Electric powertrain architecture and fault tolerant VTOL aircraft using same

Abstract

The invention relates to an electric powertrain architecture and a fault tolerant VTOL aircraft using the architecture. A power system having a battery architecture for enhanced reliability of an electric motor suitable for use in a flight instrument. For example, in a system having six or more motors, a separate battery may be used to power a subset of two or more motors. Each motor may be powered by two or more subsets of the batteries, allowing motor failure to be mitigated. In the event of a malfunctioning motor in a vertical takeoff or landing mode, power may turn to other motors to continue correct attitude control and provide sufficient thrust. In the event of a malfunctioning motor, a second motor that deviates from the malfunctioning motor may be de-energized to facilitate attitude control.

Description

[0001] This application is a divisional application of the application filed on May 31, 2019, with application number 2019800365976, entitled "Electric Power System Architecture and Fault-Tolerant VTOL Aircraft Using the Architecture". Cross-reference to related applications

[0002] This application claims priority to U.S. Provisional Patent Application No. 62 / 678,275, filed May 31, 2018, by Bevelt et al., which is incorporated herein by reference in its entirety. Invention Field

[0003] This invention relates to electrically driven flight, specifically to the power system of an electric motor used on aerial vehicles. Brief description of the attached diagram

[0004] Figures 1A-1D It is a VTOL aircraft in a hovering configuration according to some embodiments of the present invention.

[0005] Figure 1E-Figure 1H It is a VTOL aircraft in a forward-flying configuration according to some embodiments of the present invention.

[0006] Figure 1I-Figure 1K It is a VTOL aircraft that transitions from a forward-flying configuration to a vertical takeoff and landing configuration according to some embodiments of the present invention.

[0007] Figure 2A This is the layout of a flight system with a ring architecture according to some embodiments of the present invention.

[0008] Figure 2B This is a layout for identifying the motor positions in a ring-shaped architecture according to some embodiments of the present invention.

[0009] Figure 2C This is a layout of the battery location according to some embodiments of the present invention.

[0010] Figure 3 This is a motor power diagram according to some embodiments of the present invention.

[0011] Figure 4 This is a fault scenario layout according to some embodiments of the present invention.

[0012] Figure 5 This is a fault compensation layout according to some embodiments of the present invention.

[0013] Figure 6 This is a fault compensation layout according to some embodiments of the present invention.

[0014] Figure 7 This is a power architecture layout according to some embodiments of the present invention.

[0015] Figure 8 These are battery discharge diagrams according to some embodiments of the present invention.

[0016] Figure 9 This is a flight control system architecture layout according to some embodiments of the present invention.

[0017] Figure 10 The illustration shows a flight control software architecture according to some embodiments of the present invention.

[0018] Figure 11A This is a layout of a flight propulsion system with a dual architecture according to some embodiments of the present invention.

[0019] Figure 11B This is a layout of a flight propulsion system with a dual architecture according to some embodiments of the present invention.

[0020] Figure 11C This is a layout of a flight propulsion system with a dual architecture and motor failure according to some embodiments of the present invention.

[0021] Figure 11D This is a layout of a flight propulsion system with a dual architecture and battery failure according to some embodiments of the present invention.

[0022] Figure 12 This is a layout of a flight propulsion system with a hexagram architecture according to some embodiments of the present invention.

[0023] Figure 13 This is the layout of a flight propulsion system with a star-shaped architecture according to some embodiments of the present invention.

[0024] Figure 14 This is the layout of a flight propulsion system with a mesh architecture according to some embodiments of the present invention.

[0025] Figures 15A-15C This indicates information regarding battery malfunction operation according to some embodiments of the present invention. Overview

[0026] A power system suitable for use in aircraft, featuring a power system architecture with enhanced reliability for electric motors. For example, in a system with six or more motors, a single battery can be used to power a subset of two or more motors. Each motor can be powered by two or more subsets of batteries, allowing for mitigation of motor failures. Each motor can have two or more sets of windings, each powered by a different battery. In forward flight mode or vertical takeoff and landing mode, in the event of a failed winding, a failed battery, or a failed motor, the power line can be automatically altered to continue proper attitude control and provide sufficient thrust. In the event of a failed motor, a secondary motor deviating from the failed motor can be de-energized to facilitate attitude control. Detailed description

