Vertical take-off and landing aircraft

Abstract

The utility model discloses a vertical take-off and landing aircraft relates to aircraft technical field. Vertical take-off and landing aircraft includes: aircraft main part, at least four propulsion components and at least two battery module, each propulsion component is connected with at least two battery module, and battery module is configured to: at least to the all propulsion component of arranging close to the head of fuselage and being located one side of aircraft main body and the all propulsion component of arranging close to the tail of fuselage and being located the other side of aircraft main body power supply, or, at least to the each one propulsion component of arranging close to the head of fuselage and being located left and right sides of aircraft main body and the each one propulsion component of arranging close to the tail of fuselage and being located left and right sides of aircraft main body power supply. The utility model can ensure the power balance of fuselage before the response of flight control system.

Description

Technical Field

[0001] This utility model relates to the field of electric vertical take-off and landing aircraft technology, and particularly to vertical take-off and landing aircraft. Background Technology

[0002] Distributed propulsion eVTOL (electric vertical take-off and landing) aircraft combine the vertical take-off and landing capabilities of helicopters with the efficient, high-speed horizontal flight capabilities of fixed-wing aircraft. Compared to helicopters, they are quieter, more comfortable, and more economical; compared to multi-rotor aircraft, they are more efficient and have a longer range; and compared to fixed-wing aircraft, they can take off and land vertically on urban platforms, making them an excellent choice for urban air travel. However, urban air traffic operation scenarios also place extremely high demands on the safety of eVTOL aircraft.

[0003] In related technologies, when some propulsion components malfunction, such as reduced or lost power output, the eVTOL flight control system can adjust the power of each propulsion component to redistribute thrust / lift to ensure the aerodynamic balance of the eVTOL. However, the control response of the flight control system takes time, and the flight of the eVTOL remains unstable during this response time, thus threatening flight safety. Utility Model Content

[0004] The main purpose of this invention is to propose a vertical take-off and landing aircraft, which aims to solve the technical problem of battery module failure affecting aerodynamic balance in related technologies.

[0005] To achieve the above objectives, this utility model proposes a vertical takeoff and landing aircraft, comprising:

[0006] The main body of the aircraft;

[0007] At least four propulsion components are provided on the main body of the aircraft. At least two propulsion components are symmetrically distributed on the left and right sides of the fuselage, near the nose, and at least two propulsion components are symmetrically distributed on the left and right sides of the fuselage, near the tail.

[0008] At least two battery modules are symmetrically arranged on the main body of the aircraft, and the battery modules are configured to supply power to at least all propulsion components located near the nose of the fuselage and on one side of the main body of the aircraft, and to all propulsion components located near the tail of the fuselage and on the other side of the main body of the aircraft; or, to supply power to at least one propulsion component located near the nose of the fuselage and on each of the left and right sides of the main body of the aircraft, and to one propulsion component located near the tail of the fuselage and on each of the left and right sides of the main body of the aircraft.

[0009] Each propulsion component is connected to at least two battery modules.

[0010] One or more technical solutions proposed in this utility model have at least the following technical effects:

[0011] In the vertical takeoff and landing aircraft proposed in this utility model, each propulsion component is connected to at least two battery modules, that is, a dual-redundancy or multi-redundancy power supply is adopted. In this way, if one of the battery modules fails, the power output of the propulsion component can still be maintained by the other battery modules, thereby improving the reliability and fault tolerance of the eVTOL system architecture.

[0012] Furthermore, all propulsion components located near the nose and on one side of the fuselage, and all propulsion components located near the tail and on the other side of the fuselage, are arranged roughly diagonally. In the event of battery module failure, the eVTOL reduces thrust / lift symmetrically in real time, ensuring the fuselage's dynamic balance even before the flight control system responds. This also reduces the complexity of the flight control system's fault-tolerant control algorithm, allowing the system to easily maintain flight stability through power redistribution. Alternatively, in the event of battery module failure, the power supplied by one propulsion component near the nose and on each of the left and right sides of the fuselage, and another propulsion component near the tail and on each of the left and right sides of the fuselage, allows for real-time synchronous reduction of thrust / lift in all four regions of the wings. This again ensures the fuselage's dynamic balance before the flight control system responds, further reducing the complexity of the flight control system's fault-tolerant control algorithm. The system can then easily maintain flight stability through power redistribution, thereby improving the safety of the eVTOL in urban air traffic operations. Attached Figure Description

[0013] To more clearly illustrate the technical solutions in the embodiments of this utility model 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 this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0014] Figure 1 A schematic diagram of the grouping of the propulsion components in the vertical takeoff and landing aircraft provided by this utility model;

[0015] Figure 2 A schematic diagram of the power supply for the battery module and motor windings in the vertical takeoff and landing aircraft provided by this utility model;

[0016] Figure 3 A schematic diagram of the power supply for the battery module and propulsion assembly in a specific embodiment of the vertical take-off and landing aircraft provided by this utility model;

[0017] Figure 4A schematic diagram of the power supply for the battery module and propulsion assembly in another specific embodiment of the vertical takeoff and landing aircraft provided by this utility model.

