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; the at least two propelling assemblies are symmetrically arranged on the left side and the right side of the aircraft body and are close to the head of the aircraft body, and the at least two propelling assemblies are symmetrically arranged on the left side and the right side of the aircraft body and are close to the tail of the aircraft body; any battery module is configured to at least supply power to all the propelling assemblies which are arranged close to the head of the fuselage and located on one side of the fuselage and all the propelling assemblies which are arranged close to the tail of the fuselage and located on the other side of the fuselage; and at least one propelling assembly close to the head of the fuselage and located on the left side and the right side of the fuselage and one propelling assembly close to the tail of the fuselage and located on the left side and the right side of the fuselage are powered. According to the invention, the upsetting moment can be avoided, so that the pneumatic balance of the eVTOL during flight is ensured.

Description

Technical Field

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

[0002] Distributed propulsion eVTOLs (electric Vertical Take-off and Landing) combine the vertical take-off and landing capabilities of helicopters with the efficient, high-speed horizontal flight capabilities of fixed-wing aircraft. They are quieter, more comfortable, and more economical than helicopters, more efficient and have a longer range than multi-rotors, and can take off and land vertically from urban take-off and landing platforms compared to fixed-wing aircraft, making them an excellent choice for urban air travel. However, urban air traffic operations also place extremely high demands on the safety of vertical take-off and landing aircraft.

[0003] In related technologies, when some propulsion components experience abnormal conditions, such as reduced or even no power output, the eVTOL's flight control system can adjust the power of each propulsion component to redistribute the thrust, pull, and lift to ensure the eVTOL's aerodynamic balance. However, the flight control system takes time to respond, and during this time, the eVTOL's flight remains unstable, threatening flight safety. Summary of the Invention

[0004] The main purpose of the present invention is to propose a vertical take-off and landing aircraft, aiming to solve the technical problem in the related art that battery module failure threatens flight safety.

[0005] To achieve the above-mentioned object, the present invention proposes a vertical take-off and landing aircraft, comprising:

[0006] The main body of the aircraft includes the fuselage, wings and tail;

[0007] At least four propulsion assemblies, the propulsion assemblies being arranged on the wings or the tail, at least two propulsion assemblies being symmetrically distributed on the left and right sides of the fuselage and arranged near the nose of the fuselage, at least two propulsion assemblies being symmetrically distributed on the left and right sides of the fuselage and arranged near the tail of the fuselage, and at least some of the propulsion assemblies arranged near the tail of the fuselage being arranged on the tail; and

[0008] At least two battery modules are provided in the main body of the aircraft, and each battery module is configured to: supply power to at least all propulsion assemblies arranged near the front of the fuselage and on one side of the fuselage, and all propulsion assemblies arranged near the rear of the fuselage and on the other side of the fuselage; or supply power to at least one propulsion assembly arranged near the front of the fuselage and on each of the left and right sides of the fuselage, and one propulsion assembly arranged near the rear of the fuselage and on each of the left and right sides of the fuselage;

[0009] Wherein, each propulsion assembly is connected to at least two battery modules.

[0010] One or more technical solutions proposed in the present invention have at least the following technical effects:

[0011] In the vertical take-off and landing aircraft proposed in the present invention, each propulsion assembly is connected to at least two battery modules, that is, dual-redundancy or multi-redundancy power supply is adopted. In this way, if one battery module fails, the power output of the propulsion assembly can be maintained through the other battery modules, thereby improving the reliability and fault tolerance of the eVTOL system architecture. In addition, all propulsion assemblies arranged near the head of the fuselage and on one side of the fuselage, and all propulsion assemblies arranged near the tail of the fuselage and on the other side of the fuselage are arranged approximately diagonally to each other. In the event of a battery module failure, the eVTOL reduces the tension / thrust / lift in real time and in a centrally symmetrical manner, thereby ensuring the dynamic balance of the fuselage before the flight control system responds. It also reduces the complexity of the fault-tolerant control algorithm of the flight control system, and the flight control system can easily maintain flight stability through power redistribution. Alternatively, when the battery module fails, power is supplied by one propulsion assembly each located on the left and right sides of the fuselage near the head and one propulsion assembly each located on the left and right sides of the fuselage near the tail, allowing the four front and rear areas of the left and right wings to reduce the pull / thrust / lift synchronously in real time, thereby ensuring the dynamic balance of the fuselage before the flight control system responds, and reducing the complexity of the fault-tolerant control algorithm of the flight control system. The flight control system can easily maintain flight stability through power redistribution, thereby improving the safety of eVTOL in urban air traffic operation scenarios. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] 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.

[0013] Figure 1 A schematic diagram of the grouping of propulsion components in the vertical take-off and landing aircraft provided by the present invention;

[0014] Figure 2 A schematic diagram of the power supply of the battery module and motor windings in the vertical take-off and landing aircraft provided by the present invention;

[0015] Figure 3 A schematic diagram of power supply for a battery module and a propulsion assembly in a specific embodiment of the vertical take-off and landing aircraft provided by the present invention;

[0016] Figure 4A schematic diagram of power supply for a battery module and a propulsion assembly in another specific embodiment of the vertical take-off and landing aircraft provided by the present invention;

[0017] Figure 5 A symmetrical schematic diagram of a propulsion assembly of a vertical take-off and landing aircraft provided by the present invention;

[0018] Figure 6 A schematic diagram of the inner and outer grouping of the propulsion assembly in the vertical take-off and landing aircraft provided by the present invention;

[0019] Figure 7 A schematic diagram of the arrangement of the power distribution module in the vertical take-off and landing aircraft provided by the present invention;

[0020] Figure 8 A schematic diagram of a power distribution module for a vertical take-off and landing aircraft provided by the present invention; wherein independent buses are connected in parallel to each other via a first switch unit;

[0021] Figure 9 A schematic diagram of a power distribution module for a vertical take-off and landing aircraft provided by the present invention; wherein independent buses are connected in series through a first switch unit;

[0022] Figure 10 A schematic diagram of a vertical take-off and landing aircraft provided by the present invention; wherein two power distribution modules with a total of four independent buses are connected in parallel through a second switch unit;

[0023] Figure 11 This is a schematic diagram of the vertical take-off and landing aircraft provided by the present invention, wherein two power distribution modules with a total of four independent buses are connected end to end in sequence.

[0024] Description of Figure Numbers:

[0025] 1. First power group; 2. Second power group; 10. First propulsion assembly group; 20. Second propulsion assembly group; 30. Third propulsion assembly group; 40. Fourth propulsion assembly group; 100. Power distribution module; 100a. Left power distribution module; 100b. Right power distribution module; 110. Input interface; 120. Output interface; 130. Independent bus; 140. First switch unit; 150. First safety protection module; 160. Second safety protection module; 170. Connection unit; 101. Fuselage; 101a. Central axis; 102. Tail; 103. Left wing; 1031. Left arm; 104. Right wing; 1041. Right arm; 200. Battery module; 201. First battery module; 20 2. Second battery module; 203. Third battery module; 204. Fourth battery module; 300. Propulsion assembly; 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. Jumper cable; 401. Second connecting line; 402. First connecting line; 611. First motor controller; 612. Second motor controller; 621. Third motor controller; 622. Fourth motor controller.

[0026] 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

[0027] 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.

[0028] 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 components under a certain specific posture. If the specific posture changes, the directional indications will also change accordingly.

[0029] 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.

[0030] This embodiment provides a vertical take-off and landing aircraft, including an aircraft body, at least four propulsion assemblies 300 and at least two battery modules 200. Each propulsion assembly 300 is connected to at least two battery modules 200.

[0031] Among them, the aircraft body includes a fuselage 101, wings and tail 102; the propulsion assembly 300 is arranged on the wing or tail 102, wherein at least two propulsion assemblies 300 are symmetrically distributed on the left and right sides of the fuselage 101 and arranged near the head of the fuselage, at least two propulsion assemblies 300 are symmetrically distributed on the left and right sides of the fuselage 101 and arranged near the tail of the fuselage, and among the propulsion assemblies 300 arranged near the tail of the fuselage, at least some of the propulsion assemblies 300 are arranged on the tail; the battery module 200 is arranged in the aircraft body, and any battery module 200 is configured to: at least supply power to all propulsion assemblies 300 arranged near the head of the fuselage and located on one side of the fuselage 101 and all propulsion assemblies 300 arranged near the tail of the fuselage and located on the other side of the fuselage 101; or, supply power to at least one propulsion assembly 300 arranged near the head of the fuselage and located on the left and right sides of the fuselage and one propulsion assembly 300 arranged near the tail of the fuselage and located on the left and right sides of the fuselage.

[0032] Specifically, the eVTOL provided in this embodiment includes not only pure electric power, but also hybrid power eVTOLs such as hydrogen-electric and oil-electric. Figure 1The main body of an eVTOL aircraft 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, left wing 103, right wing 104, and tail 102. 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 is understood that the left and right wings 103, 104 can be connected to the fuselage 101 or formed integrally with the fuselage 101. Alternatively, the left and right wings 103, 104 can respectively be the left and right halves of a single, integrated wing. The tail 102 includes a left stabilizer and a right stabilizer, which are symmetrically arranged on either side 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 is a V-tail, the left stabilizer and the right stabilizer can also be inclined stabilizers arranged obliquely.

[0033] A single propulsion assembly 300 is located on the left wing 103, the right wing 104, or the tail 102, and is used to provide the thrust and / or at least partial lift required for eVTOL flight. As will be appreciated, the propulsion assembly 300 includes a propeller, an electric motor, and other accessories. The electric motor, which drives the propeller, includes a motor, a motor controller, and other accessories. Furthermore, to provide sufficient thrust and / or lift, and to dynamically coordinate the thrust and / or vector directions with the aircraft's center of gravity, the eVTOL typically has at least four propulsion assemblies 300, often an even number such as 4, 6, or 8, to achieve a symmetrical layout of the propulsion assemblies 300 on the aircraft body: half of the propulsion assemblies 300 are located on the left side of the aircraft body, while the other half are symmetrically arranged on the right side. As will be appreciated, this symmetrical layout facilitates control of the eVTOL and maintains flight stability. Of course, the symmetrical layout of the propulsion assemblies 300 also allows the remaining propulsion assemblies 300 to quickly adjust the tension / thrust / lift distribution to maintain the overall balance of the eVTOL when the power output of some propulsion assemblies 300 is reduced or lost. It should be noted that in this embodiment, at least two of the at least four propulsion assemblies 300 are located on the fuselage head side of the wing. Specifically, they can be arranged at the leading edge of the wing, or arranged on the arms extending forward from the leading edge of the wing, or arranged on the arms extending to the left or right of the fuselage 101 on the front side of the wing, so as to be arranged close to the fuselage head. In addition, the remaining at least two propulsion assemblies 300 of the at least four propulsion assemblies 300 can be located on the tail side of the fuselage of the wing, specifically, they can be arranged at the trailing edge of the wing, or arranged at the arm extending backward from the trailing edge of the wing, or arranged at the arm extending left or right on the rear side of the wing of the fuselage 101, thereby being arranged close to the tail of the fuselage; or, the remaining at least two propulsion assemblies 300 can also be arranged at the tail 102, thereby also being arranged close to the tail of the fuselage.

