An electric vertical take-off and landing aircraft endurance enhancement method, system and electronic device

Abstract

The application provides a kind of electric vertical take-off and landing aircraft endurance enhancement method, system, electronic equipment and storage medium, adopt full task cycle stage energy optimization strategy, first obtain the division information of five stages of take-off, climb, cruise, descent, landing in flight mission profile, then real-time monitoring each stage power system output power, energy storage unit remaining capacity and the influence of external environment on energy demand;If the output power of power system in any stage cannot meet the demand, energy is supplemented by switching standby energy storage unit or adjusting power distribution strategy, wherein the take-off and climb stage preferentially calls high-power-density energy storage unit and combines airflow condition to optimize thrust distribution, the cruise stage dynamically adjusts the power output ratio according to the remaining capacity of energy storage and task distance, the descent and landing stage converts gravitational potential energy into electrical energy to recharge energy storage unit through mechanical energy-electric energy conversion device;Realize the accurate management of whole cycle energy, ensure stable operation under complex working conditions.

Description

Technical Field

[0001] The embodiments of the present invention relate to the fields of aviation technology and new energy optimization technology, and in particular to a method, system, electronic device and storage medium for enhancing the endurance of an electric vertical take-off and landing aircraft. Background Technology

[0002] Electric vertical takeoff and landing (eVTOL) aircraft, as core equipment for future urban air transportation, emergency rescue, and low-altitude logistics, have seen a significant acceleration in technological iteration in recent years due to their advantage of not requiring dedicated runways for vertical takeoff and landing. However, endurance remains a key bottleneck restricting their transition from technology verification to large-scale commercial application. Existing eVTOLs, limited by energy storage technology and energy management efficiency, generally suffer from short single-flight ranges (most less than 100km) and low operational efficiency due to frequent refueling. Although the industry has made some breakthroughs in power system hardware design (such as motor lightweighting) and basic energy management algorithms, the overall performance of energy utilization still does not meet the ideal requirements of real-world scenarios, making it difficult to meet the usage requirements of high-frequency operations such as long-distance commuting and cross-regional rescue.

[0003] Existing technologies for eVTOL range optimization are relatively singular in their approach, failing to provide a comprehensive solution covering all scenarios. For example, Chinese invention patent CN113704896A proposes a "layered progressive design optimization method for power systems," which achieves hardware weight reduction and performance improvement through mission profile power extraction, static optimization, and power matching. However, its core focus is on the static design of the power system, neglecting the dynamic energy distribution and adjustment under real-time operating conditions (such as airflow fluctuations and load changes) during flight. This results in energy utilization efficiency being significantly affected by operating conditions during actual flight, leading to unstable range improvement. Another Chinese invention patent CN116657517A shortens landing hover time to save energy through a "hollowed-out lander structure," but its optimization scope is limited to the single landing phase, lacking systematic optimization for the takeoff, climb, and cruise phases where energy consumption is higher, thus failing to improve range from the perspective of the entire mission lifecycle.

[0004] Further analysis reveals three common shortcomings in existing eVTOL energy optimization technologies: First, the lack of a dynamic energy management mechanism prevents flexible adjustments to energy supply strategies based on real-time operating conditions, making fixed strategies unsuitable for complex scenarios. Second, incomplete optimization across the entire mission cycle, with most solutions targeting only a single or limited flight phase, failing to achieve energy coordination throughout the entire process from takeoff to climb, cruise, descent, and landing. Third, poor adaptability to complex operating conditions, as the technology fails to fully integrate external environmental perception data (such as airflow, temperature, and humidity) to optimize energy utilization, leading to increased energy loss in unstable airflow scenarios. These shortcomings collectively hinder breakthroughs in the endurance capabilities of existing eVTOL technologies. Summary of the Invention

[0005] This invention provides a method, system, electronic device, and storage medium for enhancing the endurance of electric vertical takeoff and landing (EVTOL) aircraft, in order to solve the technical problems of insufficient dynamic energy management, lack of energy optimization throughout the mission cycle, and low energy efficiency under complex operating conditions in existing EVTOL aircraft in terms of energy optimization and endurance enhancement.

[0006] In a first aspect, embodiments of the present invention provide a method for enhancing the endurance of an electric vertical takeoff and landing (EVTOL) aircraft, comprising: The flight phases of an electric vertical takeoff and landing (EVTOL) aircraft are acquired, and the energy consumption information of the flight phases is monitored. The flight phases are divided into takeoff, climb, cruise, descent, and landing phases. The energy consumption information includes the output power of the power unit, the remaining capacity of the energy storage unit, and the factors affecting the energy demand from the external environment. If, based on the energy consumption information, it is determined that the power output of the power unit cannot meet the energy requirements of the current flight phase, then the system will switch to the backup energy storage unit or adjust the power distribution strategy, specifically including: During takeoff and climb phases, high-power-density energy storage units are prioritized, and the thrust distribution of the propulsion device is optimized in conjunction with the aforementioned influencing factors. During the cruise phase, the power output ratio is dynamically adjusted based on the remaining capacity of the energy storage unit and the mission distance. During the descent and landing phases, energy is recovered from the energy storage unit by converting gravitational potential energy into electrical energy.

[0007] Preferably, the switching to the backup energy storage unit includes: If the remaining capacity of the main energy storage unit is less than 1.2 times the energy required for the remaining phase of the mission, and the power unit output power cannot meet the demand for 3-5 seconds, the system will automatically switch to the backup energy storage unit through a high-speed solid-state relay and priority control algorithm to ensure that the switching response time is ≤1 second.

[0008] Preferably, the preferred use of high-power-density energy storage units includes: When the remaining capacity of the high power density energy storage unit drops to 5%-10% of the total capacity, it begins to gradually switch to the backup low power density energy storage unit. During the switching process, the thrust output fluctuation of the propulsion device is kept ≤10% until a smooth transition from the high power density energy storage unit to the low power density energy storage unit is completed.

[0009] Preferably, the influencing factors include airflow speed, temperature, and humidity; The optimization of thrust distribution of the propulsion device in conjunction with the aforementioned influencing factors includes: If the takeoff and climb phases are determined to be tailwinds based on the airflow speed, the thrust output is reduced according to a preset correspondence: for every 1 m / s increase in wind speed, the thrust reduction is 5%-8%, specifically 5% at 1 m / s, 6% at 2 m / s, 7% at 3 m / s, and 8% at 4 m / s. If the takeoff and climb phases are determined to be headwinds based on the airflow speed, then the thrust output of the propulsion device is increased according to the preset correspondence between headwind speed and thrust output increase. Specifically, for every 1 m / s increase in wind speed, the thrust increase is 6%-9%. If the takeoff and climb phases are determined to be crosswinds based on the airflow speed, the thrust direction of the propulsion device is adjusted according to the crosswind direction. Based on the preset correspondence between crosswind speed, crosswind direction and thrust output increase, the thrust output of the propulsion device is increased. Specifically, for every 1 m / s increase in wind speed, the thrust increase is 8%-10%.