[0018] Figure 5 A symmetrical schematic diagram of the propulsion assembly of the vertical takeoff and landing aircraft provided by this utility model;

[0019] Figure 6 A schematic diagram of the internal and external grouping of the propulsion components in the vertical takeoff and landing aircraft provided by this utility model;

[0020] Figure 7 A schematic diagram of the power distribution module layout in the vertical takeoff and landing aircraft provided by this utility model;

[0021] Figure 8 A schematic diagram of the power distribution module for the vertical takeoff and landing aircraft provided by this utility model; wherein the independent buses are connected in parallel to each other through the first switching unit;

[0022] Figure 9 A schematic diagram of the power distribution module for the vertical takeoff and landing aircraft provided by this utility model; wherein the independent bus is connected in series through the first switching unit;

[0023] Figure 10 A schematic diagram of the vertical takeoff and landing aircraft provided by this utility model; wherein, two power distribution modules with a total of 4 independent buses are connected in parallel to each other through a second switching unit;

[0024] Figure 11 This is a schematic diagram of the vertical takeoff and landing aircraft provided by this utility model, in which two power distribution modules have a total of four independent buses connected end to end in sequence.

[0025] Explanation of icon numbers:

[0026] 1. First Power Unit; 2. Second Power Unit; 10. First Propulsion Assembly Group; 20. Second Propulsion Assembly Group; 30. Third Propulsion Assembly Group; 40. Fourth Propulsion Assembly Group; 100. Power Distribution Module; 100a. Left Power Distribution Module; 100b. Right Power Distribution Module; 110. Input Interface; 120. Output Interface; 130. Independent Bus; 140. First Switching Unit; 150. First Safety Protection Module; 160. Second Safety Protection Module; 170. Connection Unit; 101. Fuselage; 101a. Centerline; 102. Tail; 103. Left Wing; 1031. Left Arm; 104. Right Wing; 1041. Right Arm; 200. Battery Module; 201. First Battery Module; 20 2. Second battery module; 203. Third battery module; 204. Fourth battery module; 300. Propulsion assembly; 310. Fixed rotor unit; 320. Tilting rotor unit; 311. First fixed rotor unit; 312. Second fixed rotor unit; 313. Third fixed rotor unit; 314. Fourth fixed rotor unit; 321. First tilting rotor unit; 322. Second tilting rotor unit; 323. Third tilting rotor unit; 324. Fourth tilting rotor unit; 400. Jumper cable; 401. Second connecting wire; 402. First connecting wire; 611. First motor controller; 612. Second motor controller; 621. Third motor controller; 622. Fourth motor controller.

[0027] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0028] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present utility model.

[0029] It should be noted that if the embodiments of this utility model involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0030] Furthermore, if the embodiments of this utility model involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

[0031] This embodiment proposes a vertical takeoff and landing (VTOL) aircraft, including an aircraft body, at least four propulsion components 300, and at least two battery modules 200. Each propulsion component 300 is connected to at least two battery modules 200. The propulsion components 300 are disposed on the wings or tail 102, with at least two propulsion components 300 symmetrically distributed on the left and right sides of the fuselage 101 and near the nose, and at least two propulsion components 300 symmetrically distributed on the left and right sides of the fuselage 101 and near the tail. The battery modules 200 are disposed on the aircraft body, and each battery module 200 is configured to supply power to at least one propulsion component 300 located near the nose and on one side of the fuselage 101, and to at least one propulsion component 300 located near the tail and on the other side of the fuselage 101; or, to supply power to at least one propulsion component 300 located near the nose and on each of the left and right sides of the fuselage, and one propulsion component 300 located near the tail and on each of the left and right sides of the fuselage.

