Furthermore, compared to related art designs where independent battery modules withstand high discharge rates and high transient response, which pose safety risks, the onboard electrical system proposed in this invention connects at least some of the battery modules in parallel to the input side of the common bus when the power distribution module is in common bus mode, and the common bus provides at least some power to all loads. Because multiple connected battery modules have greater capacity and greater tolerance to transient response, the overall safety of the aircraft is guaranteed. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying any creative work.

[0033] Figure 1A schematic diagram of a power distribution module of an onboard electrical system provided by the present invention, wherein independent buses are connected in parallel with each other via switch units;

[0034] Figure 2 A schematic diagram of a power distribution module of an onboard electrical system provided by the present invention; wherein independent buses are connected in series through switch units to form a loop;

[0035] Figure 3 A schematic diagram of the power supply of the battery module and the motor winding in the onboard electrical system provided by the present invention;

[0036] Figure 4 A schematic diagram of the layout of the onboard electrical system of the vertical take-off and landing aircraft provided by the present invention;

[0037] Figure 5 A schematic diagram of an onboard electrical system provided by the present invention; wherein the onboard electrical system includes two power distribution modules, and four independent buses are connected in parallel with each other through a switch unit;

[0038] Figure 6 This is a schematic diagram of the onboard electrical system provided by the present invention, wherein the onboard electrical system includes two power distribution modules, and four independent buses are connected in series with each other through a switch unit to form a loop.

[0039] Description of Figure Numbers:

[0040] 100, power distribution module; 100a, left power distribution module; 100b, right power distribution module; 101, fuselage; 110, input terminal; 120, output terminal; 130, independent bus; 130a, first independent bus; 130b, second independent bus; 130c, third independent bus; 130d, fourth independent bus; 140, switch unit; 150, first safety protection module; 160, second safety protection module; 170, connection unit; 200, battery module; 201, first battery module; 202, third independent bus Second battery module; 203, third battery module; 204, fourth battery module; 300, onboard load group; 301, first onboard load group; 302, second onboard load group; 303, third onboard load group; 304, fourth onboard load group; 310, fixed rotor unit; 320, tilt rotor unit; 400, jumper cable; 401, second connecting line; 402, first connecting line; 611, first motor winding; 612, second motor winding; 621, third motor winding; 622, fourth motor winding.

[0041] The purpose, features and advantages of the present invention will be further described with reference to the accompanying drawings and in conjunction with the embodiments. DETAILED DESCRIPTION

[0042] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making any creative efforts shall fall within the scope of protection of the present invention.

[0043] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative position relationship, movement status, etc. between the various components under a certain specific posture. If the specific posture changes, the directional indications will also change accordingly.

[0044] In addition, if there are descriptions involving "first", "second", etc. 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 suggesting their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features limited to "first" and "second" may explicitly or implicitly include at least one of such features. In addition, if "and / or" or "and / or" appears in the full text, its meaning includes three parallel solutions. Taking "A and / or B" as an example, it includes solution A, solution B, or solutions that satisfy both A and B. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of ordinary technicians in this field to implement. When the combination of technical solutions is mutually contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0045] The eVTOL's powertrain consists of an electric motor, propellers, and other accessories that provide the required pull or thrust. Purely electric or hydrogen-electric eVTOLs primarily use high-voltage electricity as the energy source for the vehicle's powertrain. To this end, the eVTOL is equipped with a power distribution module to distribute the high-voltage electricity provided by the battery module to various loads, such as the powertrain.

[0046] Take the powertrain as an example. To meet eVTOL safety requirements, powertrains generally feature redundant designs, such as at least two motor windings. For example, in a dual-winding motor, due to limitations in aircraft installation space, weight, device efficiency, and heat dissipation, the redundant design is not fully redundant. If one motor winding fails, the remaining motor winding, maintaining the powertrain's operation, will also degrade performance. The remaining operating time under the required power conditions will be short, and the eVTOL will not be able to continue operating safely. Therefore, since powertrain performance degradation always presents a risk for eVTOLs, restoring the failed motor winding to ensure safe flight is essential. Furthermore, battery modules are also limited by their inherent characteristics, energy density, packing ratio, and aircraft installation space and weight. The capacity of a single battery module is finite. Increasing the power of another motor winding to meet flight requirements will increase the discharge rate of the battery module powering that winding. Prolonged, high-rate discharge poses a risk of thermal runaway. In addition, the battery module has low tolerance for transient responses to onboard loads, posing a safety hazard.

[0047] To this end, the present invention provides a solution in which the power distribution module not only has a multi-independent bus state including multiple independent buses, but also has a common bus state including a common bus. When the power distribution module is in the common bus state, at least some of all battery modules are connected in parallel to the input side of the common bus, and the common bus provides at least some power to all loads. Therefore, if a power supply anomaly in any battery module causes the connected load to fail, the power distribution module can switch to the common bus state, using other battery modules to restore power to the load, thereby ensuring that all loads can operate normally and improving the safety of the eVTOL.

[0048] The technical concept of the present invention is further described below with reference to some specific embodiments.

[0049] First, the technical terms involved in the embodiments of the present invention are explained:

[0050] A busbar, also known as a laminated busbar, is a multi-layered electrical connection component for power modules that connects the power distribution points of multiple circuits. A DC busbar, used in DC circuits, is typically a single metal bar or a group of parallel metal bars.

[0051] See also Figure 1 and Figure 2 This embodiment provides an airborne electrical system suitable for an aircraft, including: at least two battery modules 200 and a power distribution module 100.

[0052] Among them, the distribution module 100 is connected to each battery module 200 and is suitable for connection to the onboard load of the aircraft. The distribution module 100 is configured to have multiple independent bus states and a common bus state. When the distribution module 100 is in the multiple independent bus state, the distribution module 100 has multiple independent buses 130. The number of independent buses 130 is consistent with the number of battery modules 200 and corresponds one-to-one to each other. One end of the independent bus 130 is connected to the corresponding load in the onboard load. When the distribution module 100 is in the common bus state, the distribution module 100 has a common bus. At least part of all battery modules 200 are connected in parallel to the input side of the common bus, and at least part of the corresponding loads are connected to the output side of the common bus.

