Control method and control system for dynamic torque distribution of electric vertical take-off and landing aircraft

Abstract

The invention discloses a control method and a control system for dynamic torque distribution of an electric vertical take-off and landing aircraft. The control method comprises the following steps: acquiring the total required torque of a motor; current state information of a first winding and a second winding of the motor is obtained, and the current state information comprises a real-time temperature difference value between the first winding and the second winding and a real-time charge state difference value between a first power battery and a second power battery which are correspondingly connected with the first winding and the second winding respectively; dynamically calculating a torque command difference for the first winding and the second winding; generating and respectively outputting a first torque instruction distributed to the first winding and a second torque instruction distributed to the second winding according to the total demand torque and the torque instruction difference value; and current closed-loop control is performed on the first winding and the second winding based on the first torque instruction and the second torque instruction. In a normal state, the dual systems participate in work, and the working points of the dual systems are dynamically adjusted through an intelligent strategy, so that intelligent collaborative optimization is realized.

Description

Technical Field

[0001] This invention relates to the field of aviation electric propulsion technology, and in particular to a control method and control system for dynamic torque distribution in electric vertical takeoff and landing aircraft. Background Technology

[0002] In recent years, with the rise of the concept of urban air mobility, eVTOL, as its core vehicle platform, has developed rapidly. To meet the stringent requirements of aviation-grade safety and reliability, its electric propulsion system generally adopts a high redundancy design. Among them, the dual three-phase permanent magnet synchronous motor, due to its inherent two sets of spatially and electrically isolated stator windings, can independently maintain motor operation by the other set of windings when one winding or its corresponding drive circuit fails, thus providing crucial power redundancy. It has become a key technology choice for many mainstream eVTOL manufacturers and core electric drive suppliers.

[0003] In existing technical solutions, the two sets of windings in a dual three-phase motor are mainly used as cold or hot backup redundancy in case of failure. That is, during normal operation, the two sets of windings may work together; when a failure is detected in one set of windings, it is isolated, and the remaining healthy windings independently take over the propulsion task. The core objective of this control strategy is to ensure basic functional safety, but its utilization of the potential of the dual three-phase motor remains at the level of "redundancy and fault tolerance."

[0004] However, in the actual design, manufacturing, and operation of a dual three-phase motor, it is difficult to achieve perfect symmetry and consistency between the two sets of windings, which introduces various inconsistencies, mainly including: Inconsistency between physical and electrical parameters: Due to slight differences in material tolerances, manufacturing processes, winding wiring, and other aspects, the electrical parameters such as resistance and inductance of the two sets of windings may deviate. After long-term operation, the parameters may also change to varying degrees due to factors such as vibration and thermal stress.

[0005] Inconsistent thermal characteristics: Inconsistencies in the aforementioned parameters, local differences in heat dissipation conditions, and potential imbalances in the drive currents of the two windings can lead to differences in the temperature rise characteristics of the two windings. Localized overheating not only affects motor efficiency and insulation life but may also become a potential bottleneck in system reliability.

[0006] Inconsistent State of Charge (SOC): To improve the reliability of the overall energy system, eVTOL's power architecture is evolving from a single battery pack to a dual-battery redundancy architecture. These two independent battery packs may experience inconsistencies in their state of charge due to differences in initial cell performance, cycle aging, operating ambient temperature, and current load distribution.

[0007] Current control methods do not fully consider the combined effects of these inconsistencies. If the two windings are simply treated as equivalent and current-sharing control is applied, the following may occur when the supply voltage is affected by the battery's real-time state of charge (SOC) and the winding parameters are mismatched: The uneven output of the two windings, with one set overloaded and the other lightly loaded, reduces the overall performance optimization.

[0008] Uneven loss distribution exacerbates the temperature rise difference between windings, affecting the overall thermal management and lifespan of the motor.

[0009] With dual-battery power supply, the battery with a lower SOC may be over-discharged, accelerating its aging and even triggering premature protection, which in turn affects the system's continuous operation capability.

[0010] Therefore, the existing control strategies for dual three-phase motors fail to fully leverage their multi-degree-of-freedom (two independent windings) coordinated control potential to actively manage and optimize the system's performance, efficiency, thermal balance, and energy use during normal, non-faulty operation, thereby improving the overall efficiency and robustness of the entire electric propulsion system.