[0034] Therefore, please refer to Figure 1 , at least four propulsion assemblies 300 include at least the following groups: a first propulsion assembly group 10, including at least one propulsion assembly 300, which is located in the front area of the left wing 103; a second propulsion assembly group 20, including at least one propulsion assembly 300, which is located in the front area of the right wing 104; a third propulsion assembly group 30, including at least one propulsion assembly 300, which is located in the rear area of the left wing 103; and a fourth propulsion assembly group 40, including at least one propulsion assembly 300, which is located in the rear area of the right wing 104.

[0035] The front is the direction of the head of the fuselage, and the rear is the direction of the tail of the fuselage. Figure 1The horizontal projections of the second propulsion assembly group 20 and the first propulsion assembly group 10 are bilaterally symmetrical about the central axis 101a of the fuselage 101. The horizontal projections of the third propulsion assembly group 30 and the fourth propulsion assembly group 40 are also bilaterally symmetrical about the central axis 101a of the fuselage 101. The following description uses the example of the central symmetry of the horizontal projections of the propulsion assemblies 300 of the second propulsion assembly group 20 and the third propulsion assembly group 30, and the central symmetry of the horizontal projections of the propulsion assemblies 300 of the first propulsion assembly group 10 and the fourth propulsion assembly group 40. It is worth noting that at least some of the propulsion assemblies 300 of the third propulsion assembly group 30 and the fourth propulsion assembly group 40 are disposed on the empennage 102. In one example, when both the third propulsion assembly group 30 and the fourth propulsion assembly group include one propulsion assembly 300, the two propulsion assemblies 300 are disposed on the left and right stabilizers of the empennage 102, respectively.

[0036] The battery module 200 can be configured as an eVTOL power battery, providing power to the eVTOL's propulsion assembly 300 and, of course, also configured to provide power to onboard system loads such as the avionics system, onboard environmental control system, and onboard lighting system. Of course, the battery module 200 can also be configured as an emergency power supply for the eVTOL. It is understood that the battery module 200 can be a rechargeable battery or a hydrogen fuel cell, and this embodiment is not limited thereto. Furthermore, to reduce aircraft costs and ease compliance verification, all battery modules 200 have the same battery capacity. In some embodiments, the battery modules 200 all use the same configuration to achieve the same battery capacity, significantly reducing the number of tests and compliance verifications during the R&D phase. Furthermore, the use of battery modules 200 with the same configuration also facilitates maintenance during the subsequent operational phase. Notably, the battery module 200 can be fixed or removably mounted within the aircraft body, allowing for adjustment of the aircraft's weight balance based on the actual cabin or cargo weight of the pilot / flight mission.

[0037] To achieve the redundancy required for flight and prevent the failure of a single battery module 200 from causing the loss of power output for all propulsion assemblies 300, the eVTOL is equipped with multiple battery modules 200, with each battery module 200 connected to a portion of all propulsion assemblies 300. Furthermore, to prevent the failure of a single battery module 200 from causing a direct loss of power for the connected propulsion assemblies 300, each propulsion assembly 300 must be connected to at least two different battery modules 200. This ensures that even if any battery module 200 fails, the connected propulsion assemblies 300 can still maintain power output.

[0038] For propulsion assemblies 300 powered by electricity, the motor controller uses a three-phase full-bridge inverter circuit to convert the high-voltage direct current (DC) provided by the battery module 200 into three-phase alternating current (AC). This is generated through pulse-width modulation (PWM) technology, and the motor speed and torque are precisely adjusted using a control algorithm. To ensure flight safety, in one embodiment, each propulsion assembly 300 includes at least two motor controllers, and each of the at least two motor controllers in each propulsion assembly 300 is connected to a different battery module 200. Specifically, when the propulsion assembly 300 includes at least two motor controllers, the propulsion assembly 300 has at least two power supply channels. This allows the propulsion assembly 300 to maintain power output through the remaining battery modules 200 even if a power supply anomaly occurs in one battery module 200, thereby improving the reliability and fault tolerance of the eVTOL system architecture. Alternatively, the propulsion assembly 300 includes at least two single-winding motors, each connected to a motor controller. Alternatively, as another option of this embodiment, the propulsion assembly 300 includes a motor, and the motor includes at least two motor windings, and each motor winding is connected to a motor controller. In this way, a redundant design is achieved for any propulsion assembly 300. Since it is connected to multiple different battery modules 200, when the power supply of the battery module 200 connected to any single-winding motor, motor winding or motor controller is abnormal, other battery modules 200 can also supply power to the remaining single-winding motors, motor windings or motor controllers. Of course, in the case where other battery modules 200 can still supply power to the remaining single-winding motors, motor windings or motor controllers, the flight control system can redistribute the corresponding thrust and / or lift. For example, in one embodiment, the vertical take-off and landing aircraft is configured to adjust the output power of the remaining motor controllers of the at least two motor controllers when it detects that the status of any one of the at least two motor controllers is abnormal. Please refer to Figure 2 In one example, assuming that each propulsion assembly 300 provides 150kW of power, and each propulsion assembly 300 is provided with electrical power by two motor controllers, that is, each motor controller needs to provide 75kW of electrical power. Each battery module 200 needs to provide 300kW of electrical power. At this moment, the total propulsion power of the entire machine is 1200kW. When a single battery module 200 (first battery module 201) connected to the second motor controller 612 and the third motor controller 621 fails, the second motor controller 612 and the third motor controller 621 both fail, but the first motor controller 611 and the fourth motor controller 622 can still maintain an output of 75kW, or further increase the output power on the basis of 75KW, so that the eVTOL machine can maintain power balance for a short time, thereby leaving time for the pilot to make decisions.

[0039] Furthermore, multiple battery modules 200 are symmetrically arranged on the aircraft body to balance the weight distribution of the eVTOL. Of course, the symmetrical arrangement of multiple battery modules 200 can be bilaterally symmetrical, such as on the left and right wings, or front-to-back symmetrical, such as on the front and rear sides of the aircraft body, and this embodiment is not limited to this.

[0040] For the battery module 200, this embodiment provides two power supply modes:

[0041] See also Figure 1 、 Figure 3 and Figure 4 The first propulsion assembly group 10 includes a first fixed rotor unit 311 and a first tilt rotor unit 321, the second propulsion assembly group 20 includes a second fixed rotor unit 312 and a second tilt rotor unit 322, the third propulsion assembly group 30 includes a third fixed rotor unit 313 and a third tilt rotor unit 323, and the fourth propulsion assembly group 40 includes a fourth fixed rotor unit 314 and a fourth tilt rotor unit 324.

[0042] As an option in this embodiment, the battery modules 200 are configured to power at least all propulsion assemblies 300 located near the front of the fuselage 101 and on one side of the fuselage 101, and all propulsion assemblies 300 located near the rear of the fuselage 101 and on the other side of the fuselage 101. Specifically, the second battery module 202 powers at least all propulsion assemblies 300 in the second propulsion assembly group 20 and all propulsion assemblies 300 in the third propulsion assembly group 30, and the first battery module 201 powers at least all propulsion assemblies 300 in the first propulsion assembly group 10 and all propulsion assemblies 300 in the fourth propulsion assembly group 40. In this way, if any of the aforementioned battery modules 200 (the first battery module 201 or the second battery module 202) fails, the propulsion assemblies 300 will always experience a symmetrical power reduction in groups, rather than a unilateral power reduction with normal power output on the symmetrical side. This prevents fuselage instability caused by asymmetric power output changes, facilitating fuselage stability for the eVTOL.

[0043] Furthermore, although the propulsion assembly 300 utilizes a backup design, such as a dual-winding motor, activating the backup or redistributing power to the flight control system requires response time. During this response time, the lift / thrust / pull provided by the faulty side of the fuselage is still less than the lift / thrust / pull provided by the healthy side, resulting in flight instability. However, by using the battery module 200 to power all propulsion assemblies 300 within a symmetrical region, when the battery module 200 fails, all propulsion assemblies 300 within the two centrally symmetrical regions simultaneously lose power. This allows aerodynamic balance to be maintained before the flight control system responds, reducing the impact on eVTOL flight stability and facilitating the use of eVTOLs in urban air environments. Alternatively, the complexity of the flight control system's fault-tolerant control algorithm can be reduced.

[0044] Alternatively, as another option of this embodiment, the battery module 200 is configured to supply power to at least one propulsion assembly 300 disposed near the head of the fuselage and located on the left and right sides of the fuselage 101, and one propulsion assembly 300 disposed near the tail of the fuselage and located on the left and right sides of the fuselage 101. Figure 3 A battery module 200 (third battery module 203, fourth battery module 204) supplies power to at least one propulsion assembly 300 in each of 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. Therefore, if a battery module 200 fails, power is reduced synchronously in all four azimuth regions of the eVTOL, thereby avoiding asymmetric power output changes that could lead to fuselage instability and reducing the impact of battery module 200 failure on the overall aerodynamic balance of the eVTOL. Furthermore, this approach, through the connection between the battery module 200 and the propulsion assembly 300, enables the power reduction of the corresponding propulsion assembly 300 before the flight control algorithm responds, thereby reducing the impact on the eVTOL's flight stability or reducing the complexity of the flight control system's fault-tolerant control algorithm.

[0045] Furthermore, it should be noted that in the eVTOL provided in this embodiment, all battery modules 200 may be configured to supply power to at least all propulsion assemblies 300 arranged near the head of the fuselage 101 and located on one side of the fuselage 101, and all propulsion assemblies 300 arranged near the tail of the fuselage 101 and located on the other side of the fuselage 101. Alternatively, all battery modules 200 may be configured to supply power to at least one propulsion assembly 300 arranged near the head of the fuselage and located on the left and right sides of the fuselage 101, and one propulsion assembly 300 arranged near the tail of the fuselage and located on the left and right sides of the fuselage 101. Alternatively, a portion of the battery modules 200 may be configured to supply power to at least all propulsion assemblies 300 arranged near the head of the fuselage 101 and located on one side of the fuselage 101, and all propulsion assemblies 300 arranged near the tail of the fuselage 101 and located on the other side of the fuselage 101, and another portion of the battery modules 200 may be configured to supply power to at least one propulsion assembly 300 arranged near the head of the fuselage and located on the left and right sides of the fuselage 101, and one propulsion assembly 300 arranged near the tail of the fuselage and located on the left and right sides of the fuselage 101. This embodiment does not limit this.