[0010] Preferably, the optimization of the thrust distribution of the propulsion device in conjunction with the influencing factors further includes: If the detected ambient humidity is ≥85%, the thrust correction is calculated based on the humidity value: thrust increase = 3% + (humidity value - 85%) × 0.5%, with a maximum of 8%. For example, the increase is 3% when the humidity is 85%, 5.5% when it is 90%, and 8% when it is 95%.

[0011] Preferably, the step of dynamically adjusting the power output ratio based on the remaining capacity of the energy storage unit and the mission distance includes: Calculate the ratio of the remaining capacity of the energy storage unit to the actual support distance, with a preset sufficient threshold of 1.5 and a preset insufficient threshold of 1.2. If the actual support ratio is ≥1.5, the power output ratio is controlled at 55%-65% of the rated power; if 1.2 ≤ actual support ratio <1.5, the current power output ratio is maintained; if the actual support ratio <1.2, the power output ratio is increased to 70%-80% of the rated power. The actual support ratio is recalculated every 30 seconds. When the actual support ratio changes across intervals or the current power output ratio deviates from the target interval by more than 3%, an adjustment is triggered, and the single adjustment range of the power output ratio does not exceed ±5%.

[0012] Preferably, the method of recovering energy from the energy storage unit by converting gravitational potential energy into electrical energy includes: When the electric vertical takeoff and landing aircraft descends to an altitude of ≥50m and the descent speed is 0.5-2m / s, energy recovery is initiated, with the initial intensity set at a recovery efficiency of 80%. When the descent altitude of the electric vertical takeoff and landing aircraft is <50m, or the descent speed is >2m / s, the energy recovery intensity is reduced to 30%-50% of the initial intensity, specifically adjusted linearly according to the altitude difference: for every 10m decrease in altitude, the intensity is reduced by 10%, down to a minimum of 30%. When the landing altitude of the aircraft is ≤10m and the landing speed is ≤0.3m / s, the energy recovery intensity is gradually reduced until it stops, and the thrust output of the propulsion device is simultaneously fine-tuned so that the difference between the thrust and gravity is controlled within 5% of the total mass of the electric vertical take-off and landing aircraft.

[0013] Secondly, an embodiment of the present invention provides an endurance enhancement system for an electric vertical takeoff and landing aircraft, comprising: The data acquisition module acquires the flight phases in the flight mission profile of the electric vertical takeoff and landing aircraft and monitors the energy consumption information of the flight phases. The flight phases are divided into takeoff, climb, cruise, descent and landing phases. The energy consumption information includes the output power of the power unit, the remaining capacity of the energy storage unit, and the factors affecting the energy demand of the external environment. If the power distribution module determines, based on the energy consumption information, that the output power of the power unit cannot meet the energy demand of the current flight phase, it switches to the backup energy storage unit or adjusts the power distribution strategy, specifically including: During takeoff and climb phases, high-power-density energy storage units are prioritized, and the thrust distribution of the propulsion device is optimized in conjunction with the aforementioned influencing factors. During the cruise phase, the power output ratio is dynamically adjusted based on the remaining capacity of the energy storage unit and the mission distance. During the descent and landing phases, energy is recovered from the energy storage unit by converting gravitational potential energy into electrical energy.

[0014] Thirdly, embodiments of the present invention provide an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, it implements the steps of the method for enhancing the endurance of an electric vertical takeoff and landing aircraft as described in the first aspect of the present invention.

[0015] Fourthly, embodiments of the present invention provide a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the electric vertical takeoff and landing aircraft endurance enhancement method as described in the first aspect of the present invention.

[0016] This invention provides a method, system, electronic equipment, and storage medium for enhancing the endurance of an electric vertical takeoff and landing (EVTOL) aircraft. It employs a phased energy optimization strategy across the entire mission lifecycle. First, it acquires information on the five phases of the flight mission profile: takeoff, climb, cruise, descent, and landing. Then, it monitors in real-time the impact of the power system output power, remaining energy storage capacity, and external environmental factors (airflow speed, temperature, humidity) on energy demand at each phase. If the power system output power cannot meet the demand at any phase, energy is supplemented by switching to a backup energy storage unit or adjusting the power distribution strategy. During takeoff and climb phases, high-power-density energy storage units are prioritized and combined with airflow conditions. The system optimizes thrust distribution, dynamically adjusting the power output ratio based on the remaining energy storage capacity and mission distance during the cruise phase. During descent and landing, the mechanical energy-to-electrical energy conversion device converts gravitational potential energy into electrical energy to recharge the energy storage unit. This achieves precise energy management throughout the entire lifecycle, reducing energy waste during takeoff and climb, extending flight time during the cruise phase, and recovering energy during descent and landing, significantly improving energy utilization efficiency. The collaborative operation of system modules ensures stable operation under complex conditions, effectively addressing the shortcomings of existing technologies in dynamic energy management, lack of full-cycle optimization, and low efficiency under complex conditions. This meets the demand for efficient and long-endurance eVTOL in urban air traffic, logistics transportation, and other scenarios. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a flowchart of a method for enhancing the endurance of an electric vertical takeoff and landing aircraft according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the aircraft mission phase division and energy management according to an embodiment of the present invention; Figure 3 This is a working logic diagram of the dynamic charging and discharging strategy according to an embodiment of the present invention; Figure 4 This is a schematic diagram illustrating the working principle of the energy recovery unit during the descent and landing phases according to an embodiment of the present invention. Figure 5 This is a block diagram of an electric vertical takeoff and landing aircraft endurance enhancement system according to an embodiment of the present invention; Figure 6 This is a flowchart of the battery life enhancement system according to an embodiment of the present invention; Figure 7 This is a schematic diagram of the physical structure according to an embodiment of the present invention. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0020] This invention provides a method for enhancing the endurance of an electric vertical takeoff and landing (EVTOL) aircraft, such as... Figure 1 As shown, it includes: The flight phases of an electric vertical takeoff and landing (EVTOL) aircraft are acquired, and the energy consumption information of the flight phases is monitored. The flight phases are divided into takeoff, climb, cruise, descent, and landing phases. The energy consumption information includes the output power of the power unit, the remaining capacity of the energy storage unit, and the factors affecting the energy demand from the external environment. If, based on the energy consumption information, it is determined that the power output of the power unit cannot meet the energy requirements of the current flight phase, then the system will switch to the backup energy storage unit or adjust the power distribution strategy, specifically including: During takeoff and climb phases, high-power-density energy storage units are prioritized, and the thrust distribution of the propulsion device is optimized in conjunction with the aforementioned influencing factors. During the cruise phase, the power output ratio is dynamically adjusted based on the remaining capacity of the energy storage unit and the mission distance. During the descent and landing phases, energy is recovered from the energy storage unit by converting gravitational potential energy into electrical energy.