[0053] Specifically, the onboard electrical system in this embodiment is applicable to eVTOLs powered by pure electric or hydrogen-electric propulsion systems, and is also applicable to other aircraft with onboard power sources. As will be appreciated, using the eVTOL as an example, battery module 200 includes, but is not limited to, power batteries and emergency power supplies, which are used to provide power to the eVTOL's power components, as well as to onboard systems such as avionics, environmental control systems, and lighting. Furthermore, battery module 200 includes, but is not limited to, main power supplies, emergency power supplies, and other onboard power sources.

[0054] The onboard loads may be high-voltage power loads, which may be divided into a plurality of onboard load groups 300. Each onboard load group 300 may include at least a portion of at least one power assembly, such as the entire power assembly, or may include only a portion of a power assembly, such as a motor winding, etc., although this embodiment is not limiting in this regard. Of course, the onboard load group 300 may also include other onboard loads, which is not limited in this embodiment.

[0055] The power distribution module 100 is a power transmission system from each battery module 200 to each onboard load group 300. Figure 1 and Figure 2 The power distribution module 100 has an input terminal 110 connected to each battery module 200, thereby receiving power provided by the connected battery module 200. The power distribution module 100 also has an output terminal 120 connected to each load in the onboard load group 300. The output terminal 120 transmits distributed power to each load in the onboard load group 300. It is worth noting that each output terminal 120 can include multiple sub-interfaces, each of which is connected to a load in an onboard load group 300.

[0056] In this embodiment, the power distribution module 100 is configured to have multiple independent bus states and a common bus state. It is understood that when the power distribution module 100 is in the multiple independent bus state, it includes multiple independent buses 130. That is, for each battery module 200, the power distribution module 100 establishes a normal power supply channel between a battery module 200 and an onboard load group 300 through an independent bus 130, thereby transmitting the power provided by a battery module 200 to the corresponding onboard load group 300 through the independent bus 130. For example, Figure 5 The first independent bus 130a establishes a power supply channel between the first battery module 201 and the first onboard load group 301, the second independent bus 130b establishes a power supply channel between the second battery module 202 and the second onboard load group 302, the third independent bus 130c establishes a power supply channel between the third battery module 203 and the third onboard load group 303, and the fourth independent bus 130d establishes a power supply channel between the fourth battery module 204 and the fourth onboard load group 304.

[0057] When the power distribution module 100 is in the common bus state, it has at least one common bus. At this time, the power distribution module 100 reconstructs at least part of all the independent buses 130 inside into a common bus, so that the input ends 110 corresponding to the reconstructed independent buses 130 are all connected to the input side of the common bus, and all the output ends 120 corresponding to the reconstructed independent buses are connected to the output side of the common bus, so that at least part of the battery modules 200 are powered by the corresponding multiple output ends 120.

[0058] Therefore, if any battery module 200 experiences a power supply anomaly, the power distribution module 100, through state switching, can distribute the power provided by other normally functioning battery modules 200 to the onboard load group 300 corresponding to that battery module 200, thereby ensuring a continuous power supply to the corresponding onboard load group 300 and ensuring stable power supply to the onboard load group 300. For eVTOLs, ensuring a continuous power supply to the onboard loads of the eVTOL further improves the safety margin of the eVTOL.

[0059] Furthermore, it is readily apparent that the parallel connection of the remaining battery modules 200 forces the voltages of the remaining battery modules to converge. Prior to the actual parallel connection, the voltages of the remaining battery modules were always inconsistent, and the loads continued to operate during the parallel connection process. After the parallel connection, the output current of the battery module with the higher voltage was greater, and soon the voltages of the remaining multiple battery modules 200 converged. This maintains voltage stability for the onboard electrical system, minimizing voltage fluctuations and increasing fault tolerance, thereby improving the stability of the entire system. In other words, in this embodiment, since the multiple battery modules 200 have a greater capacity after being connected in parallel, they are more tolerant to transient responses, thereby ensuring the overall safety of the aircraft.

[0060] Of course, in one embodiment, when the power distribution module 100 is in the common bus state, there is only one common bus. That is, all independent buses 130 are reconfigured into a common bus, so that all battery modules 200 are connected to the input side of the common bus, and all onboard load groups 300 are connected to the output side of the common bus. In this case, all battery modules 200 in a normal state jointly provide power to all onboard load groups 300. The following will further explain the case where all independent buses 130 are reconfigured into a common bus.

[0061] As is readily understood, to meet the safety requirements of eVTOLs, the motors in the aforementioned powertrain's electric motors are dual-winding motors, each with its own motor controller providing the required power. Each motor's two windings are connected to separate motor controllers powered by different battery modules 200. This allows the remaining motor windings to provide power even if a single motor winding fails or loses power. However, this approach presents two challenges. Firstly, due to limitations on the aircraft's motor installation volume, device efficiency, and heat dissipation, if the motor backup design is not fully redundant, if one motor winding fails or loses power, the remaining motor winding will not be able to provide the rated power required to maintain the powertrain's overall operation. Instead, the remaining motor winding will be forced to degrade the overall powertrain's performance to meet the required operating time. Under these conditions, the motor windings can only operate for a short time, making it difficult to maintain safe flight. To meet the flight performance requirements of eVTOLs and ensure flight safety, it is necessary to restore power to the failed motor winding, allowing the powertrain to maintain normal operation. On the other hand, if the motor can meet the requirements of maintaining safe flight by increasing output power without performance degradation when operating in a single motor winding state, the battery module is limited by factors such as energy density, grouping rate, installation space of the battery module on the aircraft, weight restrictions, etc., and the power of a single battery module is limited. This will cause the discharge rate of the battery module 200 connected to the single motor winding to increase, and the voltage of the battery module 200 to drop rapidly. In the case of long-term high-rate discharge, the safety of the battery module 200 becomes a challenge that needs to be solved urgently. At the eVTOL machine level, it is not desirable for a single battery module 200 to enter an unsafe state when there are multiple normally operating battery modules 200. Therefore, in order to solve the technical problems faced by the above motors and batteries, the technical solution of the present invention is proposed. On the one hand, if a battery module 200 fails, the power distribution module 100 switches from multiple independent buses to a common bus, restoring power to the lost motor windings. All battery modules 200, now in normal operation, then collectively provide power to all power components. Multiple battery modules 200 connected in parallel offer greater capacity and tolerance to transient responses, thereby ensuring the overall safety of the aircraft. On the other hand, if a single motor winding fails or loses power, power is supplied by all parallel battery modules 200, preventing a single battery module 200 from entering an unsafe state.