[0027] In some aspects, the aircraft may use a bladed propeller driven by an electric motor to provide thrust during takeoff. The propeller / motor unit may be referred to as a propulsion assembly. In some aspects, the wings of the aircraft may rotate with the leading edge facing upwards, allowing the propeller to provide vertical thrust for takeoff and landing. In some aspects, the motor-driven propeller unit on the wing may itself rotate relative to the fixed wing, allowing the propeller to provide vertical thrust for takeoff and landing. The rotation of the motor-driven propeller unit allows for a change in the direction of thrust by rotating both the propeller and the electric motor, thus eliminating the need for any gimbaling around or through a rotary joint for torque drive, or other methods.

[0028] In some aspects, the aircraft according to embodiments of the invention takes off from the ground, where vertical thrust comes from rotor assemblies already deployed in a vertical configuration. As the aircraft begins to gain altitude, the rotor assemblies can begin to tilt forward to begin forward acceleration. As the aircraft gains forward speed, the airflow above the wings generates lift, making the rotors less critical and eliminating the need for vertical thrust to maintain altitude. Once the aircraft has reached sufficient forward speed, some or all of the blades used to provide vertical thrust during takeoff can retract along their nacelles. In some aspects, all propulsion assemblies used for vertical takeoff and landing are also used during forward flight. The nacelles supporting the propulsion assemblies can have recesses that allow the blades to be nested within, thereby significantly reducing drag from the detached rotor assemblies.

[0029] After takeoff, the aircraft begins its transition to forward flight by hinged the propeller from a vertical thrust orientation to a position that includes a horizontal thrust element. As the aircraft begins to move forward at a certain speed, lift is generated by the wings, thus requiring less vertical thrust from the rotor. The aircraft gains more speed as the propeller hinges further forward in a horizontal thrust configuration.

[0030] In a first vertical configuration according to some embodiments of the present invention, such as Figures 1A to 1D As seen in the vertical takeoff configuration, the aircraft 200 uses fixed wings 202 and 203, which may be forward-swept wings with the same or different types of propulsion components suitable for both vertical takeoff and landing and forward flight. In this configuration, the propulsion components are positioned for vertical propulsion. The aircraft fuselage 201 supports the left wing 202 and the right wing 203. The motor-driven rotor assembly 206 along the wing may include an electric motor and a propeller. The rotor assembly 206 is adapted to hinge from the forward flight configuration to the vertical configuration using a deployment mechanism that can reside in the nacelle body, and to deploy the motor and propeller while all or most of the nacelles are held in place attached to the wing. In some aspects, the propeller blades can be retracted and nested into the nacelle body. The motor-driven rotor assembly 207 at the wingtip can be deployed along the pivot axis from the forward flight configuration to a vertical takeoff and landing configuration, wherein the nacelle, electric motor, and propeller are deployed in a consistent manner. Although each wing illustration has one mid-span propulsion assembly and one wingtip propulsion assembly, in some aspects there may be more mid-span propulsion assemblies.

[0031] The aircraft fuselage 201 extends rearward and is also attached to an elevated rear stabilizer 204. The rear stabilizer has a rear propulsion assembly 205 attached thereto. The motor-driven rotor assembly 205 at the tip of the rear stabilizer can be deployed along the pivot axis from a forward flight configuration to a vertical takeoff and landing configuration, in which the nacelle, electric motor, and propeller are deployed in a consistent manner.

[0032] like Figure 1D As seen in the top-down view, the propulsion components are positioned on two axes at different distances from the aircraft's center of mass. Attitude control during vertical takeoff and landing can be manipulated by changing the thrust at each propulsion component location. In the event of a motor failure during vertical takeoff or landing, and particularly in the case of a motor failure at the propulsion components on the outer wing, the aircraft's attitude can be maintained by implementing the fault tolerance strategies described herein.

[0033] As can be seen, the aircraft 200 has two side-by-side crew seats and landing gear under the fuselage 201. Although two crew seats are illustrated, other numbers of crew members can be accommodated in different embodiments of the invention.