[0011] Therefore, there is an urgent need to provide a control method and control system scheme for dynamic torque distribution in electric vertical takeoff and landing aircraft. Summary of the Invention

[0012] To address the above problems, the present invention provides a control method and control system for dynamic torque distribution in electric vertical takeoff and landing aircraft, which enables reasonable allocation of motors and batteries, thereby extending the range of electric aircraft.

[0013] According to a first aspect of the present invention, a control method for dynamic torque distribution in an electric vertical takeoff and landing aircraft is provided, applied to a device including a dual-winding permanent magnet synchronous motor, comprising the following steps: S1. Obtain the total required torque of the motor; S2. Obtain the current state information of the first winding and the second winding of the motor. The current state information includes the real-time temperature difference between the first winding and the second winding, and / or the real-time state of charge difference between the first power battery and the second power battery that are respectively connected to the first winding and the second winding. Based on the current state information, dynamically calculate the torque command difference between the first winding and the second winding. S3. Based on the difference between the total required torque and the torque command, generate and output the first torque command allocated to the first winding and the second torque command allocated to the second winding respectively. S4. Based on the first torque command and the second torque command, perform independent current closed-loop control on the first winding and the second winding respectively.

[0014] In the above scheme, the strategy modes implemented in step S2 include: balanced torque mode, balanced temperature mode, and balanced charge state mode. In balanced torque mode, the torque command difference is zero, and both the first and second torque commands are half of the total required torque. In balanced temperature mode, the current status information is the real-time temperature difference. In the balanced charge state mode, the current state information is the real-time charge state difference.

[0015] In the above scheme, step S2, obtaining the real-time temperature difference specifically involves: using temperature sensors arranged on the first winding and the second winding to collect the temperature of the first winding and the second winding respectively, and calculating the difference between the two.

[0016] In the above scheme, step S2, obtaining the real-time state of charge difference specifically involves: obtaining the first real-time state of charge and the second real-time state of charge from the first battery management system and the second battery management system connected to the first power battery and the second power battery, respectively, through controller local area network communication, and calculating the difference between the two.

[0017] In the above scheme, step S2, specifically, dynamically calculating the torque command difference, involves inputting the current state information to the PI controller and outputting the torque command difference through the PI controller.

[0018] In the above scheme, the first winding is connected to the first three-phase inverter and is independently powered by the first power battery, and the second winding is connected to the second three-phase inverter and is independently powered by the second power battery.

[0019] In the above scheme, the strategy mode is selected based on a preset priority or the execution of received external instructions, wherein the priority of external instructions is higher than the preset priority.

[0020] In the above scheme, the preset priorities include: when the absolute value of the real-time temperature difference exceeds the first preset threshold, the equal temperature mode is selected first; when the absolute value of the real-time temperature difference does not exceed the first preset threshold, but the absolute value of the real-time state of charge difference exceeds the second preset threshold, the equal state of charge mode is selected; in other cases, the equal torque mode is selected by default. External commands include: when range priority is given, select balanced charge mode; when power priority is given, select balanced torque mode; when winding balance is given, select balanced temperature mode.

[0021] In the above scheme, when the output capability of one of the first or second windings decreases, the torque command of that winding is reduced, and the torque command of the other winding is increased.

[0022] According to a second aspect of the present invention, a control system for dynamic torque distribution of an electric vertical takeoff and landing aircraft is provided, the control system being used to implement the control method described in any one of the above embodiments, the control system comprising: The torque acquisition module is used to acquire the total required torque of the motor; The difference calculation module is used to obtain the current state information of the first winding and the second winding of the motor. The current state information includes the real-time temperature difference between the first winding and the second winding, and / or the real-time state of charge difference between the first power battery and the second power battery that are respectively connected to the first winding and the second winding. Based on the current state information, the torque command difference between the first winding and the second winding is dynamically calculated. The torque distribution module is used to generate and output a first torque command allocated to the first winding and a second torque command allocated to the second winding, based on the difference between the total required torque and the torque command. The winding control module is used to perform independent closed-loop current control on the first winding and the second winding based on the first torque command and the second torque command, respectively.