[0021] Specifically, a flight mission profile refers to the entire process profile of an aircraft completing a complete flight mission, covering all stages from takeoff to landing. It serves as the basis for dividing flight stages and formulating energy management strategies, and can clearly define the flight objectives and energy demand characteristics of each stage.

[0022] The power unit is the core component of an aircraft's power output. It is responsible for converting the electrical energy from the energy storage unit into the power required by the propulsion device (such as a propeller or ducted fan). Its output power directly determines whether the aircraft can meet the power requirements of the current stage.

[0023] Energy storage units are components used to store electrical energy, including high-power-density energy storage units and low-power-density energy storage units. The former can quickly release high energy and is suitable for high-power demand phases such as takeoff and climb; the latter has a larger capacity and is suitable for stable power demand phases such as cruise. It is also equipped with a backup energy storage unit as an emergency energy replenishment source.

[0024] External environmental factors affecting energy demand: Specifically refers to external environmental parameters that affect the energy consumption of aircraft, such as airflow speed, temperature, and humidity. These factors can change the aircraft's flight drag and power demand. For example, headwinds can increase power consumption, and low temperatures can reduce the discharge efficiency of energy storage units.

[0025] Power distribution strategy refers to energy distribution schemes that achieve energy supply and demand balance by adjusting the power output ratio of the power unit to the propulsion device or switching the energy supply mode of different types of energy storage units, and adapt to different flight stages and environmental conditions.

[0026] Furthermore, in this embodiment, as an example, the flight profile of the mission can be obtained first through the central processing unit of the electric vertical takeoff and landing aircraft, clearly defining five stages: takeoff (0-1min), climb (1-3min, target altitude 300m), cruise (3-18min, maintaining a constant speed at an altitude of 300m), descent (18-20min, descending from 300m to 50m), and landing (20-21min, descending from 50m to the ground). Simultaneously, the external environment perception unit collects data in real time through a sensor array (e.g., tailwind 2m / s, temperature 25℃, humidity 60% during the cruise stage), the energy storage unit provides real-time feedback on remaining capacity (e.g., 50kWh fully charged before takeoff, 32kWh remaining after 10min of cruise), and the power unit provides feedback on output power (e.g., 30kW required during takeoff, 12kW required during cruise).

[0027] Among them, such as Figure 2 As shown, during the takeoff / climb phase: In order to quickly obtain lift, the high power density energy storage unit (capacity 20kWh) is prioritized for power supply. At the same time, combined with airflow data (such as crosswind of 1.5m / s detected during the climb phase), the power distribution unit is instructed to adjust the thrust direction of the propulsion device (shifting it 8° in the opposite direction of the crosswind) and fine-tune the thrust output from the initial 28kW to 30kW to ensure a smooth climb and avoid energy waste. At the end of this phase, the high power density energy storage unit has 5kWh remaining.

[0028] Cruise Phase: Calculate the ratio of remaining energy storage capacity (32kWh) to remaining mission distance (10km). Combined with the energy consumption per unit distance during the cruise phase (2kWh / km), determine that the remaining energy can cover the mission. Instruct the power distribution unit to reduce the power output ratio from 60% (12kW) of the rated power (20kW) to 55% (11kW) to further reduce energy consumption. At the end of this phase, the energy storage unit has 19kWh remaining.

[0029] Descent / Landing Phase: During the descent phase (from 300m to 50m at a speed of 1.2m / s), the energy recovery unit is activated, converting gravitational potential energy into electrical energy through a mechanical-to-electrical energy conversion device, recharging 2kWh into the energy storage unit within 1 minute; During the landing phase (from 50m to the ground at a speed of 0.2m / s), the energy recovery intensity is gradually reduced, while the power unit output power is finely adjusted to 5kW to ensure a smooth landing. Upon final landing, the energy storage unit will have 21kWh remaining.

[0030] If a sudden headwind occurs during the cruise phase (wind speed increases to 5m / s), the power unit output power needs to be increased to 18kW to maintain flight speed. At this time, the central processing unit detects that the power output power (18kW) exceeds the stable power supply capacity (maximum 15kW) of the current energy storage unit (low power density, remaining 19kWh), and immediately switches to the backup energy storage unit (capacity 10kWh) to supplement the 3kW power gap, ensuring continuous and uninterrupted power output.

[0031] By employing a phased optimization strategy, high-power redundancy consumption is reduced during takeoff / climb (saving 12% more energy than a fixed thrust strategy), power is dynamically reduced during cruise to decrease ineffective energy consumption (saving 8% more energy than a constant power strategy), and energy recovery is achieved during descent / landing (recharging 2-3 kWh per mission), resulting in an overall improvement in energy utilization efficiency of 15%-20%. By adjusting strategies based on external environmental perception data, stable flight can be maintained with controllable energy consumption even under complex airflow conditions such as crosswinds and headwinds. Simultaneously, backup energy storage units ensure continuous power, preventing flight interruptions due to sudden environmental changes or insufficient energy, thus enhancing flight safety and stability.

[0032] Based on the above embodiments, such as Figure 3 As shown in the diagram, in a preferred embodiment, the switching to the backup energy storage unit includes: If the remaining capacity of the main energy storage unit is less than 1.2 times the energy required for the remaining phase of the mission, and the power unit output power cannot meet the demand for 3-5 seconds, the system will automatically switch to the backup energy storage unit through a high-speed solid-state relay and priority control algorithm to ensure that the switching response time is ≤1 second.

[0033] The priority control algorithm works as follows: First, the system continuously receives real-time monitoring data such as the remaining capacity of the main energy storage unit, the output power of the power unit, and the energy required for the remaining flight phase. Second, the algorithm simultaneously determines whether the switching conditions are met: (remaining capacity of the main energy storage unit < 1.2 * energy required for the remaining mission) AND (power unit output power cannot meet the demand for 3-5 seconds). If both conditions are met, the algorithm immediately sends a command to the control circuit of the high-speed solid-state relay to switch the power path, changing the power source of the power unit from the main energy storage unit to the backup energy storage unit. In the presence of multiple backup energy storage units, the system selects the healthiest backup unit with the highest charge based on preset priority rules (e.g., based on the energy storage unit's state of health (SOH), state of charge (SOC), or temperature) to ensure the reliability and speed (less than 1 second) of the switching process.

[0034] Specifically, the main energy storage unit refers to the energy storage component that is given priority during the normal flight of an aircraft. It includes high-power-density energy storage units and low-power-density energy storage units, and is responsible for the energy supply during the main stages such as takeoff, climb, and cruise. It is the core carrier of energy output.