[0034] Figures 1E to 1H The illustration shows a flight vehicle 200 in a forward-flying configuration. In this configuration, the propulsion assembly is positioned to provide forward thrust during level flight. Figure 1H As can be seen, in a forward-flying configuration, the center of mass of the motor and propeller may be ahead of the leading edge of the wing. For example... Figure 1G As can be seen, the propulsion assembly 205 on the rear stabilizer 204 can be at a different altitude than the propulsion assemblies 206 and 207 on the wings. In the event of a motor failure during forward flight, the aircraft's attitude can be maintained by implementing the fault-tolerant strategies described herein.

[0035] In some respects, all or part of the propulsion assemblies mounted on the wings may be adapted for use in a forward flight configuration, while other propellers mounted on the wings may be adapted to be fully retracted during normal forward flight. The flight vehicle 200 may have two propulsion assemblies on the right wing 203 and two propulsion assemblies on the left wing 202. The inner propulsion assembly on each wing may have a rotor 206 mounted on the wing, adapted to tilt upwards to a deployment position for vertical takeoff and landing, move backwards towards a retracted position during transition to forward flight, and then retract and nest the blades of these rotors 206 during forward flight. The outer propulsion assembly 207 may pivot uniformly from a horizontal thrust configuration to a vertical thrust configuration.

[0036] Similarly, each aft stabilizer 204 may have a propulsion assembly mounted thereto, both of which are adapted for use during vertical takeoff and landing modes as well as transition modes. In some aspects, all propulsion assembly designs are identical, where a subset, together with the main blades of the propulsion assembly, is used for forward flight. In some aspects, all propulsion assembly designs are identical, where all propellers are used for forward flight. In some aspects, a different number of propulsion assembly units may be mounted to the aft stabilizer 204.

[0037] The motors driving the propulsion assemblies 206 and 207 mounted on the wings and the motor driving the propulsion assembly mounted on the rear stabilizer may each have two sets of windings. In some aspects, both sets of windings are energized during flight. In some aspects, each winding of the motor is powered by a different battery circuit. In some aspects, each motor may have more than two sets of windings.

[0038] In some embodiments, the electric motors of the flight vehicle are powered by rechargeable batteries. In the event of a single battery failure, the use of multiple batteries driving one or more power buses enhances reliability. In some embodiments, the batteries reside on adjustable supports within the vehicle body, allowing the vehicle's balance to be adjusted according to the pilot's weight. Figure 2A The illustration shows a battery location layout for a six-battery system according to some embodiments of the present invention.

[0039] In some embodiments, such as Figure 2A As seen in the diagram, the highly reliable propulsion system 10 for an electrically powered vertical takeoff and landing aircraft has six motors and six batteries in a ring architecture. In this exemplary configuration, there are six motors and six batteries. Each of the batteries supplies power to two motors, and each motor receives power from two batteries. Figure 2B The illustration shows the layout of six motors on a VTOL aircraft using six propulsion components and six batteries in an exemplary embodiment. Figure 2C The illustration shows the layout of six batteries in a VTOL aircraft using six propulsion components and six batteries in an exemplary embodiment. In the exemplary ring-shaped embodiment, there are six batteries and six motors. Each of the motors is powered by two independent batteries. The different locations 30 of the batteries also enhance the reliability and fault tolerance of the power system architecture. Each battery powers two independent motors. In some aspects, each of the motors is wound with two sets of windings, and each set of windings receives power from a different battery. See below for reference. Figure 7 The six batteries discussed supply power to two power inverters31, for a total of 12 power inverters. The nominal voltage of the batteries is 600V. Each of the six propulsion motors has two sets of windings, with each motor powered by two inverters, one inverter per set of windings. The two inverters powering a single motor are each powered by a different battery.

[0040] In the exemplary six-motor, six-battery embodiment 10, a first motor 11 is connected to a sixth battery 26 and a first battery 21. A second motor 12 is connected to the first battery 21 and a second battery 22. A third motor 13 is connected to the second battery 22 and a third battery 23. A fourth motor 14 is connected to the third battery 23 and a fourth battery 24. A fifth motor 15 is connected to the fourth battery 24 and a fifth battery 25. A sixth motor 16 is connected to the fifth battery 25 and a sixth battery 26. In a nominal operating scenario, each battery evenly splits its power distribution between the two motors it is connected to, and each motor receives an equal amount of power from each battery it is connected to.