[0062] Therefore, in one embodiment, the other end of the independent bus 130 is suitable for connecting to the motor winding of the power assembly of the aircraft; wherein the power assembly includes at least two motor windings, and different motor windings in the power assembly are connected to different independent buses.

[0063] Specifically, a single power assembly is mounted on the wing or tail of the aircraft to provide the thrust, drag, and / or at least some lift required for eVTOL flight. As will be understood, the power assembly includes propellers, electric motors, and other accessories. The electric motor, used to drive the propellers, includes a motor, a motor controller, and other accessories. The power assembly's motor includes at least two motor windings, with different motor windings connected to different battery modules 200. Because the power assembly is connected to multiple different battery modules 200, if the battery module 200 connected to one motor winding experiences a power failure, other battery modules 200 can still supply power to the remaining motor windings, ensuring the power assembly can maintain minimum operational capacity. Of course, if other battery modules 200 are still able to supply power to the remaining motor windings, the flight control system can redistribute the corresponding drag, drag, and / or lift, such as adjusting the output power of the remaining motor windings among the at least two motor windings.

[0064] In this embodiment, the other end of the independent bus 130 is suitable for connecting to the motor winding, and different motor windings in the power assembly are connected to different independent buses 130. Figure 3 In one power assembly, the first motor winding 611 is connected to the fourth battery module 204, and the second motor winding 612 is connected to the first battery module 201. In another power assembly, the third motor winding 621 is connected to the fourth battery module 204, and the fourth motor winding 622 is connected to the first battery module 201. It can be seen that the two motor windings of each power assembly are connected to different battery modules 200. Therefore, under normal operating conditions, the power distribution module 100 operates in a multi-independent bus state, with two different battery modules 200 providing power to different motor windings in the same power assembly via independent buses 130. If one of the battery modules 200 experiences a power supply anomaly, the power distribution module 100 can switch to a common bus state, connecting the remaining battery modules 200 in parallel to the input side of the common bus while all motor windings are connected to the output side of the common bus. This ensures that all motor windings remain powered and function properly, thus ensuring that all power assemblies function properly and avoiding performance degradation.

[0065] In addition, the fixed rotor unit 310 and the tilt rotor unit 320 are both power components installed on the eVTOL. Figure 3The four outer power assemblies of the eVTOL are all fixed rotor units, while the four inner power assemblies are all tilt-rotor units. The tilt-rotor unit 320 is configured to switch between a cruising state and a vertical take-off and landing state. It is understood that when the tilt-rotor unit 320 is in the vertical take-off and landing state, the eVTOL is in the vertical take-off and landing phase of flight; when the tilt-rotor unit 320 is in the cruising state, the eVTOL is in the cruising phase of flight; and when the tilt-rotor unit 320 is in the transition state between the cruising state and the vertical take-off and landing state, the eVTOL is in the tilt-transition phase of flight. When the tilt-rotor unit 320 is in the cruising state, its propellers are generally horizontally forward; when the tilt-rotor unit 320 is in the vertical take-off and landing state, its propellers are generally arranged vertically. It is worth noting that the tilt-rotor unit 320 in this embodiment can be a full-tilt rotor unit 320, that is, the entire tilt-rotor unit 320 can rotate between the cruise position and the vertical take-off and landing position, thereby enabling switching between the cruise state and the vertical take-off and landing state. Alternatively, the tilt-rotor unit 320 can be a partial-tilt rotor unit 320, that is, the tilt-rotor unit 320 is divided into a rotor portion and a pod portion, the rotor portion being rotatable between the cruise position and the vertical take-off and landing position, while the pod portion is fixed to the main body of the aircraft, thereby enabling switching between the cruise state and the vertical take-off and landing state. The fixed rotor unit 310 in this embodiment is arranged in a vertical direction. During the vertical take-off and landing phase and the tilt transition phase of the eVTOL, the fixed rotor unit 310 assumes the primary vertical lift generation task. Alternatively, when the lift provided by the tilt-rotor unit 320 is insufficient, the fixed rotor unit 310 can supplement the corresponding lift. When the eVTOL is in the cruising phase, the fixed rotor unit 310 can be shut down, or the rotation speed can be reduced to enter a low-power mode while still providing a small amount of lift to reduce the wing load, thereby indirectly improving the endurance.

[0066] As will be readily understood, the fixed rotor units 310 shut down or enter a low-power mode during the cruise phase. Furthermore, during the vertical takeoff and landing (VTOL) and tilt transition phases, power is not normally evenly distributed between the tilt-rotor units 320 and the fixed rotor units 310. For example, if the total power of the eVTOL is 1000 kW, all the tilt-rotor units 320 share a total of 600 kW, while all the fixed rotor units 310 share a total of 400 kW. Consequently, the power requirements of the fixed rotor units 310 and the tilt-rotor units 320 are inconsistent. If any battery module 200 only supplies power to a portion of the fixed rotor units 310 or only to a portion of the tilt-rotor units 320 under normal conditions, this will result in differential discharge between different battery modules 200, leading to significant variations in the remaining charge of each battery module 200 after a flight mission. This, in turn, leads to inconsistent maintenance cycles for the battery modules 200 on the eVTOL, increasing the maintenance and operating costs of the eVTOL.