[0035] The energy required for the remaining phases of the mission is the total energy demand calculated based on the aircraft's current flight phase and the remaining mission profile (such as the remaining cruise distance and subsequent descent / landing phases), combined with the average energy consumption of each phase (such as energy consumption per unit distance during the cruise phase and energy consumption before recovery during the descent phase). This is the key basis for determining whether the main energy storage unit can support the subsequent mission.

[0036] The power unit output power is continuously unable to meet the demand, which means that the actual power output by the power unit to the propulsion device is lower than the minimum power threshold required for the current flight phase for 3-5 consecutive seconds (e.g., 18kW is required for cruise in headwind, but only 15kW is actually output), and the power gap cannot be made up by adjusting the charging and discharging rate of the main energy storage unit and the power distribution ratio.

[0037] The switching response time refers to the total time from the detection of the trigger condition of insufficient capacity and continuous power shortage of the main energy storage unit to the completion of the connection between the standby energy storage unit and the power distribution unit and the start of stable power supply. It is required to be ≤1 second to ensure uninterrupted power output.

[0038] By employing a dual trigger condition of a 1.2 times capacity threshold and a 3-5 second power gap, scenarios where the main energy storage unit cannot support subsequent tasks are accurately identified. Furthermore, the ≤1-second switching response time prevents power interruption, resolving the issue of sudden power gaps causing flight attitude instability in existing technologies. For example, in rescue scenarios, power is quickly replenished after switching, allowing the aircraft to maintain stable cruising altitude and speed even in strong headwinds. The timely intervention of the backup energy storage unit compensates for energy gaps caused by sudden environmental changes (such as strong headwinds) or unexpected capacity consumption in the main energy storage unit, preventing forced mission interruption due to insufficient energy. In the above embodiment, without switching to the backup unit, the aircraft would be unable to withstand headwinds due to insufficient power and would need to make an emergency landing. After switching, the return mission was successfully completed, increasing the mission completion rate to 100%. Setting a capacity threshold of 1.2 times prevents backup energy storage units from being activated prematurely (e.g., not switching when the main energy storage unit can still support subsequent tasks), ensuring that backup energy storage units are only put into operation when truly needed, reducing unnecessary charging and discharging losses of backup units, extending the service life of the overall energy storage system, and maximizing the utilization of remaining energy storage resources through coordinated power supply from the main and backup units.

[0039] Based on the above embodiments, as a preferred implementation, the step of preferentially calling high power density energy storage units includes: When the remaining capacity of the high power density energy storage unit drops to 5%-10% of the total capacity, it begins to gradually switch to the backup low power density energy storage unit. During the switching process, the thrust output fluctuation of the propulsion device is kept ≤10% until a smooth transition from the high power density energy storage unit to the low power density energy storage unit is completed.

[0040] Specifically, the remaining capacity dropping to 5%-10% of the total capacity refers to the remaining electrical energy that a high-power-density energy storage unit can currently release, reaching 5%-10% of its own total energy storage capacity (not the total capacity of the entire energy storage system). This is the power supply switching trigger threshold. This threshold avoids excessive discharge of high-power-density energy storage units, which could lead to lifespan loss, and also reserves a buffer time for the continued power supply of low-power-density energy storage units.

[0041] The thrust output fluctuation range is ≤10%, which means that during the switching process between high and low power density energy storage units, the difference between the actual thrust output of the propulsion device and the stable thrust before the switch does not exceed 10%. This ensures that the aircraft can operate stably under complex conditions. This limit can prevent the flight attitude from fluctuating due to sudden increases or decreases in thrust and is the core indicator for achieving a smooth transition.

[0042] Based on the above embodiments, as a preferred implementation, the influencing factors include airflow speed, temperature, and humidity; The optimization of thrust distribution of the propulsion device in conjunction with the aforementioned influencing factors includes: If the takeoff and climb phases are determined to be tailwinds based on the airflow speed, the thrust output is reduced according to a preset correspondence: for every 1 m / s increase in wind speed, the thrust reduction is 5%-8%, specifically 5% at 1 m / s, 6% at 2 m / s, 7% at 3 m / s, and 8% at 4 m / s. If the takeoff and climb phases are determined to be headwinds based on the airflow speed, then the thrust output of the propulsion device is increased according to the preset correspondence between headwind speed and thrust output increase. Specifically, for every 1 m / s increase in wind speed, the thrust increase is 6%-9%. If the takeoff and climb phases are determined to be crosswinds based on the airflow speed, the thrust direction of the propulsion device is adjusted according to the crosswind direction. Based on the preset correspondence between crosswind speed, crosswind direction and thrust output increase, the thrust output of the propulsion device is increased. Specifically, for every 1 m / s increase in wind speed, the thrust increase is 8%-10%.

[0043] These thrust adjustment parameters were not arbitrarily set, but rather derived from a comprehensive consideration of multiple factors. Specifically, the 5%-8% thrust reduction and 6%-9% thrust increase were determined based on a detailed analysis of the aircraft's lift and drag characteristics under different wind speed conditions. We employed computational fluid dynamics (CFD) simulation technology to model the aerodynamic performance of the electric vertical takeoff and landing (EVT) aircraft under varying wind speeds, obtaining detailed data on lift, drag, and aerodynamic torque. The parameter selection within these ranges maximized energy savings while ensuring flight safety, thereby improving the flight range.

[0044] Specifically, influencing factors refer to parameters in the external environment that directly affect the energy demand of the aircraft. Here, these are specifically defined as airflow speed, temperature, and humidity. Among them, airflow speed is the core basis for optimizing thrust distribution during takeoff and climb, directly determining the magnitude and direction of the thrust required by the propulsion device.

[0045] The preset relationship between tailwind speed and thrust output reduction is a mapping rule pre-stored based on the aircraft's aerodynamic characteristics (such as fuselage drag coefficient and propulsion efficiency) and power demand thresholds during takeoff / climb (such as thrust corresponding to minimum takeoff lift). For example, "for every 1 m / s increase in tailwind speed, the thrust output reduction is set to 5%-8%", ensuring that the reduction meets energy-saving requirements without affecting flight attitude stability.

[0046] The preset correspondence between headwind speed and thrust output increase is a mapping rule preset to counteract the weakening effect of headwind on the aircraft's lift. For example, "for every 1 m / s increase in headwind speed, the thrust output increase is set to 6%-9%", to avoid a decrease in climb rate or takeoff failure due to headwind.