[0032] Specifically, the eVTOL provided in this embodiment includes not only pure electric power, but also hybrid eVTOLs such as hydrogen-electric and gasoline-electric. Please refer to... Figure 1The main body of the eVTOL aircraft refers to the main structural and supporting components of the fuselage structure that supports and protects the various components of the eVTOL and the entire system, including but not limited to the fuselage 101, left wing 103, right wing 104, and tail 102. The left wing 103 is connected to the left side of the fuselage 101, and the right wing 104 is connected to the right side of the fuselage 101. It can be understood that the left wing 103 and right wing 104 can be connected to the fuselage 101, or they can be integrally formed with the fuselage 101. Alternatively, the left wing 103 and right wing 104 can also be the left and right halves of a single integral wing, respectively. The tail 102 includes a left stabilizer and a right stabilizer, which are symmetrically arranged on both sides of the fuselage 101. Understandably, both the left and right stabilizers can be horizontal stabilizers, or when the tail fin is a V-tail, the left and right stabilizers can be inclined stabilizers arranged at an angle.

[0033] A single propulsion assembly 300 is located on the left wing 103, right wing 104, or tail 102 to provide the thrust / pull and / or at least some lift required for eVTOL flight. Understandably, the propulsion assembly 300 includes a propeller, an electric motor, and other accessories. The electric motor drives the propeller and includes a motor, a motor controller, and other accessories. Furthermore, to provide sufficient thrust / pull and / or lift, and to coordinate the dynamic matching of the thrust / pull vector direction with the aircraft's center of gravity, the number of propulsion assemblies 300 on the eVTOL is generally at least four, and usually an even number, such as four, six, or eight, to achieve a symmetrical layout of the propulsion assemblies 300 on the aircraft body: half of the propulsion assemblies 300 are arranged on the left side of the aircraft body, and the other half are symmetrically arranged on the right side. Understandably, this symmetrical layout facilitates eVTOL control and maintains flight stability. Of course, the symmetrical layout of the propulsion components 300 also allows the remaining propulsion components 300 to quickly adjust the thrust / lift distribution and maintain the overall balance of eVTOL when the power output of some of the propulsion components 300 is reduced or lost. It should be noted that in this embodiment, at least two of the at least four propulsion components 300 are located on the fuselage nose side of the wing. Specifically, they can be arranged at the leading edge of the wing, or on the arm extending forward from the leading edge of the wing, or on the arm extending to the left or right from the leading side of the fuselage 101, thus being arranged close to the fuselage nose. In addition, at least two of the remaining four propulsion components 300 may be located on the fuselage tail side of the wing, specifically at the trailing edge of the wing, or at an arm extending rearward from the trailing edge of the wing, or at an arm extending left or right from the rear side of the fuselage 101, thus being located close to the tail of the fuselage; or, the remaining at least two propulsion components 300 may also be located at the tail fin 102, thus also being located close to the tail of the fuselage.

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

[0035] The "front" refers to the nose side of the fuselage, and the "rear" refers to the tail side. Please refer to [link / reference]. Figure 1The projections of the second propulsion assembly group 20 and the first propulsion assembly group 10 onto the horizontal plane are symmetrical about the central axis 101a of the fuselage 101, and the projections of the third propulsion assembly group 30 and the fourth propulsion assembly group 40 onto the horizontal plane are also symmetrical about the central axis 101a of the fuselage 101. The following explanation uses the example of the projections of the propulsion components 300 of the second propulsion assembly group 20 and the third propulsion assembly group 30 onto the horizontal plane being centrally symmetrical, and the projections of the propulsion components 300 of the first propulsion assembly group 10 and the fourth propulsion assembly group 40 onto the horizontal plane being centrally symmetrical. It is worth noting that at least some of the propulsion components 300 in the third propulsion assembly group 30 and the fourth propulsion assembly group 40 are located on the tail fin 102. For example, in one example, when both the third propulsion assembly group 30 and the fourth propulsion assembly group include one propulsion component 300, the two propulsion components 300 are respectively located on the left and right stabilizers of the tail fin 102.

[0036] Battery module 200 can be configured as the power battery for the eVTOL, providing power to the propulsion assembly 300 of the eVTOL, and is also configured to provide power to airborne system loads such as avionics systems, airborne environmental control systems, and airborne lighting systems. Of course, battery module 200 can also be configured as an emergency power source for the eVTOL. It is understood that battery module 200 can be a rechargeable battery, or a hydrogen fuel cell, etc., and this embodiment is not limited to this. Furthermore, to reduce aircraft costs and simplify compliance verification, all battery modules 200 have the same battery capacity. In some specific embodiments, battery modules 200 adopt the same configuration to achieve the same battery capacity, thereby significantly reducing the number of tests and compliance verifications during the development phase. Of course, in the subsequent operation phase, the identical configuration of battery modules 200 also facilitates maintenance. It is worth mentioning that battery module 200 can be fixedly installed within the aircraft body or movably installed within the aircraft body, allowing the aircraft's weight balance to be adjusted according to the actual weight of the cabin or cargo hold based on the pilot / flight mission.