[0067] In this embodiment, each independent bus 130 is respectively connected to a motor winding of some fixed rotor units 310 and a motor winding of some tilt rotor units 320 of the eVTOL, and the number of motor windings connected to all independent buses 130 belonging to the fixed rotor units 310 is the same, and the number of motor windings connected to all independent buses 130 belonging to the tilt rotor units 320 is the same. Figure 3 It can be seen that the first battery module 201 supplies power to four motor windings through the corresponding first independent bus 130a, the second battery module 202 supplies power to four motor windings through the corresponding second independent bus 130b, the third battery module 203 supplies power to four motor windings through the third independent bus 130c, and the fourth battery module 204 supplies power to four motor windings through the fourth independent bus 130d, and two of the motor windings belong to different fixed rotor units 310, and the other two motor windings belong to different tilt rotor units 320.

[0068] In this way, discharge balance can be roughly achieved between all battery modules 200 connected to the power distribution module 100, ensuring that the power levels of different battery modules 200 can be roughly synchronized, or reduced to the same warning value within the allowable error range, so that they can be charged or replaced together within the same maintenance cycle. Of course, it should be noted that the battery capacity of all battery modules 200 is consistent. For example, in some specific embodiments, the battery modules 200 all adopt the same configuration to achieve the same battery capacity, so that the number of tests and compliance verifications in the research and development stage can be significantly reduced. Of course, in the subsequent operation stage, battery modules of the same configuration are also conducive to maintenance.

[0069] It should be noted that the abnormal power supply of the battery module 200 may be a failure, such as a malfunction of the battery module 200, damage by external objects, high temperature failure, overcooling failure, or other situations where the battery module 200 cannot normally provide power to the outside, or the power supply is unstable.

[0070] It is not difficult to see that in this embodiment, the power distribution module 100 can be switched to a common bus state to supply power to all motor windings at the same time, so that the power-off motor windings can be restored to power, and all motor windings of the power assembly can operate normally without performance degradation.

[0071] It should be noted that, under normal operating conditions, the power distribution module 100 operates in a multi-independent bus state. As will be appreciated, since the normal power supply channels of each independent bus are independent of one another, a redundant design exists in the multi-independent bus state, preventing a single point of failure from causing a crash of the entire onboard electrical system.

[0072] The power distribution module 100 is configured to switch to the common bus state when it detects that the state switching condition is met.

[0073] State switching conditions include but are not limited to at least one of the following conditions:

[0074] (1) At least one battery module has abnormal power supply;

[0075] Specifically, if the battery module 200 fails, the corresponding onboard load group 300 may face the risk of failure, that is, one or more power components may also face the risk of performance degradation or loss of power, and the aircraft may fall into a dangerous state. Of course, to ensure the accuracy of state switching, in one embodiment, the power distribution module 100 is configured to switch to the common bus state if it detects that the circuit parameters of at least one independent bus are less than the warning value and are not a short circuit fault.

[0076] If the short-circuit fault is not eliminated, connecting the independent bus 130 with other independent buses 130 to reconstruct a common bus will cause the common bus to remain in the short-circuit state, which may lead to catastrophic consequences for the eVTOL. Therefore, when the independent bus 130 is short-circuited, the power distribution module 100 is not allowed to switch states.

[0077] When a short circuit fault is eliminated, circuit parameters include but are not limited to current, voltage, or insulation resistance. Taking voltage as an example, specifically, a voltage sampling circuit or other structure can be configured within the power distribution module 100 to monitor the real-time voltage value of each independent bus 130. If the voltage value of at least one independent bus 130 is less than the warning value, it indicates that the battery module 200 of at least one independent bus 130 may have a power supply abnormality, and the power supply can be switched to a common bus state.

[0078] Since the power distribution module 100 may be involved in the normal power-off of an aircraft such as an eVTOL after landing, resulting in a decrease in voltage, in order to further ensure the accuracy of state switching, in one embodiment, the power distribution module 100 is configured to switch to the common bus state when the aircraft is in flight and detects that the voltage value of at least one independent bus is less than the warning value and is not a short-circuit fault.

[0079] (2) Power component failure;

[0080] The power distribution module 100 is configured to switch from the multiple independent bus state to the common bus state if it detects that all motor windings of a power assembly are faulty and cannot operate normally, or if a propeller portion of the power assembly has failed. Alternatively, the power distribution module 100 is configured to switch from the multiple independent bus state to the common bus state if it detects that a propeller of a power assembly is faulty and cannot operate.

[0081] It is easy to understand that when all motor windings of a certain power assembly fail or a propeller fails, the eVTOL flight control system needs to reduce the power of the symmetrical power assembly of the certain power assembly or even shut down the symmetrical power assembly in order to redistribute the pulling force, thrust and / or lift. Figure 3 If the outermost power assembly in the nose area of ​​the left eVTOL wing fails, the outermost power assembly in the tail area of ​​the right wing, which is symmetrical with it, will also shut down to maintain stable flight. This inevitably results in excess capacity in the battery modules connected to these power assemblies. Furthermore, to maintain flight requirements, the eVTOL's overall power demand remains unchanged. Therefore, after a failure in the outermost power assembly in the nose area of ​​the left eVTOL wing, the flight control system will control some power assemblies to increase their output power. This inevitably causes the battery modules 200 connected to these power assemblies to discharge at a high rate, causing their charge to decrease more rapidly than that of other battery modules 200, making it difficult to maintain all battery modules 200 within the same maintenance cycle. In this embodiment, when a power assembly fails, the power distribution module 100 switches to a common bus state to reorganize the power grid. This allows all battery modules 200 to be connected in parallel and supply power simultaneously, achieving balanced discharge among the battery modules 200 and improving maintenance efficiency.