[0023] The beneficial effects of this invention are: By introducing a balanced SOC mode, the controller can actively and dynamically allocate the load of the two battery packs, causing the high SOC battery pack to discharge more and the low SOC battery pack to discharge less, thereby achieving synchronous and balanced energy consumption of the two battery packs. This avoids the problem of one battery pack being depleted prematurely due to individual differences in the battery packs, which may limit the flight range in the traditional average distribution mode. It maximizes the utilization of all onboard energy storage and effectively improves the maximum range and loiter time of the electric aircraft on a single charge. This is the most direct and valuable technical effect of this invention. By employing a balanced temperature mode, the system no longer passively protects against winding overheating but actively intervenes in temperature distribution. When a winding's temperature is too high due to poor local heat dissipation or minor hidden damage, the algorithm automatically reduces its output and increases the output of the other winding, thereby guiding the temperatures of both windings towards uniformity. This effectively prevents accelerated insulation aging caused by long-term thermal imbalance, improves the overall reliability and lifespan of the motor, and enhances flight safety. This invention transcends the passive mode of traditional redundant systems with one primary and one backup, and failover. Under normal conditions, both systems participate in operation and dynamically adjust their respective operating points through intelligent strategies. This not only fully utilizes the capabilities of redundant hardware but also enables it to serve higher-level system objectives in a healthy state, achieving a paradigm shift from simple hardware backup to intelligent collaborative optimization. By placing the dynamic torque allocation algorithm in a low-speed task and decoupling it from the high-speed current loop, this design rationally allocates processor computing resources, ensures the real-time performance of current control, and enables the stable execution of complex strategy logic. Attached Figure Description

[0024] 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 only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0025] Figure 1 A schematic diagram of a dual-redundant electric propulsion system applying the control method of this invention; Figure 2 This is a schematic diagram of the software architecture layout of vector control (FOC) in the motor controller processor; Figure 3 This is a flowchart of the control method disclosed in this invention; Figure 4 This is a schematic diagram of torque distribution; Figure 5 This is a schematic diagram of another torque distribution method.

[0026] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0027] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims.

[0028] The terms "first," "second," etc., used in this disclosure are for distinguishing similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that the embodiments of this disclosure described herein can be implemented, for example, in orders other than those illustrated or described herein.

[0029] Furthermore, the terms “comprising” and “having”, and any variations thereof, are intended to cover non-exclusive inclusion, such that a process, method, system, product, or apparatus that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or apparatus.

[0030] Multiple, including two or more.

[0031] And / or, it should be understood that, for the purposes of this disclosure, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent three situations: A exists alone, A and B exist simultaneously, and B exists alone.

[0032] like Figure 1 As shown, the dynamic torque distribution control method for electric vertical takeoff and landing aircraft provided by this invention is applied to a dual-redundant electric propulsion system. The system includes: A dual three-phase permanent magnet synchronous motor has two sets of three-phase windings embedded in its stator core, which are spatially phased by 30 degrees or in phase, referred to as the first winding and the second winding, respectively. These two sets of windings are independent of each other in electrical and magnetic circuits.

[0033] Two independent three-phase inverters: the AC output of the first inverter is connected to the three phases of the first winding of the motor; the AC output of the second inverter is connected to the three phases of the second winding of the motor. Silicon carbide power modules are preferably used in the inverters to achieve high power density and high-frequency characteristics.

[0034] Two independent power battery packs: the first battery pack is connected to the first inverter via a DC bus and supplies power to it independently; the second battery pack also supplies power to the second inverter independently. The two battery packs are completely isolated physically and electrically, forming a power supply redundancy.

[0035] A centralized motor controller serves as the control core, controlling the switching of all power transistors in the two inverters via power drive circuitry. The controller integrates necessary peripherals such as a microprocessor, analog-to-digital converter, and communication interface.

[0036] This invention provides electric aircraft with inherent fault tolerance through two physically independent sets of batteries, inverters, and winding channels, meeting the basic requirements of aviation safety. It uses a single motor controller for unified decision-making and control, avoiding the communication delays and coordination complexities caused by distributed control, and ensuring precise and synchronous adjustment of the torque of the two channels.

[0037] like Figure 2The diagram shows the software architecture layout of a vector control (FOC) system within a motor controller processor. It includes the following components: High-frequency tasks are typically triggered by current sampling interrupts. These mainly involve current loop calculations, such as electrical angle calculations, forward and reverse Clarke-Park transformations, current controllers (e.g., PI controllers), and modulation ratio calculations (e.g., space vector modulation).