[0041] The fault-tolerant aspects of the power system architecture according to embodiments of the present invention are adapted to withstand and respond to at least the following faults: battery failure; motor failure; or motor inverter failure.

[0042] Figure 3 In the six-motor embodiment, this is a bar graph (with bar pairs for each operating mode) illustrating the power required by a single motor 40. The blue vertical bars (to the left of the bar pairs for each mode) illustrate the nominal (normal) operating power of each motor during five different flight phases (i.e., hover 41, vertical ascent 42, vertical descent 43, cruise climb 44, and cruise 45). The hover, vertical ascent, and vertical descent modes are VTOL modes, where the motors rotate to a vertical thrust position, as... Figures 1A-1D This can be seen from the data. Cruise climb and cruise phases occur when the motors are in a forward-facing position, such as... Figure 1E-1H This can be seen from the diagram. The red vertical bars (to the right of the bar pairs used for each mode) indicate the emergency phase is in operation, as discussed below.

[0043] like Figure 3 As seen in the illustration, the illustrative embodiment of the six-motor, six-battery ring architecture system operates at approximately 60 kW per motor in VTOL mode during nominal conditions. This 60 kW is compared to a maximum available power of approximately 150 kW. However, in the event of a motor failure, more power can be diverted to the remaining motors to maintain attitude control and flight altitude control, as discussed further below.

[0044] Figure 4 The illustration depicts a potential failure mode 60, in which the first motor fails. As can be seen in the illustrated motor layout, the loss of the first motor 11 represents a thrust loss at the far port motor, which will significantly affect the aircraft's attitude. The flight computer will likely immediately detect at least two things: first, the motor has stopped drawing current; second, a disturbance to the aircraft's attitude has occurred. To maintain balance within the aircraft, the flight control computer will reduce the power of the corresponding motor as needed. In this example, as... Figure 5 As can be seen, the power of the fourth motor 14 will be reduced. The lift loss caused by the shutdown of two motors requires the remaining four motors to use more power and deliver more lift. Figure 6 The diagram illustrates how the increased load demands of the second, third, fifth, and sixth motors are met by distributing more power from the battery. Let's look at... Figure 3The red vertical bars illustrate motor malfunctions and the power required to shut down the corresponding motor. In some cases, the power outage of the fourth motor and the power increase of the second, third, fifth, and sixth motors can occur simultaneously. In other cases, the power outage of the fourth motor and the power increase of the second, third, fifth, and sixth motors can occur sequentially.

[0045] like Figure 6 As can be seen, in the event of a failure in the first motor 11 and a power outage in the fourth motor 14 to balance the aircraft, the first battery 21 now supplies power only to the second motor 12. Similarly, the third battery supplies power only to the third motor, the fourth battery supplies power only to the fifth motor, and the sixth battery supplies power only to the sixth motor. The second battery supplies power to both the second and third motors, and the fifth battery supplies power to both the fifth and sixth motors. Although the illustration shows the fourth motor operating at 0% power, in some respects, the cross motors can operate at low levels, for example, within the range of 0%-20% of their nominal power. Because the first and sixth batteries supply power to only a single motor, and because the third and fourth batteries primarily supply power to only a single motor, these batteries will supply more current 61 to their respective windings in the second, third, fifth, and sixth motors. The second and fifth batteries will distribute power evenly between their adjacent motors. Figure 6 In the failure scenario illustrated in the diagram, each battery may output the same amount of power, but two batteries split their power delivery, and all four batteries provide (or essentially provide) power to only a single motor. In this emergency mode, the increased load demand of the motors is shared through the battery architecture to utilize the available energy on the aircraft. Although one motor has been disabled and the second motor has been de-energized to alleviate attitude control issues, each battery is still in use and delivering power.

[0046] In some embodiments, the vertical takeoff and landing aircraft has an autonomous attitude control system adapted to withstand power link failures or complete motor failures in a multi-battery system through load sharing, in order to better ensure equal battery discharge levels. In some aspects, each motor is driven on a set of multiple complementary windings, wherein each set of windings uses a different load link and is driven by a different battery. Figure 7This is an illustrative embodiment of the electrical system power architecture for a six-motor, six-battery aircraft. Each of the six batteries 201 supplies two power inverters, for a total of twelve power inverters 202. The nominal voltage of the batteries is 600V. Each of the six propulsion motors 203 has two sets of windings, with each motor powered by two inverters, one inverter per set of windings. The two inverters powering a single motor are each powered by a different battery. In addition to supplying power to the motor inverters, the batteries also supply power to the rotor deployment mechanism 204 (nacelle tilt actuator), which is used to deploy and retract the rotors during various flight modes (vertical takeoff and landing configurations, forward flight configurations, and transitions between them).