[0082] Furthermore, high-rate discharge of the battery modules 200 can also lead to thermal runaway of the battery modules 200, posing a safety hazard. In this embodiment, the power distribution module 100 switches to a common bus state to reorganize the power grid, allowing all battery modules 200 to be connected in parallel and supply power evenly, thereby improving overall system safety.

[0083] It is worth mentioning that in the related art, when a single motor winding of the power component fails, the flight control system needs to shut down the symmetrical power component or control the performance degradation of the symmetrical power component. In this embodiment, not only the power output of the symmetrical power component is adjusted, but the power grid is also reorganized through the state switching of the distribution module 100.

[0084] (3) Receive state switching instruction

[0085] That is, upon receiving the state switching command, the onboard electrical system switches state, thereby switching from the multiple independent bus state to the common bus state. It should be noted that the state switching command can be issued by the pilot based on actual flight conditions or missions. Alternatively, the state switching command can be issued to the aircraft by an external device or a control center (such as a ground control center), and this embodiment is not limited to this.

[0086] It is also worth mentioning that the power distribution module 100 switches to the common bus state in order to solve the failure problems of motor windings or battery modules faced by eVTOL. After switching to the common bus state, it will not switch back to the multiple independent bus state during the flight mission.

[0087] Regarding the specific structure of the power distribution module 100:

[0088] In one embodiment, the power distribution module 100 may simultaneously include a multi-bus circuit structure required for multiple independent bus states and a common bus circuit structure required for a common bus state, the two being independent of each other, and the power distribution module 100 can be switched between the multiple independent bus states and the common bus state through an additional switching circuit. For example, when the switching circuit connects the multi-bus circuit structure to all input terminals 110 and all output terminals 120 respectively, the power distribution module 100 switches to the multiple independent bus state. Of course, when the switching circuit connects the common bus circuit structure to all input terminals 110 and all output terminals 120 respectively, the power distribution module 100 switches to the common bus state. It can be understood that in this embodiment, the configuration of two sets of circuit structures will inevitably significantly increase the system weight of the power distribution module 100, thereby significantly increasing the overall weight of the aircraft.

[0089] Therefore, in another embodiment, the state conversion of the power distribution module 100 between the multi-bus state and the common bus state is achieved through the switch units 140 , and the number of the switch units 140 is consistent with the number of the independent buses 130 .

[0090] Specifically, the power distribution module 100 also includes at least two switch units 140, the number of switch units 140 is consistent with the number of independent buses 130, and at least two independent buses 130 can be connected on and off through at least two switch units 140, so that when all switch units 140 are turned on, all independent buses 130 are connected to each other and reconstructed into a common bus.

[0091] As an option of this embodiment, the switch units 140 correspond one-to-one to the independent buses 130, all the switch units 140 are connected in parallel to each other, and each switch unit 140 is respectively connected to the corresponding independent bus 130 so that when all the switch units 140 are disconnected, the distribution module 100 switches to a multi-independent bus state, and when all the switch units 140 are turned on, all the independent buses 130 are reconstructed in parallel into a common bus to switch to the common bus state.

[0092] Specifically, see Figure 1 The power distribution module 100 also includes a plurality of switch units 140 connected in parallel with each other. The number of the switch units 140 is consistent with the number of the independent buses 130 and they correspond one to one to each other. One end of each switch unit 140 is connected to the corresponding independent bus 130, and the other end of each switch unit 140 is connected to the same cable to achieve parallel connection with each other.

[0093] In this way, when all the 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 operating conditions, so that the distribution module 100 is in a 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 in the distribution module 100, thereby improving the safety margin. When all the switch units 140 are turned on, all the independent buses 130 will be reconstructed in parallel to form a common bus. Of course, some of the switch units 140 can also be turned on, so that the corresponding part of the independent buses 130 are reconstructed in parallel to form a common bus, thereby making the power grid reorganization of the distribution module 100 more flexible to adapt to the special requirements of various flight environments.

[0094] Alternatively, as another option of this embodiment, all independent buses 130 of the distribution module 100 are connected in series in sequence through at least two switch units 140 to form a loop, so that when all switch units 140 are disconnected, the distribution module 100 switches to a multi-independent bus state, and when all switch units 140 are turned on, all independent buses 130 are reconstructed in series into a common bus to switch to the common bus state.

[0095] Specifically, the power distribution module 100 includes multiple independent buses 130, and the multiple independent buses 130 are numbered according to a certain rule, such as according to the numbering sequence of the battery modules 200 to which they are connected. Two adjacent independent buses 130 are connected by a switch unit 140, and the first independent bus 130 and the last independent bus 130 are connected by a switch unit 140. In this way, all independent buses 130 of the power distribution module 100 are sequentially connected in series through the switch units 140. When all the switch units 140 are switched to the on state, all independent buses 130 form a loop, thereby being reconstructed into a common bus. Please refer to Figure 2 When the power distribution module 100 includes two independent buses 130 , the two independent buses 130 are connected via two switch units 140 , thereby also forming a loop.

[0096] It is understood that the independent bus 130 can be constructed as a busbar or other structure. A busbar can be a single metal bar or a group of metal bars connected in parallel. Therefore, connecting all the busbars in parallel or in series to form a loop will reconfigure all the busbars into a single busbar, that is, all the independent busbars into a common busbar, thereby switching the power distribution module 100 to a common bus state. Of course, the independent bus 130 can also be configured as other busbars or other busbars.

[0097] The switch unit 140 may be configured as a busbar connection contactor. Of course, the switch unit 140 may also be configured as a controllable switch, etc. This embodiment does not limit this.

[0098] Compared with the distribution module 100 providing independent multi-bus circuit structures and common bus circuit structures, in this embodiment, the multi-bus circuit structure is reconstructed into a common bus circuit structure through switch units 140 connected in parallel with each other, thereby reducing the circuit devices required for the distribution module 100 to reduce the weight of the distribution module 100 as much as possible.