[0038] Low-frequency tasks: These are generally triggered by timers. They mainly involve speed loop calculations (such as those for speed controllers), instruction processing, and state machines. The torque allocation proposed in this invention should be placed here, as shown in the gray box. Its main function is to dynamically allocate the required torque calculated by the speed controller (some controllers also output current).

[0039] Peripherals and interfaces: including ADC sampling phase current, ADC sampling bus voltage, rotary transformer (or other types of angle and speed sensors such as encoders), communication functions, ADC sampling temperature, gate drive, etc.

[0040] This invention places the computationally intensive current loop in a high-frequency interrupt to ensure the speed and accuracy of current control; it places the logically complex torque allocation in a low-frequency task to avoid the high-frequency interrupt being occupied for a long time, thus rationally allocating processor resources and ensuring the real-time performance of the system.

[0041] By embedding the dynamic torque distribution strategy as an independent software module into the standard speed-current dual-loop vector control architecture, decoupling it from the basic control algorithm is achieved, which facilitates the independent development, testing and upgrading of the strategy.

[0042] like Figure 3 As shown, the present invention provides a control method for dynamic torque distribution in electric vertical takeoff and landing aircraft, comprising the following steps: S1. Obtain the total required torque of the motor. The total required torque is... ; S2. Obtain the current state information of the first winding and the second winding of the motor. The current state information includes the real-time temperature difference between the first winding and the second winding, and / or the real-time state of charge difference between the first power battery and the second power battery that are respectively connected to the first winding and the second winding. Based on the current state information, dynamically calculate the torque command difference between the first winding and the second winding. S3. Based on the difference between the total required torque and the torque command, generate and output the first torque command allocated to the first winding and the second torque command allocated to the second winding respectively. S4. Based on the first torque command and the second torque command, perform independent current closed-loop control on the first winding and the second winding respectively.

[0043] like Figure 4 and Figure 5 As shown, in step S2, obtaining the current state information of the first and second windings of the motor includes: Temperature sensors arranged on the first and second windings are used to collect the temperatures of the first and second windings respectively, and the difference between the two is calculated. Specifically: The resistance values ​​of the thermistors embedded in the ends or slots of the first and second windings are read by the ADC, and the real-time temperatures T1 and T2 of the two windings are obtained by conversion. The temperature difference ΔT is then calculated. ΔT = T2 - T1 (1) Through controller local area network communication, the system obtains the first real-time state of charge and the second real-time state of charge from the first battery management system and the second battery management system, which are connected to the first power battery and the second power battery, respectively, and calculates the difference between the two. Specifically: The real-time states of charge (SOC1) and SOC2 of the first and second batteries are read from the first and second battery management systems respectively via the CAN bus, and the SOC difference ΔSOC is calculated. ΔSOC = SOC2 - SOC1 (2) Signal preprocessing: To prevent noise interference from causing frequent oscillations in the allocation strategy, the acquired ΔT and ΔSOC signals are subjected to first-order low-pass digital filtering.

[0044] The strategy modes implemented in step S2 include: balanced torque mode, balanced temperature mode, and balanced state of charge mode. The selection of the strategy mode is based on a preset priority or executed by received external commands. External commands are commands received by the motor controller from the flight control system (FCS) or aircraft energy management system (AEMS) through a communication interface (such as CAN, ARINC 429, etc.). The external commands have a higher priority than the preset priority. The preset priorities include: when the absolute value of the real-time temperature difference exceeds a first preset threshold, the balanced temperature mode is selected first; when the absolute value of the real-time temperature difference does not exceed the first preset threshold, but the absolute value of the real-time state of charge difference exceeds a second preset threshold, the balanced state of charge mode is selected; otherwise, the balanced torque mode is selected by default. External commands include: when range priority is given, the balanced charge mode is selected; when power priority is given, the balanced torque mode is selected; when winding balancing is performed, the balanced temperature mode is selected.

[0045] In balanced torque mode, the torque command difference is zero; both the first and second torque commands are half of the total required torque. / 2; Balanced torque mode is used for power-demand-priority phases such as normal flight, takeoff / climb, etc., providing the most basic and direct redundant drive. The two sets of windings share the load equally, and the system is in a symmetrical working state with maximum efficiency.