[0047] The preset relationship between crosswind speed, crosswind direction and thrust output increase, combined with the preset rules on the degree of crosswind interference with flight attitude, not only needs to determine the thrust increase based on crosswind speed (the higher the wind speed, the higher the risk of attitude deviation), but also needs to adjust the thrust direction based on wind direction (such as left wind, right wind). For example, "when the left wind speed is 2m / s, shift the thrust direction to the right by 5° and increase it by 8%" to balance the lateral force brought by the crosswind and maintain the flight trajectory.

[0048] Thrust distribution optimization refers to adjusting the magnitude and direction of thrust of propulsion devices (such as the individual propellers of a multi-rotor aircraft) based on airflow velocity data to achieve on-demand energy supply, which satisfies the lift requirements during takeoff and climb phases while avoiding energy waste caused by thrust redundancy.

[0049] Based on the above embodiments, as a preferred implementation, the optimization of the thrust distribution of the propulsion device in conjunction with the influencing factors further includes: If the detected ambient humidity is ≥85%, the thrust correction is calculated based on the humidity value: thrust increase = 3% + (humidity value - 85%) × 0.5%, with a maximum of 8%. For example, the increase is 3% when the humidity is 85%, 5.5% when it is 90%, and 8% when it is 95%.

[0050] The formula and parameters used to calculate thrust correction are derived from the principles of aerodynamics and thermodynamics. This formula is used to correct for the decrease in propeller efficiency caused by high humidity. The density and viscosity of air change with humidity, thus affecting the propeller's lift performance. The derivation of the formula and the determination of the parameters rely on flight test data of the aircraft under different humidity conditions. Through the analysis of a large amount of flight test data, an empirical model was established. Based on this model, the parameters in the formula were calibrated to ensure that the formula accurately reflects the impact of humidity on propeller thrust, thereby maintaining the aircraft's performance. Finally, the thrust is corrected in real time through the control system.

[0051] Specifically, when the relative humidity of the air collected by the sensor array reaches or exceeds 85%, the humidity condition will change the air density (the air density in a high humidity environment is slightly lower than that in a dry environment) and may affect the aerodynamic efficiency of the propulsion device (such as propeller and ducted fan), resulting in a decrease in lift under the same thrust. This falls into the category of complex working conditions that require targeted adjustment of thrust.

[0052] Based on the impact of high humidity on flight power requirements, the compensation operation of adjusting the thrust output of the propulsion device aims to offset the lift loss caused by high humidity, and ensure that the flight attitude and power performance during takeoff and climb meet the preset requirements. Unlike the thrust increase / decrease caused by airflow speed, it focuses more on compensating for the performance deviation caused by changes in environmental parameters.

[0053] The thrust output of the propulsion device is increased by 3%-8%, which is a preset thrust compensation range based on the impact of high humidity environment on aerodynamic efficiency (the higher the humidity, the greater the lift loss). This range ensures that lift loss can be effectively offset (avoiding insufficient thrust leading to slow takeoff and insufficient climb altitude), while avoiding excessive thrust and energy waste. It is compatible with the energy supply strategy of prioritizing the use of high power density energy storage units during takeoff and climb phases, and thrust compensation can be achieved through the rapid power release of high power density units.

[0054] Based on the above embodiments, as a preferred implementation, the step of dynamically adjusting the power output ratio according to the remaining capacity of the energy storage unit and the mission distance includes: Calculate the ratio of the remaining capacity of the energy storage unit to the actual support distance, with a preset sufficient threshold of 1.5 and a preset insufficient threshold of 1.2. If the actual support ratio is ≥1.5, the power output ratio is controlled at 55%-65% of the rated power; if 1.2 ≤ actual support ratio <1.5, the current power output ratio is maintained; if the actual support ratio <1.2, the power output ratio is increased to 70%-80% of the rated power. The actual support ratio is recalculated every 30 seconds. When the actual support ratio changes across intervals or the current power output ratio deviates from the target interval by more than 3%, an adjustment is triggered, and the single adjustment range of the power output ratio does not exceed ±5%.

[0055] Specifically, the actual support ratio is a core requirement for optimizing energy utilization during the cruise phase by combining remaining energy with mission distance. It refers to the calculated value of the relationship between the remaining capacity of the energy storage unit (energy unit, such as Wh), the remaining mission distance (length unit, such as km), and the average energy consumption per unit distance during the cruise phase (such as Wh / km). The formula is: Actual support ratio K = Remaining capacity of energy storage unit C / (Remaining mission distance D × Average energy consumption per unit distance during cruise E0). In essence, it reflects the support multiple of the remaining energy for the remaining cruise mission (e.g., K=1.5 means that the remaining energy can cover 1.5 times the remaining mission), and is a core indicator for judging whether the energy is sufficient.

[0056] The preset sufficient threshold is an upper limit of K value (e.g., 1.5) based on the aircraft's cruise energy consumption characteristics and mission priority. When K ≥ this threshold, it indicates that the remaining energy can not only cover the remaining missions, but also has redundancy, and the ineffective energy consumption needs to be reduced by reducing the power output ratio.

[0057] The preset insufficient threshold corresponds to the preset lower limit of K value (e.g., 1.2). When K < this threshold, it indicates that the remaining energy can barely cover the remaining tasks. It is necessary to appropriately increase the power output ratio to ensure flight speed and avoid flight time extension and additional energy consumption due to low power. When K is in the range of insufficient threshold to sufficient threshold, energy supply and demand are balanced and no power adjustment is required.

[0058] Rated power refers to the maximum rated output power of the power unit to the propulsion device (e.g., 20kW), which is the calculation benchmark for the power output ratio (e.g., "55%-65% of the rated power", i.e., 11-13kW), ensuring that the power adjustment is always within a safe and efficient power range.

[0059] Cross-range change refers to the actual support ratio K, which is recalculated every 30 seconds, jumping from one of the three ranges: K≥sufficient threshold, insufficient threshold≤K<sufficient threshold, and K<insufficient threshold, to another range (e.g., from K=1.6 to 1.4, from the sufficient range to the balanced range). At this time, the power output ratio needs to be adjusted to adapt to the new energy supply and demand state.

[0060] Based on the above embodiments, as a preferred implementation method, such as Figure 4 As shown, the method of recovering energy from the energy storage unit by converting gravitational potential energy into electrical energy includes: When the electric vertical takeoff and landing aircraft descends to an altitude of ≥50m and the descent speed is 0.5-2m / s, energy recovery is initiated, with the initial intensity set at a recovery efficiency of 80%. When the descent altitude of the electric vertical takeoff and landing aircraft is <50m, or the descent speed is >2m / s, the energy recovery intensity is reduced to 30%-50% of the initial intensity, specifically adjusted linearly according to the altitude difference: for every 10m decrease in altitude, the intensity is reduced by 10%, down to a minimum of 30%. When the landing altitude of the aircraft is ≤10m and the landing speed is ≤0.3m / s, the energy recovery intensity is gradually reduced until it stops, and the thrust output of the propulsion device is simultaneously fine-tuned so that the difference between the thrust and gravity is controlled within 5% of the total mass of the electric vertical take-off and landing aircraft.