[0099] Furthermore, for eVTOLs, since at least two battery modules 200 are located on either side of the fuselage 101, to facilitate the layout of the power distribution system, the battery modules 200 on either side of the fuselage 101 can each belong to two power distribution modules 100. That is, the battery modules 200 on one side of the fuselage 101 distribute power through the corresponding power distribution module 100. In the event of a power supply anomaly to a battery module 200 connected to a single power distribution module 100, that distribution module 100 can be switched to a common bus state to ensure that the onboard loads corresponding to that distribution module 100 continue to be powered. However, in some extreme situations, the battery modules 200 on a single side of the fuselage 101 may fail. In this case, it is necessary to coordinate the two power distribution modules 100 to ensure that the onboard loads continue to be powered.

[0100] At this time, the onboard electrical system includes at least two distribution modules 100, and each independent bus 130 in each distribution module 100 is suitable for connecting to one of the negative pole and the positive pole of the corresponding load. Each distribution module 100 also includes a connecting unit, which is connected to the connecting units of other distribution modules 100, and the connecting unit is suitable for connecting to the other of the negative pole and the positive pole of all loads corresponding to the distribution module 100.

[0101] See also Figure 4 The eVTOL includes a left power distribution module 100a, which is installed on the left wing, and a right power distribution module 100b, which is installed on the right wing. The left power distribution module 100a and the right power distribution module 100b are connected by a jumper cable 400.

[0102] Regarding the aforementioned case where the switch units 140 are connected in parallel to each other, the switch units 140 of all the distribution modules 100 of the onboard electrical system are connected in parallel to each other, so that when all the switch units 140 are turned on, the independent buses 130 of all the distribution modules 100 are connected to each other to reconstruct a common bus for the entire machine.

[0103] The following description will be made by taking the connection between the independent bus 130 and the positive electrode of the load as an example. Of course, the independent bus 130 can also be connected to the negative electrode of the load, which will not be described in detail here.

[0104] See also Figure 5 The left power distribution module 100a includes a first independent bus 130a and a third independent bus 130c, while the right power distribution module 100b includes a second independent bus 130b and a fourth independent bus 130d. The positive terminal of each input terminal 110 is connected to the corresponding independent bus 130. Each independent bus 130 is in turn connected to the positive terminal of the corresponding output terminal 120. The first independent bus 130a is connected to the second connection line 401 of the jumper cable 400 via switch unit BTC1, the third independent bus 130c is connected to the switch unit BTC3, the second independent bus 130b is connected to the switch unit BTC2, and the fourth independent bus 130d is connected to the switch unit BTC4.

[0105] The left power distribution module 100a further includes a connection unit 170, which is connected to the negative electrode interface of each input terminal 110 and the negative electrode interface of each output terminal 120. In addition, the connection unit 170 also includes an external connection interface suitable for connecting to the external connection interface of the connection unit of the right power distribution module 100b via the first connection line 402 of the jumper cable 400.

[0106] Of course, in some specific embodiments, the connection unit 170 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, thereby saving the number of components and weight.

[0107] See also Figure 5 When the connection units 170 of multiple power distribution modules 100 are connected in series, all the switch units 140 of all the power distribution modules 100 are connected in parallel. Thus, when the multiple power distribution modules 100 are in a common bus state, all the independent buses 130 of the multiple power distribution modules 100 are reconfigured into a common bus for the entire system.

[0108] It can be understood that after being reconstructed into a common bus for the entire machine, each battery module 200 of each distribution module 100 is respectively connected to the input side of the common bus for the entire machine, and all loads connected to multiple distribution modules 100 are connected to the output side of the common bus for the entire machine.

[0109] Regarding the case where the aforementioned switch units 140 are connected in series to form a loop, the onboard electrical system further includes multiple switch units 140, and the number of switch units 140 is consistent with the number of independent buses 130. The independent buses 130 of all distribution modules 100 of the onboard electrical system are connected in series in sequence through the switch units 140 to form a loop, so that when all switch units 140 are turned on, the independent buses 130 of all distribution modules 100 are connected to each other to reconstruct a common bus for the entire machine, and when all switch units 140 are turned off, each distribution module 100 switches to a multi-independent bus state.

[0110] See also Figure 6 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 four independent buses 130 are connected end to end in sequence to form a loop.

[0111] Therefore, when any battery module 200 of the fuselage 101 has an abnormal power supply, the power grid can be reorganized by switching the synchronous state of the left distribution module 100a and the right distribution module 100b, so that the other three battery modules 200 of the fuselage 101 can be used to provide power for all loads on the eVTOL.

[0112] It is not difficult to see that in this embodiment, the power grid reorganization is not limited to a single power distribution module 100, but also includes power grid reorganization between multiple power distribution modules 100. It is understandable that for an aircraft, the battery modules 200 may include multiple and distributed in different locations on the fuselage, such as symmetrically arranged on opposite sides of the fuselage, and cooperate with different power distribution modules 100. If the power supply of the battery modules 200 on any side is abnormal, such as an accident such as a collision on one side of the fuselage causing the battery module 200 on that side to fail, multiple or all power distribution modules 100 of the fuselage can be reconstructed to obtain a common bus for the entire aircraft, and power distribution modules 100 arranged in other locations of the fuselage can be used for power supply, thereby further improving safety redundancy.

[0113] In the aforementioned embodiment, the independent buses 130 within the power distribution module 100 are independent of each other under normal operating conditions. Furthermore, to prevent faults from spreading between the battery modules 200, the power distribution module 100, and the onboard load group 300, in one embodiment, the power distribution module 100 further includes: at least two first safety protection modules and / or at least two second safety protection modules. The number of first safety protection modules matches the number of battery modules 200 and corresponds one-to-one with each other. The two ends of a first safety protection module are connected to the corresponding battery module 200 and the corresponding independent bus 130, respectively. The second safety protection module is disposed between the corresponding independent bus 130 and the load.