[0046] In balanced temperature mode, the current status information is the real-time temperature difference. Balanced temperature mode is used for long-term cruise or when abnormal temperature rise is detected in a winding due to minor damage or poor local heat dissipation. The filtered temperature difference ΔT is input to a temperature balancing PI controller. The controller's transfer function is: (k p ×s+k i ) / s, where s is a complex frequency variable. The output of the PI controller is compared with the total demand torque. The proportional coupling dynamically generates torque commands for both windings. The specific calculation formula is as follows: (3) (4) Where, k p and k i These are the proportional and integral coefficients for the temperature equalization controller.

[0047] This invention utilizes a PI controller to perform closed-loop regulation of the temperature difference, achieving proactive and precise distribution of the heating power between the two windings. This automatically reduces the output (heat generation) of the winding with higher temperature and increases the output of the winding with lower temperature, thereby rapidly and stably reducing the temperature difference. By dynamically linking the torque distribution coefficient with the temperature difference through PI control, an indirect thermal management closed-loop is achieved, from temperature monitoring to torque adjustment. This effectively prevents localized overheating and accelerated insulation aging caused by long-term thermal imbalance, significantly improving the long-term operational reliability and lifespan of the motor in redundant operating modes.

[0048] In the balanced state of charge (SOC) mode, the current state information is the real-time SOC difference. The balanced SOC mode is used for long-duration cruise phases prioritizing range. The filtered SOC difference ΔSOC is input to a SOC balancing PI controller. Its transfer function is also (kp×s+ki) / s, and the dynamic allocation formula for torque commands is: (5) (6) Where, k p and k i These are the proportional and integral coefficients of the SOC equalization controller.

[0049] This invention innovatively combines motor torque command allocation with battery pack state of energy (SOC) through a closed-loop PI control. The windings corresponding to battery packs with higher SOCs are allocated larger torque commands, handling more power output and thus accelerating their discharge; those with lower SOCs have reduced load. This achieves active balancing of the energy consumption rates of the two independent energy storage systems during system operation. This mode ensures that the SOCs of the two battery packs tend to decrease synchronously, avoiding the possibility of one battery pack being depleted first due to differences in individual battery cells, as in traditional average allocation strategies, thereby maximizing the utilization of all available energy storage on the aircraft.

[0050] Furthermore, the switching conditions for the strategy mode include: the absolute value of the real-time temperature difference exceeds the temperature threshold or the absolute value of the real-time state of charge difference exceeds the state of charge threshold.

[0051] When the output capability of one of the first or second windings decreases, the torque command for that winding is reduced, and the torque command for the other winding is increased.

[0052] Step S3, which generates and outputs the first torque command assigned to the first winding and the second torque command assigned to the second winding, specifically includes: The torque command calculated in step S2 and The motor torque constant k is converted into a corresponding current command for subsequent current loop tracking. (7) (8) in, This is the current command for the first winding. This is the current command for the second winding. k is the motor's torque-to-current ratio, which depends on the motor type (e.g., internal rotor, external rotor, embedded permanent magnet, surface-mount permanent magnet, etc.) and parameters (permanent magnet flux linkage, inductance, etc.). Figure 2 A matching torque-current ratio or a matching solution method such as MTPA should be used.

[0053] According to a second aspect of the present invention, a control system for dynamic torque distribution in an electric vertical takeoff and landing (EVTOL) aircraft is provided. The control system is used to implement the control method described above, and the control system includes: The torque acquisition module is used to acquire the total required torque of the motor; The difference calculation module is used to obtain the current state information of the first winding and the second winding of the motor. The current state information includes the real-time temperature difference between the first winding and the second winding, and / or the real-time state of charge difference between the first power battery and the second power battery that are respectively connected to the first winding and the second winding. Based on the current state information, the torque command difference between the first winding and the second winding is dynamically calculated. The torque distribution module is used to generate and output a first torque command allocated to the first winding and a second torque command allocated to the second winding, based on the difference between the total required torque and the torque command. The winding control module is used to perform independent closed-loop current control on the first winding and the second winding based on the first torque command and the second torque command, respectively.

[0054] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0055] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0056] Through the above description of the embodiments, those skilled in the art can clearly understand that the above implementation methods can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, 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 terminal (which may be a mobile phone, computer, server, air conditioner, or network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0057] The embodiments of the present invention have been described above with reference to the accompanying drawings. However, the present invention is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of the present invention without departing from the spirit and scope of the claims. All of these forms are within the protection scope of the present invention.