[0061] In this invention, the energy recovery device, namely the "mechanical energy to electrical energy conversion device," is an integrated module whose structural design fully considers efficiency and reliability. The device mainly consists of the following components: a high-efficiency permanent magnet synchronous generator, directly connected to the propeller shaft, for converting mechanical energy into electrical energy; a bidirectional DC / DC converter for regulating the generator's output voltage and converting it to a suitable voltage level for charging the energy storage unit; and a rectifier circuit for converting the AC power generated by the generator into DC power. The device is connected to the main power bus and the energy storage unit. To achieve different levels of energy recovery, this invention employs a precise control strategy. The flight control computer (FCC) controls the generator's electrical load. To achieve 80% recovery efficiency, the controller sets the generator to operate at its optimal torque-speed point. This 80% represents the net efficiency of converting mechanical energy from the propeller shaft into electrical energy for battery charging, including energy losses during the generator, converter, and battery charging process. To achieve a smooth transition in energy recovery during the descent and landing phases, we employed a "linear adjustment" logic (recovery intensity decreases by 10% for every 10 meters of altitude reduction), implemented through a lookup table in the controller or a simple formula. This logic proportionally reduces the generator load based on altitude changes to ensure aircraft stability and prioritize flight safety as we approach the ground. Additionally, in certain situations, slightly increasing the propeller pitch (pitch control) can enhance the windmill effect, thereby driving the generator more effectively and improving energy recovery.

[0062] Specifically, gravitational potential energy is converted into electrical energy, which is then connected to the propulsion device via a mechanical-to-electrical energy conversion device. During descent and landing, some mechanical energy is converted into electrical energy and stored in the energy storage unit. This refers to the energy reuse process in which the gravitational potential energy generated by the aircraft's own gravity drives the propulsion device (such as a propeller) to rotate in the opposite direction during descent and landing, thereby driving the mechanical-to-electrical energy conversion device (such as a generator) to convert mechanical energy into electrical energy. Finally, the energy is stored in the energy storage unit through a bidirectional energy conversion interface. This is the core mechanism for energy conservation during descent and landing.

[0063] A descent altitude of ≥50m or <50m refers to the threshold of the vertical distance between the aircraft's real-time altitude and the ground during the descent from its current flight altitude (e.g., 300m during the cruise phase). The energy recovery strategy during the descent phase needs to balance efficiency and attitude stability. Above 50m is the mid-to-high altitude descent phase, where the airflow is relatively stable and suitable for full-intensity energy recovery. Below 50m is the mid-to-low altitude descent phase, where subsequent landing preparations need to be taken into account, and the recovery intensity should be reduced to avoid affecting attitude control.

[0064] The descent speed of 0.5-2 m / s or descent speed > 2 m / s refers to the vertical speed range during the descent of the aircraft. It is monitored in real time by the central processing unit through altitude and speed sensors. 0.5-2 m / s is the optimal speed range that balances energy recovery efficiency and flight safety. If the speed is too low, the gravitational potential energy conversion efficiency will be low. If the speed is too high, deceleration and braking must be prioritized, and the recovery intensity must be reduced to avoid excessive load on the recovery device.

[0065] Landing altitude ≤ 10m and landing speed ≤ 0.3m / s refer to the key parameter thresholds for the aircraft entering the landing phase. 10m is the low-altitude buffer zone before landing, and 0.3m / s is the upper limit of the safe speed for a smooth landing. The landing phase requires higher precision in energy management. At this time, energy recovery needs to be gradually stopped to avoid interference with the landing attitude during the recovery process. At the same time, the thrust needs to be finely adjusted to ensure a smooth landing.

[0066] Energy recovery intensity refers to the energy conversion efficiency and power output level of a mechanical energy-to-electrical energy conversion device. The initial intensity is the maximum recovery efficiency (e.g., 80%-90%) during the mid-to-high altitude descent phase (altitude ≥ 50m, speed 0.5-2m / s). It is reduced to 30%-50% by adjusting the load of the conversion device to control the recovery efficiency at a lower level, balancing recovery needs and flight safety.

[0067] Through a phased energy recovery strategy, 0.5-0.6 kWh of electrical energy can be recovered during a single descent and landing phase (with over 90% recovered during mid-to-high altitude phases). Compared to aircraft without a recovery strategy, the remaining capacity of the energy storage unit increases by 1%-1.2% per mission. If 10 missions are performed daily, a total of 5-6 kWh of electrical energy can be recovered, which can support an additional 2-3 km of cruising range, directly extending the endurance by 5%-8%, aligning with the core objective of improving energy utilization efficiency. Full-intensity recovery during mid-to-high altitude phases balances efficiency, reduced intensity during mid-to-low altitude phases ensures attitude control, and recovery is stopped during the landing phase to ensure stability.

[0068] Secondly, an embodiment of the present invention provides an electric vertical takeoff and landing (EVTOL) aircraft endurance enhancement system, based on the EVTOL aircraft endurance enhancement method in the above-described format example, such as... Figure 5 , 6 As shown, it includes: The data acquisition module acquires the flight phases in the flight mission profile of the electric vertical takeoff and landing aircraft and monitors the energy consumption information of the flight phases. The flight phases are divided into takeoff, climb, cruise, descent and landing phases. The energy consumption information includes the output power of the power unit, the remaining capacity of the energy storage unit, and the factors affecting the energy demand of the external environment. If the power distribution module determines, based on the energy consumption information, that the output power of the power unit cannot meet the energy demand of the current flight phase, it switches to the backup energy storage unit or adjusts the power distribution strategy, specifically including: During takeoff and climb phases, high-power-density energy storage units are prioritized, and the thrust distribution of the propulsion device is optimized in conjunction with the aforementioned influencing factors. During the cruise phase, the power output ratio is dynamically adjusted based on the remaining capacity of the energy storage unit and the mission distance. During the descent and landing phases, energy is recovered from the energy storage unit by converting gravitational potential energy into electrical energy.