[0046] Furthermore, the four azimuth zones of the eVTOL are not limited to a single propulsion assembly 300. When at least some of the zones include at least two propulsion assemblies 300, the control accuracy achieved through torque balancing between the zones still needs to be improved. Furthermore, the propulsion assemblies 300 of the eVTOL can be entirely tilt-rotor units 320, or alternatively, the propulsion assemblies 300 of the eVTOL can be partially fixed rotor units 310 and partially tilt-rotor units 320. It will be appreciated that during the vertical takeoff and landing (VTOL) phase of flight, the tilt-rotor units 320 are in the vertical takeoff and landing (VTOL) position. The high-speed rotation of the fixed rotor units 310 and / or the tilt-rotor units 320 generates upward lift, enabling the eVTOL to overcome gravity and achieve takeoff and landing. During the cruise phase, the tilt-rotor units 320 are tilted to the cruise position. The wings provide lift, while the tilt-rotor units 320 provide forward pull / thrust for the eVTOL, enabling the eVTOL to fly long distances at high speeds. It's worth noting that the tilt-rotor unit 320 in this embodiment can be a fully tilting configuration, meaning the entire unit can rotate between the cruise and vertical take-off and landing positions. Alternatively, the tilt-rotor unit 320 can be a partially tilting configuration, meaning the unit is divided into a rotor portion and a pod portion, with the rotor portion being rotatable between the cruise and vertical take-off and landing positions, while the pod portion is fixed to the main body of the aircraft. During the eVTOL's cruise phase, the fixed rotor unit 310 can be shut down, its propellers feathered, folded, or retracted to reduce drag, or it can enter a low-power mode. This shows that the fixed rotor unit 310 has a relatively simpler mechanical structure and lower system complexity than the tilt-rotor unit 320, resulting in a lower probability of failure. Furthermore, during a flight mission, the fixed rotor unit 310 operates during the vertical take-off and landing phase and transition phase, and shuts down or enters a low-power mode during the cruise phase, resulting in a shorter operating time. Therefore, when considering the abnormal power supply of the battery module 200 , it is necessary to consider the tilt rotor unit 320 and the fixed rotor unit 310 separately from each other.

[0047] To this end, in one embodiment, when at least some of the propulsion assemblies 300 are tiltrotor units 320, all tiltrotor units 320 powered by the same battery module 200 are arranged in groups of two, and when the vertical take-off and landing aircraft is in the vertical take-off and landing phase, the propellers of the tiltrotor units 320 in the same group are centrally symmetrically projected on the horizontal plane. Specifically, in one option of this embodiment, among all propulsion assemblies 300 powered by the battery module 200 and arranged near the front of the fuselage 101 and on one side of the fuselage 101, and all propulsion assemblies 300 arranged near the rear of the fuselage 101 and on the other side of the fuselage 101, all propulsion assemblies 300 arranged near the front of the fuselage 101 and on one side of the fuselage 101 include at least one tiltrotor unit 320, and all propulsion assemblies 300 arranged near the rear of the fuselage 101 and on the other side of the fuselage 101 also include at least one tiltrotor unit 320, and the two-by-two groups are arranged in a centrally symmetrical horizontal plane projection, i.e., forming a diagonal arrangement. For example, when the first propulsion assembly group 10 and the fourth propulsion assembly group 40 are both connected to the first battery module 201, the first propulsion assembly group 10 and the fourth propulsion assembly group 40 each include at least one tilt-rotor unit 320, and in the vertical take-off and landing stage, the projections of the tilt-rotor unit 320 of the first propulsion assembly group 10 and the tilt-rotor unit 320 of the fourth propulsion assembly group 40 on the horizontal plane are centrally symmetrical to each other.

[0048] Alternatively, in another embodiment, in each of the propulsion assemblies 300 located near the front of the fuselage and on the left and right sides of the fuselage 101, and each of the propulsion assemblies 300 located near the rear of the fuselage and on the left and right sides of the fuselage 101, which are powered by the battery module 200, the tilt-rotor unit 320 belonging to the first propulsion assembly group 10 and the tilt-rotor unit 320 belonging to the fourth propulsion assembly group 40 are connected to the same battery module 200. Furthermore, the tilt-rotor unit 320 belonging to the second propulsion assembly group 20 and the tilt-rotor unit 320 belonging to the third propulsion assembly group 30 are connected to the same battery module 200.

[0049] As will be readily understood, in this embodiment, since the battery module 200 supplies power to at least one set of centrosymmetric tiltrotor units 320, if the battery module 200 fails, the at least one centrosymmetric tiltrotor unit 320 connected thereto also loses power. This more accurately prevents unbalanced torque within the propulsion assembly 300, ensuring dynamic balance within the aircraft while waiting for the flight control system to respond. Furthermore, the complexity of the flight control system's fault-tolerant control algorithm can be reduced.

[0050] Each of 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 may only include the tilt-rotor unit 320 , and in this case all the battery modules 200 are only connected to the tilt-rotor unit 320 .

[0051] Of course, each of 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 may include some propulsion assembly groups including both tilt-rotor units 320 and fixed-rotor units 310, while another propulsion assembly group includes only tilt-rotor units 320. Alternatively, each of 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 may include both tilt-rotor units 320 and fixed-rotor units 310. For the case where the eVTOL also includes fixed-rotor units 310, in one embodiment, when a portion of the propulsion assemblies 300 are fixed-rotor units 310, all fixed-rotor units 310 powered by the same battery module 200 are grouped in pairs. When the vertical take-off and landing vehicle is in the vertical take-off and landing phase, the projections of the propellers of the fixed-rotor units 310 in the same group on the horizontal plane are centrally symmetrical. Specifically, in one option of this embodiment, all propulsion assemblies 300 that are arranged near the head of the fuselage 101 and located on one side of the fuselage 101 and are powered by the battery module 200 include at least one fixed rotor unit 310, and all propulsion assemblies 300 that are arranged near the tail of the fuselage 101 and located on the other side of the fuselage 101 and are powered by the battery module 200 also include at least one fixed rotor unit 310, and are arranged in pairs in a centrally symmetrical arrangement, i.e., they also form a diagonal arrangement. For example, when the first propulsion assembly group 10 and the fourth propulsion assembly group 40 are both connected to the first battery module 201, the first propulsion assembly group 10 and the fourth propulsion assembly group 40 each include at least one fixed rotor unit 310, and during the vertical take-off and landing phase, the projections of the fixed rotor units 310 of the first propulsion assembly group 10 and the fixed rotor units 310 of the fourth propulsion assembly group 40 on the horizontal plane are centrally symmetrical to each other.

[0052] Alternatively, in another alternative of this embodiment, in each of the propulsion assemblies 300 located near the front of the fuselage and on the left and right sides of the fuselage 101, and each of the propulsion assemblies 300 located near the rear of the fuselage and on the left and right sides of the fuselage 101, both powered by the battery module 200, the fixed rotor units 310 belonging to the first propulsion assembly group 10 and the fixed rotor units 310 belonging to the fourth propulsion assembly group 40 are centrally symmetrical in their horizontal projections and are connected to the same battery module 200. Furthermore, the fixed rotor units 310 belonging to the second propulsion assembly group 20 and the fixed rotor units 310 belonging to the third propulsion assembly group 30 are centrally symmetrical in their horizontal projections and are connected to the same battery module 200.

[0053] As can be seen, in this embodiment, since the battery module 200 supplies power to a group of centrally symmetrical fixed rotor units 310, if the battery module 200 fails, the group of centrally symmetrical fixed rotor units 310 connected to it will also lose power. This more accurately prevents unbalanced torque within the propulsion assembly 300 at the level of each propulsion assembly 300, ensuring dynamic balance of the aircraft while waiting for the flight control system to respond. Alternatively, the complexity of the flight control system's fault-tolerant control algorithm can be reduced.

[0054] It is easy to understand that the fixed rotor unit 310 shuts down or enters a low-power mode during the cruise phase of the eVTOL, and during the vertical take-off and landing phase and the tilt transition phase, under normal circumstances, 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 the tilt rotor units 320 will bear a total of 600KW, and all the fixed rotor units 310 will bear a total of 400KW. In this way, the power requirements between the fixed rotor unit 310 and the tilt rotor unit 320 are not consistent. If any battery module 200 only supplies power to a part of the fixed rotor unit 310 or only supplies power to a part of the tilt rotor unit 320 under normal conditions. This will result in discharge differences between different battery modules 200, resulting in large differences in the remaining power of each battery module 200 after the flight mission, rather than the battery modules 200 on the eVTOL being discharged evenly to reduce the power to the warning value simultaneously for charging or replacement. This will lead to inconsistent maintenance cycles for the battery modules 200 on the eVTOL, thereby increasing the maintenance and operating costs of the eVTOL. To this end, in this embodiment, all propulsion assemblies 300 powered by the same battery module 200 include the tilt-rotor unit 320 and the fixed-rotor unit 310.

[0055] Specifically, in order to meet the requirement that all propulsion assemblies 300 powered by the same battery module 200 include both tilt-rotor units 320 and fixed rotor units 310, the at least four propulsion assemblies 300 of the eVTOL include 2N fixed rotor units 310 and 2M tilt-rotor units 320, the 2N fixed rotor units 310 are symmetrically distributed on both sides of the fuselage 101, and the 2M tilt-rotor units 320 are symmetrically distributed on both sides of the fuselage 101; N and M are both natural numbers greater than or equal to 2; among them, all propulsion assemblies 300 arranged near the head of the fuselage 101 and located on one side of the fuselage 101 include at least one tilt-rotor unit 320 and at least one fixed rotor unit 310, and all propulsion assemblies 300 arranged near the tail of the fuselage 101 and located on one side of the fuselage 101 include at least one tilt-rotor unit 320 and at least one fixed rotor unit 310. The 2N fixed rotor units 310 are grouped in pairs, and the projections of the fixed rotor units 310 in the same group on the horizontal plane are centrally symmetrical; the 2M tilt-rotor units 320 are grouped in pairs, and the projections of the tilt-rotor units 320 in the same group on the horizontal plane are centrally symmetrical.

[0056] In this way, 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 and fixed rotor units 310. 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 all include tilt-rotor units 320, so that at least some of the tilt-rotor units 320 are arranged in front of the center of gravity of the aircraft body, and at least some of the tilt-rotor units 320 are arranged in the rear of the center of gravity of the aircraft body, which is conducive to achieving a balance of multiple force couples and can make the vertical take-off and landing process of the vertical take-off and landing aircraft more stable. Of course, the first, second, third, and fourth propulsion assembly groups 10, 20, 30, and 40 of the eVTOL also include fixed rotor units 310. These units can primarily generate lift in their respective regions during vertical ascent and descent. Alternatively, they can supplement lift when the lift provided by the tilt-rotor units 320 is insufficient. This layout ensures sufficient lift reserves in each of the four aforementioned regions of the eVTOL fuselage, thereby improving flight stability and safety during vertical ascent and descent.

[0057] In this way, when the battery module 200 is configured to supply power to all propulsion assemblies 300 arranged near the head of the fuselage 101 and located on one side of the fuselage 101 and all propulsion assemblies 300 arranged near the tail of the fuselage 101 and located on the other side of the fuselage 101, if the battery module 200 simultaneously supplies power to all propulsion assemblies 300 of the first propulsion assembly group 10 and the fourth propulsion assembly group 40, since the first propulsion assembly group 10 and the fourth propulsion assembly group 40 both include tilt-rotor units 320 and fixed rotor units 310, all propulsion assemblies 300 powered by the battery module 200 include at least one group of centrally symmetrical tilt-rotor units 320 and at least one group of centrally symmetrical fixed rotor units 310.