[0114] Specifically, a first safety protection module 150 is configured between the battery module 200 and the independent bus 130 connected to each other, so that when a fault occurs in the battery module 200 (power source) or the power distribution module 100 (power distribution channel), the power source and the power distribution module 100 can be electrically isolated. Figure 6 , a fuse BF1 is set between the first battery module 201 and the first independent bus 130a, a fuse BF2 is set between the second battery module 202 and the second independent bus 130b, a fuse BF3 is set between the third battery module 203 and the third independent bus 130c, and a fuse BF4 is set between the fourth battery module 204 and the fourth independent bus 130d.

[0115] Similarly, a second safety protection module 160 is configured between a group of output terminals 120 and an independent bus 130 connected to each other, so that when a fault occurs in the distribution channel or the load, the distribution channel and the load can be electrically isolated. Figure 6, fuse F9 between the first independent bus 130a and part of the loads of the first onboard load group 301, fuse F14 between the third independent bus 130c and part of the loads of the third onboard load group 303, fuse F15 between the second independent bus 130b and part of the loads of the second onboard load group 302, and fuse F20 between the fourth independent bus 130d and part of the loads of the fourth onboard load group 304.

[0116] It is not difficult to see that in this embodiment, a high-voltage power distribution redundancy design is adopted to achieve electrical isolation between power distribution channels, between battery modules, between loads, and between different fault points (power sources, power distribution channels or).

[0117] It is understandable that the first safety protection module and / or the second safety protection module can be configured as a relay, a circuit breaker or a fuse, etc. In one embodiment, the first safety protection module and / or the second safety protection module can be configured as a contactor and / or a fuse.

[0118] To address the single point of failure within the entire high-voltage power distribution network, the onboard electrical architecture employed in this embodiment utilizes multi-redundant independent power distribution. Specifically, each battery module 200 corresponds to a single independent bus 130, and each independent bus 130 is electrically isolated from each other under normal operating conditions. Furthermore, to ensure that a failure in any battery module 200 or load circuit does not affect the power distribution functions of other distribution modules, this embodiment also configures fuses and contactors between each battery module 200 and the independent bus, and fuses between the independent bus 130 and each load. This ensures that appropriate electrical isolation is in place in the event of a power failure in the power distribution channel, distribution channel, or high-voltage load.

[0119] The present invention also provides a vertical take-off and landing aircraft, comprising an aircraft body, at least two power assemblies, and an onboard electrical system. The aircraft body comprises a fuselage 101, wings, and a tail, with the wings and tail both connected to the fuselage 101. The power assemblies are disposed on the wings or tail, and each power assembly includes at least two motor windings. The onboard electrical system is disposed within the aircraft body, and each independent bus 130 within a power distribution module 100 of the onboard electrical system is connected to at least one motor winding, with different motor windings in each power assembly being connected to different independent buses.

[0120] The eVTOL aircraft body refers to the main structure and supporting components used to support and protect the various components of the eVTOL and the entire system, including but not limited to the fuselage 101, wings, and tail. The power assembly is used to provide the VTOL with tension, thrust, and / or at least partial lift. It is understood that for eVTOL, the power assembly includes propellers, electric motors, and other accessories. The electric motors are used to drive the propellers. The electric motors include motors, motor controllers, and other accessories.

[0121] For eVTOLs, the onboard electrical system is used to provide power to at least a portion of each power assembly, such as the variable pitch motors for the propellers and the motor controllers for the electric motors. Of course, for VTOLs powered by multiple sources, including electricity and hydrogen, the onboard electrical system is used to power a portion of the power assemblies that utilize electricity. Each power assembly includes at least two motor windings, with different motor windings connected to different battery modules 200. Because these motor windings are connected to multiple battery modules 200, if the battery module 200 connected to one motor winding experiences a power failure, other battery modules 200 can still supply power to the remaining motor windings, ensuring that the power assembly maintains a certain power output. However, if one motor winding fails, the remaining motor winding cannot achieve 100% power output through performance improvement; instead, the power assembly can maintain power output, albeit with performance degradation. Therefore, it is necessary to restore the failed motor winding to function properly to restore the power assembly to normal operation.

[0122] Furthermore, if a single motor winding fails, the remaining motor windings generally need to increase their output power to meet flight requirements, which increases power consumption and causes a rapid drop in the voltage of the connected battery module 200. Furthermore, due to the inherent characteristics of current battery modules 200, which are limited by energy density, grouping rate, weight, and installation space, long-term high-rate discharge poses a challenge to battery safety and may cause thermal runaway of the battery module 200. Therefore, at the VTOL machine level, it is undesirable for a single battery module 200 to enter an unsafe state. Therefore, it is necessary to restore the failed motor winding to function so that the power assembly can function normally.

[0123] In this embodiment, the other end of the independent bus 130 is adapted to connect to the motor windings of the aircraft's power assembly, with different motor windings within the power assembly connected to different independent buses 130. Thus, under normal operation, the power distribution module 100 operates in a multi-independent bus mode, with two different battery modules 200 each providing power to different motor windings within the same power assembly via an independent bus 130. If a power supply anomaly occurs in one of the battery modules 200, the power distribution module 100 can switch to a common bus mode, allowing the remaining battery modules 200 to connect to the input side of the common bus while all motor windings are connected to the output side of the common bus. This ensures that all motor windings remain powered and function normally, thereby ensuring that all power assemblies operate normally and avoiding performance degradation. Furthermore, once the power assembly is operating normally, the remaining motor windings do not need to increase power to meet flight requirements, thereby preventing thermal runaway of the battery modules due to increased discharge rates and improving aircraft safety.