[0069] Specifically, in this embodiment, the acquisition module includes an external environment sensing unit 4, and the power distribution module includes a central processing unit 1 and a power distribution unit. The external environment sensing unit 4 collects environmental data such as airflow speed, temperature, and humidity through a sensor array 8 and transmits this data to the central processing unit 1 to generate an energy optimization strategy for the current flight phase. It can also acquire phase division information from the aircraft mission profile, including five key phases: takeoff, climb, cruise, descent, and landing. This phase division information serves as the core input data for the central processing unit 1 and is transmitted to various functional modules via a data bus 9 to guide subsequent operations. The central processing unit 1 is located at the center of the system and communicates with other functional modules via the data bus 9 to ensure the real-time nature and accuracy of information exchange. The power distribution unit 2 is directly connected to the central processing unit 1 and forms a closed-loop control loop with the energy storage unit 3 through a bidirectional energy conversion interface 7. This connection allows the power distribution unit 2 to dynamically adjust the power output ratio according to the instructions of the central processing unit 1 and to utilize the energy from the energy storage unit 3. The energy recovery unit 5 is connected to the propulsion device 6 through the mechanical energy-to-electrical energy conversion device 10, and converts part of the mechanical energy into electrical energy and stores it in the energy storage unit 3 during the descent and landing phases.

[0070] During actual operation, the mission profile information of the aircraft, after being parsed by the central processing unit 1, triggers a series of phased energy management operations. Taking the takeoff phase as an example, the takeoff phase places high demands on the power system. Therefore, the central processing unit 1 prioritizes the use of the high-power-density energy storage unit 3 and transmits the energy to the power distribution unit 2 through the bidirectional energy conversion interface 7. The power distribution unit 2, according to the instructions of the central processing unit 1, distributes the energy to the propulsion unit 6 to meet the thrust required for takeoff. Simultaneously, the external environment perception unit 4 monitors the surrounding airflow conditions in real time through the sensor array 8 and feeds the data back to the central processing unit 1. The central processing unit 1 optimizes the thrust distribution strategy based on the airflow conditions, for example, appropriately reducing thrust output in tailwind conditions to reduce energy consumption. During this process, the energy flow between the power distribution unit 2 and the energy storage unit 3 is achieved through the bidirectional energy conversion interface 7, ensuring the flexibility and efficiency of energy deployment.

[0071] During the climb phase, the aircraft's power demand remains high, but it decreases compared to the takeoff phase. At this time, the central processing unit 1 dynamically adjusts the output power of the power distribution unit 2 based on the remaining capacity of the energy storage unit 3 and the airflow data provided by the external environment sensing unit 4. The energy storage unit 3 connects to the power distribution unit 2 through a multi-level energy management system and switches to a suitable charging and discharging strategy according to the needs of the climb phase. The specific logic of this strategy is as follows: Figure 4 As shown, during the ramp-up phase, energy storage unit 3 prioritizes the use of high-power-density units to meet instantaneous power demands, while gradually switching to low-power-density units to maintain stable output over a longer period. External environment sensing unit 4 continuously collects airflow data and transmits it to central processing unit 1 via data bus 9. Central processing unit 1 then uses this data to further optimize thrust allocation, thereby reducing energy waste.

[0072] During the cruise phase, the aircraft's energy management focus shifts to extending endurance. The central processing unit 1 calculates the optimal power output ratio based on the mission distance and the remaining capacity of the energy storage unit 3, and sends the command to the power distribution unit 2. The power distribution unit 2 adjusts the output power of the propulsion unit 6 according to the command to achieve efficient energy utilization. During this process, the charging and discharging strategy of the energy storage unit 3 also changes accordingly; for example, a lower discharge rate is used when the remaining capacity is high, while the discharge rate is gradually increased when the remaining capacity is low to maintain normal aircraft operation. The external environment sensing unit 4 continues to collect environmental data and transmits it to the central processing unit 1 via the data bus 9 for real-time adjustment of the energy management strategy. Furthermore, energy optimization during the cruise phase also involves making full use of airflow conditions; for example, appropriately increasing thrust output under headwind conditions and reducing thrust output under tailwind conditions to save energy.

[0073] Energy recovery unit 5 begins to function as the aircraft enters its descent phase. For example... Figure 5 As shown, the energy recovery unit 5 is connected to the propulsion device 6 via a mechanical-to-electrical energy conversion device 10. During descent, it converts some of the gravitational potential energy into electrical energy and stores it in the energy storage unit 3. This process is controlled by the central processing unit 1, which generates an energy recovery strategy based on altitude and speed data during descent and sends instructions to the energy recovery unit 5. The energy recovery unit 5 converts the mechanical energy generated by the propulsion device 6 into electrical energy via the mechanical-to-electrical energy conversion device 10 and stores it in the energy storage unit 3 through a bidirectional energy conversion interface 7. This mechanism not only achieves partial energy reuse but also reduces energy loss during the descent phase of the aircraft.

[0074] During the landing phase, the aircraft's power requirements decrease further, but the precision of energy management becomes more critical. The central processing unit 1 dynamically adjusts the output power of the power distribution unit 2 based on altitude and speed data during landing to ensure a smooth landing. Simultaneously, the energy recovery unit 5 continues to convert some mechanical energy into electrical energy via the mechanical-to-electrical energy conversion device 10 and stores it in the energy storage unit 3. The external environment perception unit 4 monitors the airflow conditions in the landing area in real time via the sensor array 8 and transmits the data to the central processing unit 1 to generate energy optimization strategies for the landing phase. Throughout this process, energy flow between the power distribution unit 2 and the energy storage unit 3 is still achieved through the bidirectional energy conversion interface 7, ensuring flexibility and efficiency in energy allocation.

[0075] The key to achieving enhanced battery life lies in the coordinated operation of the various functional modules within the entire system. For example... Figure 3 As shown, the central processing unit 1 maintains real-time communication with the power distribution unit 2, energy storage unit 3, external environment sensing unit 4, and energy recovery unit 5 via data bus 9, ensuring the accuracy and timeliness of information exchange between modules. The power distribution unit 2 forms a closed-loop control loop with the energy storage unit 3 through a bidirectional energy conversion interface 7, making energy allocation more flexible and efficient. The external environment sensing unit 4 collects environmental data through sensor array 8 and transmits this data to the central processing unit 1 to generate energy optimization strategies for the current flight phase. The energy recovery unit 5 is connected to the propulsion unit 6 through a mechanical-to-electrical energy conversion device 10, enabling partial energy reuse during descent and landing phases. The connections and positions between the functional modules ensure the stable operation of the aircraft under complex conditions and significantly improve energy utilization efficiency.

[0076] Based on the same concept, this invention also provides a schematic diagram of a physical structure, such as... Figure 7As shown, the server may include a processor 710, a communications interface 720, a memory 730, and a communication bus 740. The processor 710, communications interface 720, and memory 730 communicate with each other via the communication bus 740. The processor 710 can call logical instructions stored in the memory 730 to execute the steps of the electric vertical takeoff and landing (EVTOL) aircraft endurance enhancement method as described in the above embodiments.

[0077] Furthermore, the logical instructions in the aforementioned memory 730 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, essentially, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0078] Based on the same concept, embodiments of the present invention also provide a non-transitory computer-readable storage medium storing a computer program containing at least one piece of code that can be executed by a master control device to control the master control device to implement the steps of the electric vertical take-off and landing aircraft endurance enhancement method as described in the above embodiments.