[0058] Alternatively, if the battery module 200 is configured to power one propulsion assembly 300 located near the front of the fuselage and on the left and right sides of the fuselage 101, and one propulsion assembly 300 located near the rear of the fuselage and on the left and right sides of the fuselage 101, the four propulsion assemblies powered by the battery module 200 include two centrally symmetrical tilt-rotor units 320 and two centrally symmetrical fixed-rotor units 310. In this case, the battery module 200 powers one fixed-rotor unit 310 and one tilt-rotor unit 320 on either the left or right side of the fuselage, the front side of the wing, or the rear side of the wing, and the fixed-rotor unit 310 and the tilt-rotor unit 320 are located on opposite sides of the fuselage or wing. For example, a battery module 200 supplies power to a fixed rotor unit 310 of the first propulsion assembly group 10 , a tilt rotor unit 320 of the second propulsion assembly group 20 , a tilt rotor unit 320 of the third propulsion assembly group 30 , and a fixed rotor unit 310 of the fourth propulsion assembly group.

[0059] It can be seen that when all battery modules 200 of the eVTOL adopt any of the above-mentioned two power supply methods separately, during the vertical landing stage and the tilt transition stage, when any battery module 200 fails, any two propulsion assemblies 300 connected to it in a centrally symmetrical relationship will reduce power output together, and power balance can be maintained for a short time while waiting for the flight control system to respond, thereby reducing the impact on the aerodynamic balance of the eVTOL and simplifying the fault-tolerant control algorithm. In addition, since the power of all tilt-rotor units 320 on the same eVTOL is generally close to the same, the power of all fixed-rotor units 310 on the same eVTOL is generally close to the same, each battery module 200 is not only connected to a part of the fixed-rotor units 310 to supply power thereto, but also connected to a part of the tilt-rotor units 320 to supply power thereto, and since the tilt-rotor units 320 and the fixed-rotor units 310 are both bilaterally symmetrical, that is, the number of tilt-rotor units 320 connected to all battery modules 200 is the same (M in the first power supply mode and 2 in the second power supply mode), and the number of fixed-rotor units 310 connected to all battery modules 200 is the same (M in the first power supply mode and 2 in the second power supply mode). In this way, during the vertical take-off and landing phase, the tilt transition phase and the cruising phase, the power consumption of all battery modules 200 is roughly the same, or within the allowable discharge error range, discharge balance can be roughly achieved between all battery modules 200, ensuring that the power 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.

[0060] Alternatively, among all the battery modules 200 of the eVTOL, some of the battery modules 200 may adopt the first power supply method, while another part of the battery modules 200 may adopt the second power supply method.

[0061] It should be noted that in the above embodiment, the central symmetric point can be the center of gravity G of the eVTOL. Alternatively, in one embodiment, the central symmetric point of the two tilt-rotor units 320 is point B. Point B and point G, the center of gravity of the vertical take-off and landing aircraft, are both located within the symmetry plane of the fuselage 101, and point B is located on the side of point G closer to the tail 102. During the modal change of the vertical take-off and landing aircraft, point G and point B both move along the symmetry plane, and point B always remains on the side of point G closer to the tail 102. The central symmetric point of the two fixed rotor units 310 is point A. Point A is located within the symmetry plane of the fuselage 101. During the modal change of the vertical take-off and landing aircraft, point G is located on the side of point A closer to the fuselage nose or coincides with point A.

[0062] It should be noted that point A and point B can be the same point or different points. For example, point B is always located on the side of point A close to the tail 102. Figure 5 With this layout, the eVTOL's center of gravity, point G, and the center of symmetry, point B, of the tilt-rotor unit 320 do not coincide. Specifically, during the eVTOL's tilt transition phase, both points G and B move along the plane of symmetry toward the nose of the fuselage 101. Therefore, the pulling force exerted by the tilt-rotor unit 320 forward of the center of gravity exerts a smaller torque on point G, while the pulling force exerted by the tilt-rotor unit 320 aft of the center of gravity exerts a larger torque on point G. This torque difference between the front and rear tilt-rotor units 320 can partially offset the pitching torque generated by the tilt-rotor unit's airwash on the tail 102, thereby reducing the difficulty of pitch control. Therefore, when the tilt-rotor units 320 on the front and rear sides of the center of gravity G have the same throttle speed, a nose-down moment will be generated due to the difference in the length of the lever arm of the center of gravity G. The nose-down moment can be used to offset or partially offset the nose-up moment generated by the tilt-rotor unit wash area on the tail 102. Therefore, the eVTOL can better balance the pitch moment when the throttles of the front and rear propulsion assemblies 300 are consistent.

[0063] With the head of the eVTOL fuselage 101 facing forward, the symmetric center B of the 2N tilt-rotor units 320 is located behind the center A of the 2M fixed rotor units 310, and the distance from point A to point B is L2, L2>0. As the 2N tilt-rotor units 320 tilt forward, the center of gravity of the 2N tilt-rotor units 320, the center of gravity G of the eVTOL, and the symmetric center B will move toward the head of the fuselage 101. The 2N tilt-rotor units 320 move from a preset vertical take-off and landing position (e.g., During the entire tilting process from the tilting position (for example, a tilt angle of 90°) to the preset cruise position (for example, a tilt angle of 0°), L2 is always greater than 0; at the same time, the center of gravity G of the eVTOL is in front of the symmetry center B of the 2N tilt-rotor units 320, and is also in front of the symmetry center A of the 2M fixed rotor units 310. The distance from point A to point G is L1, L1≥0, and as the 2N tilt-rotor units 320 tilt forward, the center of gravity G gradually moves forward, and the absolute value of L1 becomes larger and larger. Under this layout, the center of gravity of the eVTOL and the center of symmetry of the fixed rotor unit 310 or the center of symmetry of the tilt rotor unit 320 do not coincide with each other, and during the transition of the eVTOL from the vertical take-off and landing phase to the cruising state, both point G and point B move along the symmetry plane toward the side close to the head of the fuselage 101, and point G is located on the side of point A close to the head of the fuselage 101 or coincides with point A, and point B is always located on the side of point A close to the tail 102. Therefore, the pulling force generated by the tilt rotor unit 320 and the fixed rotor unit 310 in front of the center of gravity has a smaller torque on the center of gravity point G, and the pulling force generated by the tilt rotor unit 320 and the fixed rotor unit 310 behind the center of gravity has a larger torque on the center of gravity point G. The torque difference between the front and rear rotors can resist part of the nose-up torque generated by the tilt rotor wash area on the tail 102, thereby reducing the difficulty of pitch control. Therefore, when the fixed rotor unit 310 or the tilt rotor unit 320 on the front and rear sides of the center of gravity G has the same throttle speed, a nose-down moment will be generated due to the difference in the length of the lever arm of the center of gravity G. The nose-down moment can be used to offset or partially offset the nose-up moment generated by the tilt rotor unit wash area on the tail 102. Therefore, the eVTOL can better balance the pitch moment when the throttle of the front and rear propulsion components is consistent.

[0064] For any of the aforementioned first propulsion assembly group 10, second propulsion assembly group 20, third propulsion assembly group 30 and fourth propulsion assembly group 40, when it includes two propulsion assemblies 300, the tilt-rotor unit 320 can be arranged farther away from the central axis 101a 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 101a of the fuselage 101 than the tilt-rotor unit 320. This embodiment does not limit this. When it includes three or more propulsion assemblies 300, the tilt-rotor units 320 and the fixed rotor units 310 can be arranged alternately one by one, or arranged alternately in unequal quantities; or all the tilt-rotor units 320 can be arranged farther away from the central axis 101a of the fuselage 101 than all the fixed rotor units 310, or all the fixed rotor units 310 can be arranged farther away from the central axis 101a of the fuselage 101 than all the tilt-rotor units 320. This embodiment does not limit this.

[0065] In one embodiment, among all propulsion assemblies 300 located on one side of the fuselage 101, any fixed rotor unit 310 is located on the side of any tilt rotor unit 320 away from the fuselage 101. Specifically, in the left-right direction, in the second propulsion assembly group 20 and the first propulsion assembly group 10, the fixed rotor unit 310 is close to the wingtip side of the wing in the corresponding direction, while the tilt rotor unit 320 is close to the wing root side of the wing in the corresponding direction. In the third propulsion assembly group 30 and the fourth propulsion assembly group 40, the fixed rotor unit 310 is close to the wingtip side of the wing in the corresponding direction, while the tilt rotor unit 320 is close to the wing root side of the wing in the corresponding direction. In this embodiment, please refer to Figure 6 , all fixed rotor units 310 are located outside, away from the fuselage 101, forming a first power group 1, and all tilt-rotor units 320 are located inside, close to the fuselage 101, forming a second power group 2. The first power group 1 and the second power group 2 work together inside and outside to maintain the aerodynamic balance of the entire aircraft. Compared with the arrangement of the tilt-rotor units 320 outside and the fixed rotor units 310 inside, the layout provided by this embodiment can also reduce the yaw moment generated after the failure of some of the tilt-rotor units 320. Since one of the core functions of the tail 102 during vertical take-off and landing is to balance the yaw moment, the requirement for tail capacity (vertical tail area × vertical tail lever arm) can naturally be reduced when the yaw moment is greatly reduced, and the safe flight envelope after the failure of some of the tilt-rotor units 320 can be expanded. In addition, compared with the structure of the four tilt-rotor units 320 at the front of the wing, the frontal area of the fixed rotor units 310 of the four inner tilt-rotor units 320 is reduced, which helps to reduce drag.

[0066] For ease of understanding, a specific eVTOL configuration is shown below: 2M tilt rotor units 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 provided 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 provided 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 provided at the wingtip of the left stabilizer. The fourth tilt rotor unit 324 is provided at the wingtip of the left stabilizer. Unit 324 is arranged at the wingtip of the right stabilizer; the 2N fixed rotor units 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 arranged on the head side of the fuselage of the left wing 103, the second fixed rotor unit 312 is arranged on the head side of the fuselage of the right wing 104, the third fixed rotor unit 313 is arranged on the tail side of the fuselage of the left wing 103, and the fourth fixed rotor unit 314 is arranged on the tail side of the fuselage of the right wing 104.

[0067] As can be seen, in this embodiment, the eVTOL includes a total of four tilt-rotor units 320, two of which are located at the wingtips of the left and right stabilizers of the tail 102, respectively. The other two tilt-rotor units 320 are located on the fuselage nose side of the left wing 103 and the fuselage nose side of the right wing 104, respectively. They are approximately aligned with the tilt-rotor units 320 on the corresponding sides of the tail 102, so that the other two tilt-rotor units 320 are arranged close to the fuselage 101. The two fixed-rotor units are located on the fuselage nose side and the fuselage tail side of the left wing 103, respectively, and are both arranged close to the wingtip of the left wing 103. The other two fixed-rotor units are located on the fuselage nose side and the fuselage tail side of the right wing 104, respectively, and are both arranged close to the wingtip of the right wing 104. Specifically, the first fixed rotor unit 311 is located on the nose side of the left wing 103, and the third fixed rotor unit 313 is located on the tail side of the left wing 103. The first and third fixed rotor units 311, 313 are arranged on a line parallel to the central axis 101a of the fuselage 101. The second and fourth fixed rotor units 312, 314 are both located on the right side of the fuselage 101. The second fixed rotor unit 312 is symmetrically arranged relative to the first fixed rotor unit 311 about a plane of symmetry of the fuselage 101, which also corresponds to the plane of symmetry of the aircraft's central axis 101a. The fourth fixed rotor unit 314 is symmetrically arranged relative to the third fixed rotor unit 313 about the plane of symmetry of the fuselage 101. Furthermore, the projections of the first and fourth fixed rotor units 311, 314, and the projections of the second and third fixed rotor units 312, 313 on a horizontal plane are centrally symmetrical. The second tilt-rotor unit 322 and the fourth tilt-rotor unit 324 are both arranged on the right side of the fuselage 101. The second tilt-rotor unit 322 is symmetrically arranged with respect to the first tilt-rotor unit 321 about the plane of symmetry of the fuselage 101, and the fourth tilt-rotor unit 324 is symmetrically arranged with respect to the third tilt-rotor unit 323 about the plane of symmetry of the fuselage 101. Furthermore, the projections of the first and fourth tilt-rotor units 321 and 324 on a horizontal plane are centrally symmetrical, and the projections of the second and third tilt-rotor units 322 and 323 on a horizontal plane are centrally symmetrical. It should be noted that due to various factors, such as installation, perfect central symmetry cannot be achieved ideally. Therefore, the aforementioned central symmetry refers to approximately central symmetry.