Claims

1. A control method for dynamic torque distribution in an electric vertical takeoff and landing aircraft, characterized in that, An application to a device comprising a dual-winding permanent magnet synchronous motor includes the following steps: S1. Obtain the total required torque of the motor; S2. Obtain the current state information of the first winding and the second winding of the motor. The current state information includes the real-time temperature difference between the first winding and the second winding, and / or the real-time state of charge difference between the first power battery and the second power battery that are respectively connected to the first winding and the second winding. Based on the current state information, dynamically calculate the torque command difference between the first winding and the second winding. S3. Based on the difference between the total required torque and the torque command, generate and output the first torque command allocated to the first winding and the second torque command allocated to the second winding respectively. S4. Based on the first torque command and the second torque command, perform independent current closed-loop control on the first winding and the second winding respectively.

2. The control method for dynamic torque distribution in an electric vertical takeoff and landing aircraft according to claim 1, characterized in that, Step S2 also includes: selecting the appropriate strategy mode; The implemented strategy modes include: balanced torque mode, balanced temperature mode, and balanced state of charge mode. In balanced torque mode, the torque command difference is zero, and both the first and second torque commands are half of the total required torque. In balanced temperature mode, the current status information is the real-time temperature difference. In the balanced charge state mode, the current state information is the real-time charge state difference.

3. The control method for dynamic torque distribution in an electric vertical takeoff and landing aircraft according to claim 1, characterized in that, In step S2, obtaining the real-time temperature difference specifically involves: using temperature sensors arranged on the first winding and the second winding to collect the temperature of the first winding and the second winding respectively, and calculating the difference between the two.

4. The control method for dynamic torque distribution in an electric vertical takeoff and landing aircraft according to claim 1, characterized in that, In step S2, obtaining the real-time state of charge difference specifically involves: obtaining the first real-time state of charge and the second real-time state of charge from the first battery management system and the second battery management system connected to the first power battery and the second power battery, respectively, through controller local area network communication, and calculating the difference between the two.

5. The control method for dynamic torque distribution in an electric vertical takeoff and landing aircraft according to claim 1, characterized in that, In step S2, the dynamic calculation of the torque command difference specifically involves: inputting the current status information to the PI controller, and outputting the torque command difference through the PI controller.

6. The control method for dynamic torque distribution in an electric vertical takeoff and landing aircraft according to claim 1, characterized in that, The first winding is connected to the first three-phase inverter and is independently powered by the first power battery, and the second winding is connected to the second three-phase inverter and is independently powered by the second power battery.

7. The control method for dynamic torque distribution in an electric vertical takeoff and landing aircraft according to claim 2, characterized in that, The strategy mode is selected based on a preset priority or the execution of received external instructions, where the external instructions have a higher priority than the preset priority.

8. The control method for dynamic torque distribution in an electric vertical takeoff and landing aircraft according to claim 7, characterized in that, The preset priorities include: when the absolute value of the real-time temperature difference exceeds the first preset threshold, the equal temperature mode is selected first; when the absolute value of the real-time temperature difference does not exceed the first preset threshold, but the absolute value of the real-time state of charge difference exceeds the second preset threshold, the equal state of charge mode is selected; otherwise, the equal torque mode is selected by default. External commands include: when range priority is given, select balanced charge mode; when power priority is given, select balanced torque mode; when winding balance is given, select balanced temperature mode.

9. The control method for dynamic torque distribution in an electric vertical takeoff and landing aircraft according to claim 1, characterized in that, When the output capability of one of the first or second windings decreases, the torque command for that winding is reduced, and the torque command for the other winding is increased.

10. A control system for dynamic torque distribution in an electric vertical takeoff and landing aircraft, characterized in that, The control system is used to implement the control method as described in any one of claims 1-9, and the control system includes: The torque acquisition module is used to acquire the total required torque of the motor; The difference calculation module is used to obtain the current state information of the first winding and the second winding of the motor. The current state information includes the real-time temperature difference between the first winding and the second winding, and / or the real-time state of charge difference between the first power battery and the second power battery that are respectively connected to the first winding and the second winding. Based on the current state information, the torque command difference between the first winding and the second winding is dynamically calculated. The torque distribution module is used to generate and output a first torque command allocated to the first winding and a second torque command allocated to the second winding, based on the difference between the total required torque and the torque command. The winding control module is used to perform independent closed-loop current control on the first winding and the second winding based on the first torque command and the second torque command, respectively.

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