[0047] Flight computer 205 monitors the current from each of twelve motor inverters 202, which supply power to twelve sets of windings in six motors 203. Flight computer 205 can also control the motor current supplied to each of the twelve sets of windings in the six motors. In some embodiments, battery 201 also supplies power to the blade pitch motor and position encoder of the variable pitch propeller 206. The battery also supplies power to control surface actuators 207 used for positioning various control surfaces on the aircraft. The blade pitch motor and control surface actuators 207 can operate by receiving power from a DC-DC converter 208, for example, by gradually reducing the voltage from 600V to 160V. A set of avionics 209 can also be connected to the flight computer. Battery charger 210 can be used to charge battery 201, and the battery charger can be external to the aircraft and ground-based.

[0048] In the event of a malfunction, such as a failure of the motor or its power supply link, as described above, compensation for the power distribution from the individual batteries to the individual motors can be performed autonomously and on the aircraft. For example, compensation can be performed without pilot input.

[0049] In another failure scenario, a single winding on the motor may fail. In such a scenario, the opposing motor can be partially de-energized, while the motor with the only remaining winding can be powered up. The power supplied by the battery can be modulated to balance the discharge of each battery. In yet another failure scenario, the battery may fail. In this case, the opposing motor may be de-energized by 10%-20%, where the only remaining battery on the motor provides additional power along with the failed battery / inverter, and differential power along the ring is used to distribute the battery discharge. In the case of a complete battery failure in a ring architecture, this will result in each of the two motors having a set of unenergized windings. The set of remaining windings in each of the adjacent motors will draw additional power from the battery in that set of windings, and there will be differentially regulated power around the ring to optimally balance the battery discharge rate. The opposing motor will be partially de-energized to maintain an appropriate discharge rate.

[0050] Figure 8 A bar graph 235 illustrates four flight modes and the battery discharge rate for each mode. The vertical axis in the bar graph represents the battery discharge rate C. The battery discharge rate is a normalized factor, where a discharge rate of 1C will discharge the battery in one hour. 2C will discharge the battery in 30 minutes, a discharge rate of 3C will discharge the battery in 20 minutes, and so on. The maximum peak discharge rate 236 (which is approximately 5C in this exemplary embodiment) can be set by the limitations of the battery chemistry. The nominal flight modes are hover 232, transition 233, and cruise 234. The cruise discharge rate 240 can be approximately 1C. As the aircraft approaches landing, it will switch to transition mode 233, which can have a transition discharge rate 239 of approximately 2C. Then, as the aircraft lands, it will enter hover mode 232, which can have a discharge rate of approximately 2.5C. In the event of a motor failure, the aircraft can enter an emergency hover mode 231, in which the corresponding motor can be de-energized to achieve attitude stability. The hover mode discharge rate 237 can exceed 3C.

[0051] In an exemplary embodiment, the maximum gross takeoff weight (MGTOW) can be 4200 lbs. The discharge rate exceeds the ground effect (OGE), at which point the total energy storage of all batteries is 150 kWh. In the event of an emergency landing in emergency hover mode 231, the expected time using the high discharge rate of emergency hover discharge rate 237 is approximately 1 minute.

[0052] Figure 9The illustration depicts a flight control system architecture for a high-reliability electrically driven aircraft according to some embodiments of the present invention. In an exemplary embodiment, the flight computer 111 of the control system receives flight commands 114 from a mission computer 112 and a pilot 113. The flight computer may also receive input from a flight-critical sensor suite 110. The flight-critical sensors may have triple redundancy. The flight computer may also have triple redundancy. The system may include a voting bridge 116 on each actuator 115. Figure 10 The illustration shows a flight control software architecture according to some embodiments of the present invention.