[0068] It is understood that the tilt rotor unit 320 or the fixed rotor unit 310 can be directly mounted on the wing, or directly connected to the fuselage 101 through the arm. Alternatively, see Figure 1 、 Figure 3 and Figure 4The first tilt-rotor unit 321 is connected to the left wing 103 via a left arm 1031; the second tilt-rotor unit 322 is connected to the right wing 104 via a right arm 1041. Specifically, two arms are arranged horizontally on the left wing 103, one of which is located near the fuselage 101 and forms the left arm 1031. Left arm 1031 extends forward to accommodate the first tilt-rotor unit 321. The other arm is located near the wingtip of the left wing 103, with one end extending forward to accommodate the first fixed rotor unit 311 and the other end extending rearward to accommodate the third fixed rotor unit 313. Similarly, two arms are arranged horizontally on the right wing 104, one of which is located near the fuselage 101 and forms the right arm 1041. Right arm 1041 extends forward to accommodate the second tilt-rotor unit 322. The other one is arranged near the wingtip of right wing 104 , and one end thereof extends forward so as to be mounted on second fixed rotor unit 312 , and the other end thereof extends rearward so as to be mounted on fourth fixed rotor unit 314 .

[0069] In the aforementioned eVTOL configuration, see Figure 2 、 Figure 3 、 Figure 4 as well as Figure 7 , 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 the requirements of the weight distribution of the aircraft, 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, it 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 and right direction, or it can also be one side in the front and back direction, and this embodiment is not limited to this. In a specific embodiment, please refer to Figure 1 and Figure 7 The first battery module 201 is arranged on the left arm 1031 , the second battery module 202 is arranged on the right arm 1041 , 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 .

[0070] Based on the aforementioned eVTOL configuration, please refer to Figure 4In 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, thereby supplying power to a motor winding of each of the four propulsion assemblies 300, and 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, thereby supplying power to a 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, thereby supplying power to a motor winding of each propulsion assembly 300 in the four propulsion assemblies 300, and 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, thereby supplying power to a motor winding of each propulsion assembly 300 in the four propulsion assemblies 300.

[0071] Alternatively, see Figure 3 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, thereby supplying power to a motor winding of each of the four propulsion assemblies 300, and 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, thereby supplying power to a 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, thereby supplying power to a motor winding of each propulsion assembly 300 in the four propulsion assemblies 300, and 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, thereby supplying power to a motor winding of each propulsion assembly 300 in the four propulsion assemblies 300.

[0072] In the above two examples, the purpose of using the above connection method is:

[0073] (1) Discharge balance between battery modules 200

[0074] If any of the first battery module 201, the second battery module 202, the third battery module 203, and the fourth battery module 204, under normal conditions, only supplies power to several propulsion assemblies 300 in the first power group 1, or only supplies power to several propulsion assemblies 300 in the second power group 2, then discharge differences will occur among the first battery module 201, the second battery module 202, the third battery module 203, and the fourth battery module 204, which have the same battery capacity, resulting in significant differences in the remaining power of each battery module 200 after flight. Instead of the battery modules 200 on the eVTOL being discharged evenly and their power levels simultaneously reduced to the warning value for simultaneous charging / replacement, the maintenance cycles of the battery modules 200 on the eVTOL will be inconsistent, thereby increasing the maintenance cost of the eVTOL or affecting the operational economics of the eVTOL.

[0075] 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 the two fixed rotor units 310 and to the two tilt-rotor units 320. In this way, the four battery modules 200 can achieve discharge balance with each other, ensuring that the power of the four battery modules 200 is roughly reduced to the warning value at the same time so that they can be charged or replaced at the same time.

[0076] (2) Symmetrical power supply improves flight stability

[0077] Understandably, although the propulsion assembly 300 utilizes a backup design, such as a dual-winding motor, activating the backup or redistributing power to the flight control system requires response time. During this time, the thrust / lift / thrust provided by the faulty side of the fuselage is still less than that of the healthy side, resulting in flight instability. However, symmetrical power supply from the battery module 200 allows both centrally symmetrical propulsion assemblies 300 to lose power simultaneously in the event of a battery module 200 failure. This ensures power balance while waiting for the flight control system to respond, facilitating the use of eVTOLs in urban air environments and reducing the complexity of the flight control system's fault-tolerant control algorithms.

[0078] (3) Flight safety in various failure scenarios

[0079] In the first example and the second example, during the tilt transition stage and the vertical landing stage, when a single battery module 200 among the first battery module 201, the second battery module 202, the third battery module 203 and the fourth battery module 204 fails, only four of the eight propulsion assemblies 300, which are arranged in a centrally symmetrical manner in pairs, lose part of their power output, and the eVTOL can still maintain the balance of the entire machine, and the entire machine has sufficient lift.

[0080] In the first example, when the first battery module 201 and the third battery module 203 (i.e., the left area of the fuselage 101 loses power supply capability, see below, this situation may occur when the same power distribution module 100 shared by the battery modules 200 on a single side of the fuselage 101 fails) both fail, or when the second battery module 202 and the fourth battery module 204 both fail, or when the first battery module 201 and the second battery module 202 both fail, or when the third battery module 203 and the fourth battery module 204 both fail, the eight propulsion assemblies 300 on the eVTOL all lose partial power output, that is, the eight propulsion assemblies 300 can all output partial power, thereby ensuring that the eVTOL can still temporarily maintain balance.

[0081] In the second example, when both the first battery module 201 and the third battery module 203 (i.e., the left area of the fuselage 101 loses its power supply capability, see below, 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 six propulsion assemblies 300 can still provide sufficient lift to allow the pilot enough time to perform a controlled emergency landing. Specifically, whether a controlled emergency landing needs to be performed immediately needs to be comprehensively determined based on the SOC (State of Charge) of the battery module 200 and the landing site. If the SOC does not support vertical landing, landing can be performed by gliding. The first fixed rotor unit 311 and the fourth fixed rotor unit 314 are arranged in a centrally symmetrical manner, so that the entire machine can also maintain balance. Similarly, if both battery modules 200 in the right area of the fuselage 101 fail, the eVTOL will still provide the pilot with sufficient time to perform a controlled emergency landing. If both the first battery module 201 and the second battery module 202 fail, each of the eight propulsion assemblies 300 will partially lose power, meaning that all eight propulsion assemblies 300 will maintain power output, thus ensuring that the eVTOL can still fly. Similarly, if both the third battery module 203 and the fourth battery module 204 fail, each of the eight propulsion assemblies 300 will partially lose power, meaning that all eight propulsion assemblies 300 will maintain power output, thus ensuring that the VTOL can still fly.

[0082] The thrust and / or lift redistribution of the aforementioned flight control system may specifically be: when the vertical take-off and landing aircraft is configured to detect an abnormal state of any propulsion component, it is suitable for:

[0083] Shut down both the abnormal state propulsion component and the symmetrical propulsion component of the abnormal state propulsion component; at this time, the two symmetrical propulsion components in the eVTOL lose tension / lift / thrust, thereby preventing the eVTOL from pitching / yaw / flipping toward the side of the abnormal state propulsion component.

[0084] Alternatively, the abnormal propulsion assembly and its counterparts can be shut down, and the output power of the remaining propulsion assemblies can be adjusted to achieve the desired thrust / lift / thrust. Specifically, if the remaining propulsion assemblies are currently unable to meet the required thrust / thrust / lift, the eVTOL's flight control system can control each remaining propulsion assembly to increase its power accordingly, thereby achieving higher power output and achieving the desired thrust / thrust / lift.

[0085] Alternatively, the output power of the symmetrical propulsion assembly of the abnormal propulsion assembly can be adjusted to match the thrust / thrust / lift provided by the abnormal propulsion assembly. That is, if the abnormal propulsion assembly is abnormal but has not completely lost power, or if it is needed to provide corresponding thrust / thrust / lift in other circumstances, the output power of the other symmetrical propulsion assembly can be reduced to ensure the aerodynamic balance of the eVTOL during flight.

[0086] Alternatively, the output power of the symmetrical propulsion assembly and the remaining propulsion assemblies of the abnormal propulsion assembly can be adjusted to achieve the desired thrust / thrust / lift. Since eVTOLs are used in complex urban environments, in order to achieve more ideal aerodynamic balance across the entire flight profile, the eVTOL's flight control system will proactively reduce the power of the symmetrical propulsion assembly 300 if it detects that a propulsion assembly has reduced output power or even failed due to a battery module 200 failure or other reasons, thereby ensuring the aerodynamic balance of the eVTOL. Furthermore, the eVTOL's flight control system will control the remaining propulsion assemblies to increase their power, thereby achieving higher power output and the desired thrust / thrust / lift.

[0087] For the aforementioned symmetrical propulsion assembly, it can be any of the following:

[0088] (1) When the abnormal state propulsion assembly is a tiltrotor unit 320 and the eVTOL is in the vertical take-off and landing phase, the projections of the propeller of the abnormal state propulsion assembly and the propeller of the symmetrical propulsion assembly of the abnormal state propulsion assembly on the horizontal plane are centrally symmetrical with respect to point B;

[0089] (2) When the abnormal state propulsion assembly is a fixed rotor unit 310 and the eVTOL is in the vertical take-off and landing phase, the projections of the propeller of the abnormal state propulsion assembly and the propeller of the symmetrical propulsion assembly of the abnormal state propulsion assembly on the horizontal plane are centrally symmetrical with respect to point A;

[0090] (3) The projection of the propeller of the abnormal state propulsion assembly on the horizontal plane is symmetrical with respect to the symmetric plane of the vertical take-off and landing aircraft.

[0091] To meet eVTOL safety requirements, the motor in the electric engine of the propulsion assembly 300, as described above, is a dual-winding motor. Each motor winding utilizes a separate motor controller to provide the required power. Each motor controller connected to the two motor windings is powered by a different battery module 200. This allows the remaining motor winding to provide power even if a single motor winding fails. However, this approach presents two problems. 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 entire propulsion assembly 300. The remaining motor winding can only provide the required power by degrading the performance of the entire propulsion assembly 300. Under these conditions, the motor winding can only operate for a short time, making it difficult to support the aircraft's continued safe flight. To meet the flight performance requirements of the eVTOL and ensure flight safety, it is necessary to restore power to the motor winding that failed due to a power outage, allowing the propulsion assembly 300 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 200 is limited by factors such as energy density, grouping rate, installation space for the battery module 200 on the aircraft, and weight restrictions. The power capacity of a single battery module is limited, which 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. Under the condition 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 undesirable for a single battery module 200 to enter an unsafe state when there are multiple normally operating battery modules 200.