[0124] Furthermore, compared to related art designs where independent battery modules withstand high discharge rates and high transient response, which pose safety risks, the onboard electrical system proposed in this invention connects at least some of the battery modules in parallel to the input side of the common bus when the power distribution module is in common bus mode, and the common bus provides at least some power to all loads. Because multiple connected battery modules have greater capacity and greater tolerance to transient response, the overall safety of the aircraft is guaranteed.

[0125] In addition, the specific structure of the onboard electrical system refers to the above embodiments. Since this vertical take-off and landing aircraft adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought by the technical solutions of the above embodiments, which will not be described one by one here.

[0126] The above are merely exemplary embodiments of the present invention and are not intended to limit the patent scope of the present invention. Any equivalent structural transformations made using the contents of the present invention's description and drawings under the technical concept of the present invention, or direct / indirect application in other related technical fields, are included in the patent protection scope of the present invention.

Claims

1. An airborne electrical system, characterized in that: Applicable to aircraft, including: at least two battery modules; and a power distribution module, the power distribution module being connected to each of the battery modules and being suitable for connection to an onboard load of the aircraft; wherein the power distribution module is configured to have a multiple independent bus state and a common bus state; when the power distribution module is in the multiple independent bus state, the power distribution module has a plurality of independent buses, the number of the independent buses being consistent with the number of the battery modules and corresponding one-to-one to each other, one end of the independent bus being connected to a corresponding battery module, and the other end of the independent bus being suitable for connection to a corresponding load among the onboard loads; when the power distribution module is in the common bus state, the power distribution module has a common bus, at least some of all the battery modules are connected in parallel to an input side of the common bus, and at least some of the loads corresponding to the battery modules are connected to an output side of the common bus; The power distribution module reconstructs at least part of all the independent buses into the common bus, and the loads corresponding to the reconstructed independent buses are all connected to the output side of the common bus, so that the common bus supplies power to at least part of all the loads.

2. The onboard electrical system according to claim 1, wherein: The other end of the independent bus is suitable for connecting to the motor winding of the power assembly of the aircraft; wherein the power assembly includes at least two motor windings, and different motor windings in the power assembly are connected to different independent buses.

3. The onboard electrical system according to claim 2, wherein: The power distribution module is configured to switch from the multiple independent bus states to the common bus state when it is detected that a circuit parameter of at least one of the independent buses is less than a warning value and is not a short circuit fault.

4. The onboard electrical system according to claim 1, wherein: The power distribution module further comprises at least two switch units, the number of the switch units being consistent with the number of the independent buses and corresponding to each other one-to-one; In which, all the switch units are connected in parallel to each other, and each switch unit is connected to the corresponding independent bus, so that when all the switch units are disconnected, the power distribution module switches to a multi-independent bus state, and when all the switch units are turned on, all the independent buses are reconstructed in parallel into a common bus to switch to the common bus state.

5. The onboard electrical system according to claim 4, wherein: The onboard electrical system includes at least two power distribution modules, each of the independent buses in each of the power distribution modules is suitable for connecting to one of the negative electrode and the positive electrode of the corresponding load, and each of the power distribution modules further includes a connection unit, the connection unit is connected to the connection unit of the other power distribution modules, and the connection unit is suitable for connecting to the other of the negative electrode and the positive electrode of all the loads corresponding to the power distribution module; The switch units of all the power distribution modules of the onboard electrical system are connected in parallel to each other, so that when all the switch units are turned on, the independent buses of all the power distribution modules are connected to each other and reconstructed into a common bus for the entire machine.

6. The onboard electrical system according to claim 1, wherein: The power distribution module further comprises at least two switch units, the number of the switch units being the same as the number of the independent buses; In which, all the independent buses are connected in series through at least two of the switch units to form a loop, so that when all the switch units are disconnected, the distribution module switches to a multi-independent bus state, and when all the switch units are turned on, all the independent buses are reconstructed in series into a common bus to switch to the common bus state.

7. The onboard electrical system according to claim 1, wherein: The onboard electrical system includes at least two power distribution modules, each of the independent buses in each of the power distribution modules is suitable for connecting to one of the negative electrode and the positive electrode of the corresponding load, and each of the power distribution modules further includes a connection unit, the connection unit is connected to the connection unit of the other power distribution modules, and the connection unit is suitable for connecting to the other of the negative electrode and the positive electrode of all the loads corresponding to the power distribution module; The onboard electrical system also includes a plurality of switch units, the number of which is consistent with the number of the independent buses. The independent buses of all the power distribution modules of the onboard electrical system are connected in series in sequence through the switch units to form a loop, so that when all the switch units are turned on, the independent buses of all the power distribution modules are connected to each other to reconstruct a common bus for the entire machine, and when all the switch units are turned off, each of the power distribution modules switches to a multi-independent bus state.

8. The onboard electrical system according to any one of claims 1 to 7, characterized in that: The power distribution module further includes: at least two first safety protection modules, the number of the first safety protection modules being consistent with the number of the battery modules and corresponding to each other, and the two ends of the first safety protection module being respectively connected to a corresponding group of the battery modules and the independent bus; and / or A plurality of second safety protection modules, wherein the number of the second safety protection modules is consistent with the number of the loads and corresponds one to one with each other, and the second safety protection module is arranged between a corresponding one of the onboard loads and the independent bus.

9. The onboard electrical system according to claim 8, wherein: The first safety protection module and / or the second safety protection module are configured as contactors and / or fuses.

10. A vertical take-off and landing aircraft, characterized in that: include: An aircraft body, the aircraft body comprising a fuselage, wings, and a tail, the wings and the tail being connected to the fuselage; at least two power assemblies, each of which is provided on the wing or the tail, and each of which includes at least two motor windings; and The airborne electrical system according to any one of claims 1 to 9, wherein the airborne electrical system is arranged on the aircraft body, and each independent bus in the power distribution module of the airborne electrical system is respectively connected to at least one of the motor windings, and different motor windings in each of the power components are connected to different independent buses.

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