[0053] In some embodiments of the invention, alternative battery and motor architectures can be used, which further enhances the system's fault tolerance. In some aspects, such as Figure 11A As seen in the diagram, a dual architecture 120 is used, which employs four batteries for the electric motors of six propulsion components: left wingtip propulsion component 121, left wingtip propulsion component 122, right wingtip propulsion component 123, right wingtip propulsion component 124, left rear propulsion component 125, and right rear propulsion component 126. In the dual architecture, each battery supplies power to one or more motors on each side of the aircraft's longitudinal centerline. By linking the battery supplying power to the farthest outermost motor to a motor on the opposite side of the aircraft's centerline, the effects of a battery failure are more dispersed across the entire aircraft, thus reducing the amount of attitude deviation due to a battery failure. For example, in the event of a motor failure at the first motor 121, the power of the fourth motor still experiences a momentary drop to compensate for the failure. However, compared to the ring architecture disclosed above, the compensation mechanism for power sharing in the dual architecture using the remaining motors will allow for a lower inverter load in the inverter optimization system. Furthermore, compared to the ring architecture, the compensation mechanism for power sharing in the dual architecture using the remaining motors will allow for a lower battery load in the battery optimization system.

[0054] Figure 11B The diagram illustrates the nominal operating conditions of the dual-architecture 120, where each of the four batteries 111, 112, 113, and 114 supplies 35 kW to one winding of three different motors, with each battery delivering a total power of 105 kW and each motor receiving a total power of 70 kW, for a total delivered power of 420 kW. Each motor receives power from three batteries.

[0055] Figure 11CThe illustration depicts a motor failure scenario, specifically a failure of motor 121 in the left wingtip propulsion assembly. As illustrated, to compensate for the loss of the left wingtip motor, motor 124 on the right wingtip has been de-energized and no longer draws any power. Each of the batteries now powers two (instead of the previous three) motors, and each motor receives power from two batteries instead of the previous three. Each battery is able to operate at the same power output level, and each of the motor windings and its associated inverter is also able to operate at the same power level.

[0056] Figure 11D The illustration depicts a battery failure scenario, in which, in this exemplary case, the first battery 111 fails. In this situation, each remaining battery provides the same power output level, although the different motors operate at different power levels to balance the thrust generated on each side of the aircraft's longitudinal centerline.

[0057] Figure 12 The illustration depicts a six-battery, six-motor, hexagram-shaped architecture according to some embodiments of the present invention. Figure 12 In the hexagonal architecture illustrated in the diagram, each of the six batteries powers two motors, much like a ring architecture. Each motor is powered by two batteries. However, the first battery powers the first and third motors, the second battery powers the second and fourth motors, and so on. The hexagonal architecture creates two separate rings, one for the first, third, and sixth motors, and the other for the second, fourth, and fifth motors. By linking the batteries supplying the outermost motors to motors on the opposite side of the aircraft's centerline, the effects of a battery failure are more dispersed across the entire aircraft, reducing the amount of attitude deviation caused by a battery failure. For example, in the case of a motor failure at the first motor, the power of the fourth motor still experiences a momentary drop to compensate for the failure. However, compared to the ring architecture, the compensation mechanism for power sharing in the hexagonal architecture, which utilizes the remaining motors, allows for a lower inverter load in the inverter optimization system. Furthermore, compared to the ring structure, the compensation mechanism for power sharing in the hexagonal architecture, which utilizes the remaining motors, allows for a lower battery load in the battery optimization system. Figures 15A-15C The illustration shows the maximum load in the inverter, battery, and motor during battery failure, for solutions to inverter optimization, battery optimization, and motor optimization for the various motor-battery architectures described herein. Figures 15A-15C In this case, the hexagram structure is indicated by a symbol, rather than by a name as in other structures.

[0058] Figure 13 and Figure 14 The illustration shows a six-motor, four-battery system according to some embodiments of the present invention. Figure 13 The diagram illustrates a star-shaped architecture that uses four batteries to power six motors. Each battery is connected to three motors. Figure 14 The diagram illustrates a mesh architecture with four batteries and six motors.

[0059] Figure 15A , Figure 15B and Figure 15C The diagrams illustrate the maximum loads in the inverter, battery, and motor during motor failures, used to designate solutions for inverter optimization, battery optimization, and motor optimization for the various motor-battery architectures described herein. The hexagonal architecture is indicated by a symbol rather than by name, as other architectures are indicated by this symbol. As illustrated, the hexagonal architecture represents the optimal solution when evaluating all optimizations (inverter optimization, battery optimization, and motor optimization).