[0092] To this end, in one embodiment, the eVTOL further includes at least one power distribution module 100, through which at least some of the battery modules 200 are connected to corresponding propulsion assemblies 300. The power distribution module 100 is configured to have a common bus state and a multiple independent bus state. When the power distribution module 100 is in the multiple independent bus state, the power distribution module 100 has multiple independent buses 130, the number of which is consistent with the number of battery modules 200 connected to the power distribution module 100 and corresponds one-to-one to each other, and each battery module 200 is connected to a corresponding propulsion assembly 300 via a 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 some of 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 propulsion assemblies connected to the power distribution module 100 are connected to the output side of the common bus.

[0093] 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, so that the power distribution module 100 can distribute the power provided by the battery module 200 to different propulsion assemblies 300 and also to other onboard loads. In other words, the power distribution module 100 is the power 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, thereby receiving the power provided by the battery module 200 connected thereto. The power distribution module 100 also has an output interface 120 connected to various loads including the corresponding propulsion assembly 300. The output interface 120 transmits the distributed power to the various loads connected thereto. It is worth mentioning that an output interface 120 may include multiple sub-interfaces, thereby connecting to multiple loads. For example, please refer to Figure 3 In the specific embodiment provided, the first battery module 201 is connected to a motor winding in 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 .

[0094] In this embodiment, the power distribution module 100 is configured to have multiple independent bus states and a common bus state. It will be appreciated that the power distribution module 100 in the multiple independent bus state includes multiple independent buses. That is, the power distribution module 100 establishes a normal power supply channel between each battery module 200 and the motor windings of its corresponding multiple propulsion assemblies 300 via an independent bus 130, thereby transmitting the electrical energy provided by each battery module 200 to the corresponding multiple propulsion assemblies 300 via the independent bus 130 of the normal power supply channel. As can be seen, when all battery modules of the eVTOL are functioning normally, the power distribution module 100 is in the multiple independent bus state. The common bus state has a common bus. At this time, the power distribution module 100 reconstructs at least part of the connections of all the independent buses 130 inside into a common bus, so that the input interfaces 110 corresponding to the reconstructed independent buses 130 are all connected to the input side of the common bus, and all the output interfaces 120 corresponding to the reconstructed independent buses 130 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 interfaces 120.

[0095] Therefore, if any of the battery modules 200 (the first, second, third, and fourth battery modules 201, 202, 203, and 204) experiences a power supply anomaly, the power distribution module 100 switches to a common bus state, distributing the power provided by the remaining battery modules 200 to the loads, such as the propulsion assembly 300, that the abnormally powered battery module 200 should have supplied. This ensures a continuous power supply to the corresponding propulsion assembly 300, stabilizes the power supply to the propulsion assembly 300, and ensures a continuous power supply to the eVTOL's onboard loads, further enhancing the safety margin of the eVTOL. 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 the independent buses 130 are independent of each other, a redundant design exists in the multi-independent bus state, preventing a single point of failure from causing a breakdown of the entire onboard electrical system.

[0096] 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. Thus, all battery modules 200 are connected to the input side of the common bus, and all motor windings of the propulsion assembly 300 are connected to the output side of the common bus. In this case, all battery modules 200 in the normal state jointly provide power to all motor windings. The following will further illustrate the example of all independent buses 130 being reconfigured into a common bus.

[0097] It is not difficult to see that in this embodiment, the power distribution module 100 can be switched to a common bus state to power all motor windings together, thereby restoring power to the motor windings that have lost power, and further enabling all motor windings of the propulsion assembly to operate normally without performance degradation.

[0098] 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 130 are independent of one another, the multi-independent bus state provides a redundant design, preventing a single point of failure from causing a breakdown of the entire onboard electrical system. The power distribution module 100 is configured to switch to a common bus state upon detecting that a state switching condition has been met.

[0099] (1) The power supply end of the power distribution module 100 is abnormal

[0100] For example, if the battery module 200 experiences a power supply anomaly, this could mean a failure of the battery module 200, which could lead to the corresponding multiple motor windings failing. This could also mean one or more propulsion assemblies 300 facing performance degradation or power loss, potentially putting the aircraft in a dangerous state. To ensure the accuracy of state switching, the power distribution module 100 is configured to switch to the common bus state upon detecting a power supply anomaly in at least one battery module 200. This ensures the eVTOL can maintain minimal flight capabilities or increase pilot response time in the event of a power supply anomaly in the battery module 200, resulting in the corresponding propulsion assembly 300 and other loads facing failure, or one or more propulsion assemblies 300 facing shutdown, potentially putting the eVTOL in a dangerous state. It should be noted that a power supply anomaly in the battery module 200 could mean a failure, such as a battery module 200 power level dropping below a preset threshold. Furthermore, a power supply anomaly in the battery module 200 could also include other situations where the battery module 200 fails, is damaged by external objects, or fails due to high temperature, and is unable to provide power normally.

[0101] Of course, in order to ensure the accuracy of state switching, in one embodiment, the power distribution module 100 is configured to switch to the common bus state when it detects that the voltage value of at least one independent bus is less than the warning value and the internal line of the independent bus 130 is not short-circuited. Since the short-circuit fault has not been eliminated, connecting the independent bus 130 with other independent buses 130 to reconstruct it into a common bus will cause the common bus to still be in a short-circuit fault state, which will lead to catastrophic consequences for the eVTOL. Therefore, when the independent bus 130 is a short-circuit fault, the power distribution module 100 is not allowed to switch states. And according to the elimination of the short-circuit fault, it can be seen that 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 a fault.

[0102] In the case of excluding short circuit faults, circuit parameters include but are not limited to current value, voltage value or insulation resistance value, etc. Taking voltage value as an example, specifically, a voltage sampling circuit or other structure can be configured in the power distribution module 100 to monitor the real-time voltage value 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 an abnormal power supply, and then it can be switched to the common bus state. Of course, since the power distribution module 100 may be involved in the normal power-off after landing of an aircraft such as eVTOL, resulting in a decrease in voltage value, 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 it detects that the voltage value of at least one independent bus 130 is less than the warning value, there is no short circuit in the internal circuit of the independent bus, and the vertical take-off and landing aircraft is in flight.

[0103] It should be noted that, in addition to the above reasons why it is necessary to restore the failed motor winding to work so that the propulsion assembly 300 can work normally, please refer to Figure 4 After the first battery module 201 fails, 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 all have only a single motor winding working, which will cause the battery module 200 ( Figure 4 The fourth battery module 204 in the system consumes significantly more power and requires a higher discharge rate. In particular, transient responses can cause the voltage of this battery module 200 to drop, impacting the safety of the entire system. In this embodiment, the remaining three battery modules 200 are connected in parallel to the input side of the common bus, providing greater capacity and greater tolerance to transient responses, thereby ensuring the safety of the entire system.

[0104] Furthermore, it is not difficult to see that the parallel connection of the remaining battery modules 200 can force the voltages of the remaining battery modules to converge. Prior to the actual parallel connection, the voltages of the remaining battery modules 200 were always inconsistent, and the loads did not stop working during the parallel connection process. After the parallel connection, the output current of the battery module 200 with a higher voltage was greater, and soon the voltages of the remaining multiple battery modules 200 converged. This can maintain voltage stability for the onboard electrical system, reduce voltage fluctuations, and provide higher fault tolerance, thereby improving the stability of the entire system. That is, in this embodiment, since the multiple battery modules 200 have a larger capacity after being connected in parallel, they are more tolerant to transient responses, thereby ensuring the overall safety of the aircraft.

[0105] (2) Failure of the entire propulsion component

[0106] Specifically, a complete failure of a propulsion assembly includes a failure of all motor windings of the propulsion assembly, or a failure of the propeller portion of the propulsion assembly. A motor winding failure may be an abnormal decrease in power output or even a complete loss of power output. It is easy to understand that if all motor windings of a propulsion assembly fail, or if a propeller fails, the eVTOL flight control system will need to reduce the power of the symmetrical propulsion assembly of that propulsion assembly, or even shut down that symmetrical propulsion assembly, in order to redistribute the thrust / thrust and / or lift.

[0107] See also Figure 4After the first fixed rotor unit 311 of the eVTOL fails, the fourth fixed rotor unit 314, which is symmetrical with it, is shut down to maintain stable flight. This inevitably results in excess capacity in the first battery module 201 and the fourth battery module 204 connected to the first and fourth fixed rotor units 311 and 314. Furthermore, to maintain flight power requirements, the eVTOL's total power requirement remains unchanged. Therefore, after the first fixed rotor unit 311 fails, the flight control system controls other propulsion components (including but not limited to the first tiltrotor unit 321, the third fixed rotor unit 313, the fourth tiltrotor unit 324, and the second fixed rotor unit 312) to increase their output power. This inevitably causes the battery modules 200 connected to these power-boosted propulsion components 300 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, the power distribution module 100 reorganizes the power grid so that the remaining battery modules 200 are connected in parallel and supply power together to achieve discharge balance and improve maintenance economy.

[0108] 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 the remaining battery modules 200 to be connected in parallel for balanced power supply, thereby improving overall system safety.

[0109] 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 symmetrical propulsion assembly or control the performance degradation of the symmetrical propulsion assembly. In this embodiment, not only the power output of the symmetrical propulsion assembly is adjusted, but the power grid is also reorganized through the state switching of the distribution module 100.

[0110] (3) Receive the state switching instruction

[0111] That is, when the power distribution module 100 receives the state switching instruction, it switches from the multiple independent bus state to the common bus state. It should be noted that the state switching instruction can be issued by the pilot according to the actual flight situation or flight mission. Alternatively, the state switching instruction can also be issued to the aircraft by an external device or a control center (such as a ground control center), and this embodiment does not limit this. It is also worth mentioning that the power distribution module 100 switches to the common bus state in order to solve the failure problem of the motor winding or battery module faced by eVTOL. After switching to the common bus state, it will not switch back to the multiple independent bus state during the current flight mission.

[0112] In addition, the power distribution module 100 switches from the multiple independent bus state to the common bus state through the first switch units 140 , and the number of the first switch units 140 is consistent with the number of the independent buses 130 .

[0113] As an option of this embodiment, the first switch units 140 correspond one-to-one to the independent buses 130, all the first switch units 140 are connected in parallel to each other, and each first switch unit 140 is respectively connected in series with the corresponding independent bus 130 so that when all the first switch units 140 are disconnected, the distribution module 100 is in a multi-independent bus state, and when all the first 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.

[0114] See also 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 consistent with the number of the independent buses 130 and they correspond one-to-one to each other. One end of each first switch unit 140 is connected in series with the corresponding independent bus 130, and the other end of each first switch unit 140 is connected to the same line to achieve parallel connection with each other.

[0115] In this way, when all first switch units 140 are turned off, a single battery module 200 corresponds to a single independent bus 130. Under normal operating conditions, the independent buses 130 corresponding to different battery modules 200 are electrically isolated from each other, placing the power distribution module 100 in a multi-independent bus state. In this multi-independent bus state, a failure in any battery module 200 or load circuit will not affect the other independent buses 130 within the power distribution module 100, thereby improving the safety margin. When all first switch units 140 are turned on, all independent buses 130 are connected in parallel, thereby reconstructing a common bus.