[0079] Based on the same technical concept, this application also provides a computer program, which, when executed by a main control device, is used to implement the above-described method embodiments.

[0080] The program may be stored, in whole or in part, on a storage medium packaged with the processor, or in part or in whole on a memory not packaged with the processor.

[0081] Based on the same technical concept, this application also provides a processor for implementing the above-described method embodiments. The processor can be a chip.

[0082] The various embodiments of the present invention can be combined arbitrarily to achieve different technical effects.

[0083] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for enhancing the endurance of an electric vertical takeoff and landing aircraft, characterized in that, include: The system acquires flight phases from the flight mission profile of an electric vertical takeoff and landing (EVTOL) aircraft and monitors energy consumption information for each flight phase. The flight phases are divided into takeoff, climb, cruise, descent, and landing phases. The energy consumption information includes the output power of the power unit, the remaining capacity of the energy storage system, and factors influencing energy demand from the external environment. The energy storage system includes a main energy storage unit and a backup energy storage unit. If, based on the energy consumption information, it is determined that the output power of the power unit cannot meet the energy demand of the current flight phase, then the system will switch to the backup energy storage unit in the energy storage system or adjust the power distribution strategy, specifically including: During takeoff and climb phases, the high-power-density main energy storage units in the energy storage system are prioritized for use, and the thrust distribution of the propulsion device is optimized in conjunction with the aforementioned influencing factors. During the cruise phase, the power output ratio is dynamically adjusted based on the remaining capacity of the energy storage system and the mission distance. During the descent and landing phases, energy is recovered from the energy storage system by converting gravitational potential energy into electrical energy. The backup energy storage unit switched to the energy storage system includes: If the remaining capacity of the current main energy storage unit is less than 1.2 times the energy required for the remaining phase of the mission, and the power unit output power cannot meet the demand for 3-5 seconds, the system will automatically switch to the backup energy storage unit through high-speed solid-state relays and priority control algorithms to ensure that the switching response time is ≤1 second. The priority call for high-power-density main energy storage units in the energy storage system includes: When the remaining capacity of the high power density main energy storage unit drops to 5%-10% of the total capacity, it begins to gradually switch to the low power density backup energy storage unit. During the switching process, the thrust output fluctuation of the propulsion device is kept ≤10% until a smooth transition from the high power density main energy storage unit to the low power density backup energy storage unit is completed. The influencing factors include airflow speed, temperature, and humidity; The optimization of thrust distribution of the propulsion device in combination with the aforementioned influencing factors includes: If the takeoff and climb phases are determined to be tailwinds based on the airflow speed, then the thrust output is reduced according to a preset correspondence. If the takeoff and climb phases are determined to be headwinds based on the airflow speed, then the thrust output of the propulsion device is increased according to the preset correspondence between headwind speed and thrust output increase. If the takeoff and climb phases are determined to be crosswinds based on the airflow speed, the thrust direction of the propulsion device is adjusted according to the crosswind direction, and the thrust output of the propulsion device is increased according to the preset correspondence between crosswind speed, crosswind direction and thrust output increase.

2. The method for enhancing the endurance of an electric vertical takeoff and landing aircraft according to claim 1, characterized in that, The optimization of thrust distribution of the propulsion device in combination with the aforementioned influencing factors also includes: If the detected ambient humidity is ≥85%, the thrust correction is calculated based on the humidity value: thrust increase = 3% + (humidity value - 85%) × 0.5%, with a maximum of 8%.

3. The method for enhancing the endurance of an electric vertical takeoff and landing aircraft according to claim 1, characterized in that, The method of dynamically adjusting the power output ratio based on the remaining capacity of the energy storage system and the mission distance includes: Calculate the ratio of the remaining capacity of the energy storage system to the actual support distance, with a preset sufficient threshold of 1.5 and a preset insufficient threshold of 1.

2. If the actual support ratio is ≥1.5, the power output ratio is controlled at 55%-65% of the rated power; if 1.2 ≤ actual support ratio <1.5, the current power output ratio is maintained; if the actual support ratio <1.2, the power output ratio is increased to 70%-80% of the rated power. The actual support ratio is recalculated every 30 seconds. When the actual support ratio changes across intervals or the current power output ratio deviates from the target interval by more than 3%, an adjustment is triggered, and the single adjustment range of the power output ratio does not exceed ±5%.

4. The method for enhancing the endurance of an electric vertical takeoff and landing aircraft according to claim 1, characterized in that, The method of recovering energy from the energy storage system by converting gravitational potential energy into electrical energy includes: When the electric vertical takeoff and landing aircraft descends to an altitude of ≥50m and the descent speed is 0.5-2m / s, energy recovery is initiated, with the initial intensity set at a recovery efficiency of 80%. When the descent altitude of an electric vertical takeoff and landing aircraft is less than 50m, or the descent speed is greater than 2m / s, the energy recovery intensity should be reduced to 30%-50% of the initial intensity. When the landing altitude of the aircraft is ≤10m and the landing speed is ≤0.3m / s, the energy recovery intensity is gradually reduced until it stops, and the thrust output of the propulsion device is simultaneously fine-tuned so that the difference between the thrust and gravity is controlled within 5% of the total mass of the electric vertical take-off and landing aircraft.

5. An electric vertical takeoff and landing (EVTOL) aircraft endurance enhancement system, used to execute the EVTOL aircraft endurance enhancement method as described in any one of claims 1-4, characterized in that, include: The data acquisition module acquires the flight phases in the flight mission profile of the electric vertical takeoff and landing aircraft and monitors the energy consumption information of the flight phases. The flight phases are divided into takeoff, climb, cruise, descent and landing phases. The energy consumption information includes the output power of the power unit, the remaining capacity of the energy storage system and the influence of external environmental factors on energy demand. If the power distribution module determines, based on the energy consumption information, that the output power of the power unit cannot meet the energy demand of the current flight phase, it switches to the backup energy storage unit in the energy storage system or adjusts the power distribution strategy, specifically including: During takeoff and climb phases, the high-power-density main energy storage units in the energy storage system are prioritized for use, and the thrust distribution of the propulsion device is optimized in conjunction with the aforementioned influencing factors. During the cruise phase, the power output ratio is dynamically adjusted based on the remaining capacity of the energy storage system and the mission distance. During the descent and landing phases, energy is recovered from the energy storage system by converting gravitational potential energy into electrical energy.

6. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the steps of the method for enhancing the endurance of an electric vertical takeoff and landing aircraft as described in any one of claims 1 to 4.

7. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the computer program implements the steps of the method for enhancing the endurance of an electric vertical takeoff and landing aircraft as described in any one of claims 1 to 4.

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