[0060] As will become apparent from the foregoing description, a wide variety of embodiments can be configured from the description given herein, and additional advantages and modifications will readily occur to those skilled in the art. Therefore, the invention, in its broader aspects, is not limited to the specific details and illustrative examples shown and described. The embodiments described herein may include physical structures as well as methods of use. Thus, deviations from such details may be made without departing from the spirit or scope of the applicant's overall invention.

[0061] This invention also relates to the following aspects: 1. An electrically driven vertical takeoff and landing aircraft, the aircraft comprising: Multiple propulsion components, each of which includes an electric motor; A plurality of batteries, each of which is connected to two or more of the electric motor; Each of the electric motors includes a plurality of motor winding circuits, and each of the winding circuits in the motor is connected to a different battery.

[0062] 2. The aircraft according to aspect 1 further includes a plurality of inverters, wherein each of the batteries is connected to each of the electric motors via an inverter.

[0063] 3. The aircraft according to aspect 1 further includes a flight control system adapted to autonomously adjust the power supplied from the battery to the electric motor in the event of a motor failure in order to maintain a desired aircraft attitude.

[0064] 4. The aircraft according to aspect 2 further includes a flight control system adapted to autonomously adjust the power supplied from the battery to the electric motor in the event of a motor failure in order to maintain a desired aircraft attitude.

[0065] 5. The aircraft according to aspect 1 further includes a flight control system adapted to autonomously adjust the power supplied from the battery to the electric motor in the event of a battery failure in order to maintain a desired aircraft attitude.

[0066] 6. The aircraft according to aspect 2 further includes a flight control system adapted to autonomously adjust the power supplied from the battery to the electric motor in the event of a battery failure in order to maintain a desired aircraft attitude.

[0067] 7. The aircraft according to aspect 1, wherein each of the electric motors includes a plurality of motor winding circuits, and wherein each of the plurality of motor winding circuits in the motor is connected to a different battery.

[0068] 8. The aircraft according to aspect 2, wherein each of the electric motors includes a plurality of motor winding circuits, and wherein each of the plurality of motor winding circuits in the motor is connected to a different battery.

[0069] 9. The aircraft according to aspect 4, wherein each of the electric motors includes a plurality of motor winding circuits, and wherein each of the plurality of motor winding circuits in the motor is connected to a different battery.

[0070] 10. The aircraft according to aspect 6, wherein each of the electric motors includes a plurality of motor winding circuits, and wherein each of the plurality of motor winding circuits in the motor is connected to a different battery.

[0071] 11. The aircraft according to aspect 1, wherein each of the plurality of batteries is coupled to one or more motors on the left side of the longitudinal axis of the aircraft, and wherein each of the plurality of batteries is coupled to one or more motors on the right side of the longitudinal axis of the aircraft.

[0072] 12. The aircraft according to aspect 2, wherein each of the plurality of batteries is coupled to one or more motors on the left side of the longitudinal axis of the aircraft, and wherein each of the plurality of batteries is coupled to one or more motors on the right side of the longitudinal axis of the aircraft.

[0073] 13. The aircraft according to aspect 7, wherein each of the plurality of batteries is coupled to one or more motors on the left side of the longitudinal axis of the aircraft, and wherein each of the plurality of batteries is coupled to one or more motors on the right side of the longitudinal axis of the aircraft.

[0074] 14. The aircraft according to aspect 8, wherein each of the plurality of batteries is coupled to one or more motors on the left side of the longitudinal axis of the aircraft, and wherein each of the plurality of batteries is coupled to one or more motors on the right side of the longitudinal axis of the aircraft.

[0075] 15. A method for mitigating a motor failure in the power and propulsion system of a vertical takeoff and landing aircraft, the aircraft comprising: Multiple propulsion components, each of which includes an electric motor; A plurality of batteries, each of which is connected to two or more of the electric motor; Each of the electric motors includes a plurality of motor winding circuits, and each of the winding circuits in the motor is connected to a different battery. The method includes the following steps: Power off the second motor, which is located on the opposite side of the longitudinal centerline of the aircraft relative to the first motor; and Increase some or all of the power delivered to the remaining motors in order to maintain the necessary thrust.