[0116] Alternatively, as another option of this embodiment, all independent buses 130 of the power distribution module 100 are connected end to end in sequence, and a first switch unit 140 is provided between adjacent independent buses 130, so that when all first switch units 140 are disconnected, the power distribution module 100 is in a multi-independent bus state, and when all first switch units 140 are turned on, all independent buses 130 are connected in series to reconstruct into a common bus, so as to switch to the common bus state. For details, please refer to Figure 9 , the first switch units 140 shown are all connected between two independent buses 130. In this way, all independent buses 130 of the power distribution module 100 are sequentially connected end to end in series 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 being reconstructed into a common bus.

[0117] It is understandable that the independent bus 130 can be constructed as a structure such as a busbar. The busbar can be a metal bar or a group of metal bars connected in parallel. Therefore, all the busbars are connected in parallel or in series to form a loop, which will reconstruct all the busbars into a busbar, that is, all the independent buses are reconstructed into a common bus, so that the distribution module 100 is switched to the common bus state. Of course, the independent bus 130 can also be configured as other busbars such as busbars. The first switch unit 140 is configured as a busbar connection contactor. Of course, the first switch unit 140 can also be configured as a controllable switch, etc., and this embodiment does not limit this.

[0118] Furthermore, since at least two battery modules 200 are located on either side of the fuselage 101, they can each belong to two power distribution modules 100 to facilitate the layout of the power distribution system. Thus, in one embodiment, the at least two battery modules 200 comprise multiple battery packs. For example, the battery modules 200 in the left area of the aircraft body belong to one battery pack, while the battery modules 200 in the right area belong to another battery pack. Of course, if there are a large number of battery modules 200 on a single side of the fuselage, the battery modules 200 on that side can also belong to multiple battery packs.

[0119] The vertical take-off and landing aircraft also includes at least two power distribution modules 100 and at least two second switch units. The number of power distribution modules 100 is consistent with the number of battery packs and corresponds to each other one-to-one, and the battery modules 200 in the same battery pack are connected to the corresponding tilt rotor unit 320 and the fixed rotor unit 310 through the corresponding power distribution module 100. Each power distribution module 100 is configured to have multiple independent bus states and a common bus state for the entire machine. When the power distribution module 100 is in the multiple independent bus state, the power distribution module 100 has multiple independent buses 130. The number of independent buses 130 is consistent with the number of battery modules 200 connected to the power distribution module 100 and corresponds to each other one-to-one, and each battery module 200 is respectively connected to a part of the battery module 200 through the corresponding independent bus 130. The fixed rotor unit 310 and a part of the tilt-rotor unit 320 are connected; the number of the second switch units is consistent with the number of the independent buses 130, and the independent buses 130 of all the distribution modules 100 can be connected on and off through the second switch units, so that when all the second switch units are disconnected, each distribution module 100 is in a multi-independent bus state, and when all the second switch units are turned on, each distribution module 100 is in a whole-machine common bus state, so that the independent buses 130 of all the distribution modules 100 are connected to each other to reconstruct a whole-machine common bus, at least part of all the battery modules 200 are connected in parallel to the input side of the whole-machine common bus, and all the tilt-rotor units 320 and all the fixed rotor units 310 are connected to the output side of the whole-machine common bus.

[0120] Specifically, see Figure 5The eVTOL includes a left power distribution module 100a, which is disposed on the left wing 103, and a right power distribution module 100b, which is disposed on the right wing 104. The left power distribution module 100a and the right power distribution module 100b are connected via a jumper cable 400.

[0121] See also Figure 10 and Figure 11 , each independent bus 130 in each power distribution module 100 is suitable for being connected to one of the negative pole and the positive pole of the corresponding motor winding, and each power distribution module 100 also includes a connection unit 170, and the connection unit 170 is connected to the connection unit 170 of other power distribution modules 100, and the connection unit 170 is suitable for being connected to the other of the negative pole and the positive pole of each motor winding corresponding to the power distribution module 100. The following is explained by taking the connection of the independent bus 130 and the positive pole of the load (motor winding) as an example. Of course, the independent bus 130 can also be connected to the negative pole of the load, which is not repeated here. The independent buses 130 of all power distribution modules 100 can be connected on and off through the second switch unit, so that the connection reconstruction of all independent buses 130 is achieved by turning on the second switch unit.

[0122] As an option of this embodiment, the independent bus 130 of each power distribution module 100 is connected in series with a second switch unit, and all the second switch units are connected in parallel with each other. Figure 10 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 interface 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 interface 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 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.

[0123] The left power distribution module 100a also includes a connection unit 170, which is connected to the negative terminals of each input interface 110 and the negative terminals of each output interface 120. Furthermore, the connection unit 170 includes an external connection interface adapted to connect 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. Of course, in some 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 reducing the number of components and weight.

[0124] When all second switch units of all power distribution modules 100 are connected in parallel, all independent buses 130 of the multiple power distribution modules 100 are reconstructed into a common bus for the entire machine. It is understandable that after being reconstructed into a common bus for the entire machine, the input interface 110 of each battery module 200 of each power distribution module 100 is respectively connected to the input side of the common bus for the entire machine, that is, the battery modules 200 with normal power supply are connected to the common bus for the entire machine, while the battery modules 200 with abnormal power supply are not connected. At the same time, all motor windings connected to the multiple power distribution modules 100 are connected to the output side of the common bus for the entire machine. Similarly, the motor windings here are motor windings that can operate normally, and the faulty motor windings cannot be connected to the common bus for the entire machine.

[0125] As another option of this embodiment, two adjacent independent buses 130 in the same power distribution module 100 are connected to each other through a second switch unit. In the 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 through a second switch unit, and the first independent bus 130 of the first power distribution module 100 is connected to the last independent bus 130 of the last power distribution module 100 through a second switch unit. Figure 11 The first independent bus 130a is connected to the third independent bus 130c via switch unit BTC1, the second independent bus 130b is connected to the fourth independent bus 130d via switch unit BTC2, the third independent bus 130c is connected to the second independent bus 130b via switch unit BTC4, and the first independent bus 130a is connected to the fourth independent bus 130d via switch unit BTC3, thereby forming a loop with the four independent buses 130 connected end to end. Therefore, if any battery module 200 in the fuselage 101 experiences a power supply anomaly, the power grid can be reorganized by synchronously switching the left and right power distribution modules 100a, 100b, so that the remaining three battery modules 200 in the fuselage 101 can provide power to all loads, such as the motor windings, on the eVTOL.

[0126] Therefore, in this embodiment, when the second switch units of all power distribution modules 100 on the eVTOL are turned on, all independent buses 130 on the eVTOL can be connected to each other to reconstruct into a common bus for the entire machine. After reconstructing into a common bus for the entire machine, all normally functioning battery modules 200 on the eVTOL are connected to the input side of the common bus for the entire machine via their respective input interfaces 110, and all normally functioning onboard loads such as the propulsion assembly 300 are connected to the output side of the common bus for the entire machine via the output interface 120.

[0127] It is not difficult to see that this embodiment is not limited to power grid reorganization within a single power distribution module 100, but also includes power grid reorganization between multiple power distribution modules 100 on an eVTOL. It is understandable that for an eVTOL, multiple battery modules 200 can be distributed in different locations on the fuselage 101, such as symmetrically arranged on opposite sides of the fuselage 101, and coordinated with different power distribution modules 100. In the event of power supply anomalies in the battery modules 200 on any side, such as a single-sided impact or other accident that causes the battery module 200 on that side to fail, multiple or all power distribution modules 100 on the fuselage can be reconfigured into a common bus for the entire fuselage, and power can be supplied by power distribution modules 100 located elsewhere on the fuselage, thereby further improving safety redundancy.

[0128] It is easy to understand that when any battery module 200 fails, if the eVTOL is in the vertical take-off and landing stage, the eight propulsion assemblies 300 are all working, and the four motor windings connected to any battery module 200 are shut down. The remaining motor windings need to increase power to maintain the lift required by the eVTOL machine, resulting in uneven discharge between the remaining three battery modules. If it continues to operate in this state, the power of one of the battery modules 200 will drop rapidly, and the voltage will continue to drop. In the worst case, it may be discharged to the cut-off voltage, or the battery may suffer thermal runaway due to long-term high-rate discharge. After the power grid is reorganized, the remaining three battery modules 200 are connected in parallel to the input side of the common bus of the whole machine to supply power together, which has the following advantages:

[0129] 1. Balance the current burden of the remaining battery modules 200 and extend the power supply time: If the weight of the entire aircraft remains unchanged, the required electrical power for the entire aircraft to achieve flight is certain. Assuming the total current required at this time is I, and ignoring the slight differences due to the previous oblique symmetry, the output current of each battery module is now I / 4. If the first battery module 201 fails, the current required to be output by the fourth battery module 204 will increase from I / 4 to I / 2. If the rated current limit of each battery module 200 is Imax, it may exceed its safe range and cause overheating or damage. If the remaining second battery module 202, third battery module 203, and fourth battery module 204 are connected in parallel, the current required to be output by 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.

[0130] 2. Maintain voltage stability: Before parallel connection, the remaining three battery modules 200 independently output different currents. When the original power levels are consistent, the voltage of one of the battery modules 200 will drop faster than the other two battery modules 200. After the remaining battery modules 200 are connected in parallel, the voltages of the remaining three battery modules 200 can be forced to converge. Before the actual parallel connection, the voltages of the remaining three battery modules 200 are always inconsistent. During the parallel connection, the rear-end loads do not stop working. After the parallel connection, the battery module 200 with a higher voltage will output a larger current (the batteries here will not balance each other because the power required by the rear-end loads is much greater than the power difference between the battery modules 200, so the general trend is to output outward). Soon, the voltages between the three battery modules 200 will converge. For the entire system, voltage stability can be maintained, voltage fluctuations are smaller, and fault tolerance is higher, thereby improving the stability of the entire system.

[0131] 3. Improve system stability, system redundancy and fault tolerance: For the entire system, voltage stability can be maintained, voltage fluctuations are smaller, and fault tolerance is higher, thereby improving the stability of the entire system. In addition, after the grid reorganization allows the remaining battery modules 200 to be connected in parallel, if one of the remaining three battery modules 200 continues to fail due to a fault, the remaining two battery modules 200 can still continue to supply power by sharing the load. Compared to the possibility that a single propulsion component 300 will completely lose power and stop working when powered independently, the control difficulty is reduced at the overall control level, and the design parameter requirements for the battery module 200 and the propulsion component 300 are also reduced. In addition, during the grid reorganization, that is, the switching process of the distribution module 100, the battery modules 200 will be energized and connected in parallel one by one. When the consistency of the multiple battery modules 200 is good, the voltage difference between the multiple battery modules 200 is relatively low. During the connection of the parallel contactor, the voltage difference across the main contacts of the contactor is low (an arc will be generated when the voltage difference is high and the voltage is high), which can effectively reduce the secondary safety risks brought about by the grid reorganization after a fault.

[0132] 4. Optimize energy utilization: After the battery modules 200 are connected in parallel, the equivalent total internal resistance of the system is reduced, the power loss is reduced, and more energy is used to propel the components 300 rather than generate heat. The battery modules 200 can work in a more relaxed state, avoiding shortening of life due to high current.

[0133] 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 loads such as motor windings, in one embodiment, the power distribution module 100 further includes: at least two first safety protection modules 150 and / or at least two second safety protection modules 160. The number of first safety protection modules 150 matches the number of battery modules 200 and corresponds one-to-one with each other. The two ends of a first safety protection module 150 are respectively connected to the corresponding battery module 200 and the corresponding independent bus 130. The second safety protection module 160 is disposed between the corresponding independent bus 130 and the load.

[0134] 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 10 , 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.

[0135] Similarly, a second safety protection module 160 is configured between a group of output interfaces 120 and an independent bus 130 connected to each other, so that when a fault occurs in the power distribution channel or the load, the power distribution channel and the load can be electrically isolated. Figure 11 , a fuse F9 between the first independent bus 130a and the motor winding powered by the first battery module 201, a fuse F14 between the third independent bus 130c and a partial load of the motor winding powered by the third battery module 203, a fuse F15 between the second independent bus 130b and the motor winding powered by the second battery module 202, and a fuse F20 between the fourth independent bus 130d and the motor winding powered by the fourth battery module 204.

[0136] It is not difficult to see that in this embodiment, a high-voltage power distribution redundancy design is adopted to achieve electrical isolation between distribution channels, between battery modules, between loads, and between different fault points (power supplies, distribution channels or).

[0137] It is understandable that the first safety protection module 150 and / or the second safety protection module 160 can be configured as a relay, a circuit breaker or a fuse, etc. In one embodiment, the first safety protection module 150 and / or the second safety protection module 160 can be configured as a contactor and / or a fuse.

[0138] To address the single point of failure within the entire high-voltage power distribution network, the power distribution module 100 employed in this embodiment employs 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 power distribution modules, this embodiment also configures fuses and contactors between each battery module 200 and the independent bus 130, and fuses between the independent bus 130 and each load. This ensures that appropriate electrical isolation measures are in place in the event of a failure in the power supply, distribution channel, or high-voltage load.

[0139] The above are merely exemplary embodiments of the present invention and are not intended to limit the scope of protection of the present invention. All equivalent structural transformations made using the contents of the present invention's description and drawings, or direct / indirect applications in other related technical fields within the technical concept of the present invention are included in the scope of protection of the present invention.

Claims

1. A vertical take-off and landing aircraft, characterized in that: include: The aircraft body includes a fuselage, wings, and tail; At least four propulsion assemblies, each of which is disposed on the wing or the tail; at least two of the propulsion assemblies are symmetrically distributed on the left and right sides of the fuselage and arranged near the head of the fuselage; at least two of the propulsion assemblies are symmetrically distributed on the left and right sides of the fuselage and arranged near the tail of the fuselage, and at least some of the propulsion assemblies arranged near the tail of the fuselage are disposed on the tail; as well as At least two battery modules, each of which is disposed in the aircraft body, and each of which is configured to: supply power to at least all of the propulsion assemblies arranged near the head of the fuselage and located on one side of the fuselage, and all of the propulsion assemblies arranged near the tail of the fuselage and located on the other side of the fuselage, or to supply power to at least one of the propulsion assemblies arranged near the head of the fuselage and located on the left and right sides of the fuselage, and one of the propulsion assemblies arranged near the tail of the fuselage and located on the left and right sides of the fuselage; Wherein, each of the propulsion components is connected to at least two of the battery modules.

2. The vertical take-off and landing aircraft according to claim 1, characterized in that: In the case where at least part of the propulsion components are tilt-rotor units, all the tilt-rotor units powered by the same battery module are grouped in pairs, and when the vertical take-off and landing aircraft is in the vertical take-off and landing stage, the projections of the propellers of the tilt-rotor units in the same group on the horizontal plane are centrally symmetrical.

3. The vertical take-off and landing aircraft according to claim 2, characterized in that: In the case where a part of the propulsion components are fixed rotor units, all the fixed rotor units powered by the same battery module are grouped in pairs, and when the vertical take-off and landing aircraft is in the vertical take-off and landing stage, the projections of the propellers of the fixed rotor units in the same group on the horizontal plane are centrally symmetrical.

4. The vertical take-off and landing aircraft according to claim 3, characterized in that: All the propulsion components powered by the same battery module include the tilt rotor unit and the fixed rotor unit.

5. The vertical take-off and landing aircraft according to claim 4, characterized in that: The vertical take-off and landing aircraft is configured to perform any one of the following processes when detecting that any propulsion component is in an abnormal state: Shutting down the abnormal state propulsion component and the symmetrical propulsion component of the abnormal state propulsion component; Shutting down the abnormal state propulsion assembly and the symmetrical propulsion assembly of the abnormal state propulsion assembly, and adjusting the output power of the remaining propulsion assemblies to obtain the desired pulling force, thrust or lift; Adjusting the output power of the symmetrical propulsion assembly of the abnormal state propulsion assembly to match the pull, thrust or lift provided by the abnormal state propulsion assembly; The output power of the symmetrical propulsion assembly of the abnormal state propulsion assembly and the remaining propulsion assemblies is adjusted to obtain the desired pulling force, thrust or lift.

6. The vertical take-off and landing aircraft according to claim 4, characterized in that: The central symmetric point of the two tilt-rotor units is point B, point B and the center of gravity point G of the vertical take-off and landing aircraft are both located in the symmetry plane of the fuselage, and point B is located on the side of point G close to the tail fin. During the modal change of the vertical take-off and landing aircraft, point G and point B both move along the symmetry plane, and point B is always located on the side of point G close to the tail fin; and / or, The symmetrical point of the center of the two fixed rotor units is point A, and point A is located in the symmetry plane of the fuselage. During the modal change of the vertical take-off and landing aircraft, the center of gravity G of the vertical take-off and landing aircraft is located on the side of point A close to the head of the fuselage or coincides with point A, and the central symmetrical point B of the two tilt-rotor units is always located on the side of point A close to the tail.

7. The vertical take-off and landing aircraft according to claim 4, characterized in that: In all the propulsion assemblies located on one side of the fuselage, any one of the fixed rotor units is located on a side of any one of the tilt rotor units away from the fuselage.

8. The vertical take-off and landing aircraft according to claim 7, characterized in that: The wings include a left wing and a right wing, and the tail includes a left stabilizer and a right stabilizer; The at least four propulsion assemblies include a first tilt-rotor unit, a second tilt-rotor unit, a third tilt-rotor unit, and a fourth tilt-rotor unit, wherein the first tilt-rotor unit is provided on the left wing and located on the fuselage head side of the left wing, the second tilt-rotor unit is provided on the right wing and located on the fuselage head side of the right wing, the third tilt-rotor unit is provided at the wingtip of the left stabilizer, and the fourth tilt-rotor unit is provided at the wingtip of the right stabilizer; The at least four propulsion assemblies also 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 arranged on the head side of the fuselage of the left wing, the second fixed rotor unit is arranged on the head side of the fuselage of the right wing, the third fixed rotor unit is arranged on the tail side of the fuselage of the left wing, and the fourth fixed rotor unit is arranged on the tail side of the fuselage of the right wing.

9. The vertical take-off and landing aircraft according to claim 8, characterized in that: The at least two battery modules include a first battery module, a second battery module, a third battery module, and a fourth battery module, wherein the first battery module and the second battery module are distributed on one side of the aircraft body, and the third battery module and the fourth battery module are distributed on the other side of the aircraft body; The first battery module is configured to supply power to the first fixed rotor unit, the first tilt-rotor unit, the fourth fixed rotor unit, and the fourth tilt-rotor unit, and the second battery module is configured to supply power to the second fixed rotor unit, the second tilt-rotor unit, the third fixed rotor unit, and the third tilt-rotor unit; The third battery module is configured to supply power to the first fixed rotor unit, the second tilt-rotor unit, the fourth fixed rotor unit and the third tilt-rotor unit, and the fourth battery module is configured to supply power to the second fixed rotor unit, the first tilt-rotor unit, the third fixed rotor unit and the fourth tilt-rotor unit; or, the third battery module is configured to supply power to the second fixed rotor unit, the second tilt-rotor unit, the third fixed rotor unit and the third tilt-rotor unit, and the fourth battery module is configured to supply power to the first fixed rotor unit, the first tilt-rotor unit, the fourth fixed rotor unit and the fourth tilt-rotor unit.

10. The vertical take-off and landing aircraft according to claim 9, characterized in that: The first tilt-rotor unit is connected to the left wing through the left arm; the second tilt-rotor unit is connected to the right wing through the right arm; the first battery module is arranged on the left arm, the second battery module is arranged on the right arm, the third battery module is arranged on the left wing, and the fourth battery module is arranged on the right wing.

11. The vertical take-off and landing aircraft according to claim 1, wherein: Each of the propulsion assemblies includes at least two motor controllers, and the at least two motor controllers of each propulsion assembly are respectively connected to different battery modules; Wherein, the propulsion assembly includes at least two single-winding motors, and each of the single-winding motors is respectively connected to one of the motor controllers; or, the propulsion assembly includes a motor, and the motor includes at least two motor windings, and each of the motor windings is respectively connected to one of the motor controllers.

12. The vertical take-off and landing aircraft according to any one of claims 1 to 11, characterized in that: The vertical take-off and landing aircraft further includes a power distribution module, at least some of the battery modules are connected to the corresponding propulsion assemblies through the power distribution module, and the power distribution module is configured to have a common bus state and multiple independent bus states; When the power distribution module is in a multi-independent bus state, the power distribution module has multiple independent buses, the number of the independent buses is consistent with the number of the battery modules connected to the power distribution module and corresponds one to one to each other, and each battery module is connected to the corresponding propulsion assembly through the corresponding independent bus; When the power distribution module is in a common bus state, the power distribution module has a common bus, at least 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 propulsion components connected to the power distribution module are connected to the output side of the common bus.

13. The vertical take-off and landing aircraft according to any one of claims 1 to 11, characterized in that: The vertical take-off and landing vehicle includes a plurality of battery packs; At least two power distribution modules, the number of the power distribution modules being consistent with the number of the battery packs and corresponding one-to-one to each other, and the battery modules within the same battery pack being connected to the corresponding propulsion assembly via the corresponding power distribution module, each of the power distribution modules being configured to have a multiple independent bus state and a whole-machine common bus state, and when the power distribution module is in the multiple independent bus state, the power distribution module has multiple independent buses, the number of the independent buses being consistent with the number of the battery modules connected to the power distribution module and corresponding one-to-one to each other, and each of the battery modules being connected to the propulsion assembly via the corresponding independent bus; At least two second switch units, the number of the second switch units is consistent with the number of the independent buses, and the independent buses of all the distribution modules can be connected on and off through the second switch units, so that when all the second switch units are disconnected, each of the distribution modules is in the multiple independent bus state, and when all the second switch units are turned on, each of the distribution modules is in the whole machine common bus state, so that the independent buses of all the distribution modules are connected to each other to reconstruct into a whole machine common bus, at least part of all the battery modules are connected in parallel to the input side of the whole machine common bus, and all the propulsion components are connected to the output side of the whole machine common bus.

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