[0076] 16. The method according to aspect 15, wherein each of the plurality of batteries is coupled to one or more motors on the left side of the longitudinal axis of the aircraft, and wherein each of the plurality of batteries is coupled to one or more motors on the right side of the longitudinal axis of the aircraft.

Claims

1. A vertical takeoff and landing aircraft, said aircraft comprising: A left fixed wing that generates lift as the aircraft moves forward; A left inner propulsion assembly and a left outer propulsion assembly are located on the left fixed wing. Each of the left inner propulsion assembly and the left outer propulsion assembly includes an electric motor and is operable in a horizontal thrust mode and a vertical thrust mode. In the vertical thrust mode, the axis of rotation of the left inner propulsion assembly or the left outer propulsion assembly is located in front of the leading edge of the left fixed wing, and the axis of rotation of the left inner propulsion assembly or the left outer propulsion assembly is located behind the leading edge of the left fixed wing. A right fixed wing that generates lift as the aircraft moves forward; The right inner propulsion assembly and the right outer propulsion assembly are located on the right fixed wing. Each of the right inner propulsion assembly and the right outer propulsion assembly includes an electric motor and is operable in a horizontal thrust mode and a vertical thrust mode. In the vertical thrust mode, the axis of rotation of the right inner propulsion assembly or the right outer propulsion assembly is located in front of the leading edge of the right fixed wing, and the axis of rotation of the right inner propulsion assembly or the right outer propulsion assembly is located behind the leading edge of the right fixed wing. A right rear propulsion assembly, located behind the right inner propulsion assembly and the right outer propulsion assembly, the right rear propulsion assembly including an electric motor; and A left rear propulsion assembly, located at the rear of the left inner propulsion assembly and the left outer propulsion assembly, the left rear propulsion assembly including an electric motor; and Flight control system, wherein the flight control system is adapted to: - Operate these propulsion components in vertical thrust generation mode; - Detect faults in specific propulsion components; - Reduce the power of the corresponding propulsion component, which is located on the opposite side of the longitudinal centerline of the aircraft relative to the specific propulsion component; and - Increase the power delivered to the following propulsion components: (1) at least one of the right rear propulsion component or the left rear propulsion component; and (2) at least one of the left inner propulsion component, the left outer propulsion component, the right inner propulsion component and the right outer propulsion component located on the side opposite to the specific propulsion component on the longitudinal centerline of the aircraft.

2. The aircraft of claim 1 further includes a plurality of batteries, each of which is connected to two or more of the electric motors.

3. The aircraft according to claim 2, wherein, Each of the plurality of batteries is connected to one or more electric motors on the left side of the longitudinal centerline of the aircraft and one or more electric motors on the right side of the longitudinal centerline of the aircraft.

4. The aircraft according to claim 2 or 3 further includes a plurality of inverters, wherein, Each of the batteries is connected to each of the electric motors via an inverter.

5. The aircraft according to claim 2 or 3, wherein, In the event of a battery failure, the power supplied from the battery to the electric motor is adjusted to maintain the desired aircraft attitude.

6. The aircraft according to claim 2 or 3, wherein, Each battery in the first group of the plurality of batteries distributes its power between the two propulsion components, while each battery in the second group of the plurality of batteries provides its power to a single propulsion component.

7. The aircraft according to claim 2 or 3, wherein, Each of the electric motors includes a plurality of motor winding circuits, wherein each of the plurality of motor winding circuits in the motor is connected to a different battery.

8. The aircraft according to claim 2 or 3, wherein, The specific propulsion assembly is coupled to a first battery, which is located on the same side of the longitudinal centerline of the aircraft as the specific propulsion assembly, and the specific propulsion assembly is coupled to a second battery, which is located on the opposite side of the longitudinal centerline of the aircraft as the specific propulsion assembly, and wherein power from the first battery and the second battery is transferred from the specific propulsion assembly to some or all of the remaining propulsion assemblies.

9. The aircraft according to claim 1 or 2, wherein, A fault in the specific propulsion component is detected when the motor in that component stops drawing current.

10. The aircraft according to claim 1 or 2, wherein, The corresponding propulsion components operate within a range of 0%-20% of the nominal power.

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