[0037] To achieve the redundancy required for flight and prevent the failure of a single battery module 200 from causing all propulsion components 300 to lose power, the eVTOL is equipped with multiple battery modules 200, each connected to a subset of the propulsion components 300. Furthermore, to prevent the failure of a single battery module 200 from directly causing the connected propulsion components 300 to lose power, each propulsion component 300 must also be connected to at least two different battery modules 200, so that even if any battery module 200 fails, the connected propulsion components 300 can still maintain power output.

[0038] For the electrically powered propulsion assembly 300, the motor controller uses a three-phase full-bridge inverter circuit to convert the high-voltage DC power supplied by the battery module 200 into three-phase AC power. It generates AC power with variable frequency and amplitude through pulse width modulation technology and precisely adjusts the motor speed and torque using a control algorithm. For flight safety, in one embodiment, each propulsion assembly 300 includes at least two motor controllers, and each of these controllers is connected to a different battery module 200. Specifically, when the propulsion assembly 300 includes at least two motor controllers, it has at least two power supply channels. This allows the propulsion assembly 300 to maintain power output through the other battery modules 200 even if one battery module 200 experiences a power supply failure, thereby improving the reliability and fault tolerance of the eVTOL system architecture. As an alternative in this embodiment, the propulsion assembly 300 includes at least two single-winding motors, each connected to a motor controller. Alternatively, as another option in this embodiment, the propulsion assembly 300 includes a motor with at least two motor windings, each motor winding being connected to a motor controller. This achieves redundancy for any propulsion assembly 300. Because it is connected to multiple different battery modules 200, if the battery module 200 connected to any single-winding motor, motor winding, or motor controller experiences a power supply failure, other battery modules 200 can still supply power to the remaining single-winding motors, motor windings, or motor controllers. Of course, if other battery modules 200 can still supply power to the remaining single-winding motors, motor windings, or motor controllers, the flight control system can perform corresponding thrust and / or lift redistribution. For example, in one embodiment, the vertical takeoff and landing aircraft is configured to adjust the output power of the remaining motor controllers among at least two motor controllers if an abnormality is detected in any of the at least two motor controllers. See also... Figure 2 In one example, assume each propulsion assembly 300 provides 150kW of power, and each propulsion assembly 300 is powered by two motor controllers, meaning each motor controller needs to provide 75kW of power. Each battery module 200 needs to provide 300kW of power, at which point the total propulsion power of the entire aircraft is 1200kW. When a single battery module 200 (first battery module 201) connected to the second motor controller 612 and the third motor controller 621 fails, both the second motor controller 612 and the third motor controller 621 fail. However, the first motor controller 611 and the fourth motor controller 622 can still maintain an output of 75kW, or further increase the output power beyond 75kW, so that the eVTOL aircraft can maintain power balance for a short period of time, thus giving the pilot time to make decisions.

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

[0040] For battery module 200, this embodiment provides two power supply methods: please refer to Figure 1 , Figure 3 and Figure 4 The first propulsion assembly group 10 includes a first fixed rotor unit 311 and a first tilt rotor unit 321; the second propulsion assembly group 20 includes a second fixed rotor unit 312 and a second tilt rotor unit 322; the third propulsion assembly group 30 includes a third fixed rotor unit 313 and a third tilt rotor unit 323; and the fourth propulsion assembly group 40 includes a fourth fixed rotor unit 314 and a fourth tilt rotor unit 324.

[0041] As one option in this embodiment, the battery module 200 is configured to supply power to at least all propulsion components 300 located near the head of the fuselage 101 and on one side of the fuselage 101, and to all propulsion components 300 located near the tail of the fuselage 101 and on the other side of the fuselage 101. Specifically, the second battery module 202 supplies power to at least all propulsion components 300 of the second propulsion component group 20 and all propulsion components 300 of the third propulsion component group 30, and the first battery module 201 supplies power to at least all propulsion components 300 of the first propulsion component group 10 and all propulsion components 300 of the fourth propulsion component group 40. Thus, when one of the aforementioned battery modules 200 (the first battery module 201 or the second battery module 202) fails, the propulsion components 300 always experience a symmetrical decrease in power in groups, rather than a situation where power decreases on one side while the power output on the symmetrical side remains normal. This avoids asymmetrical power output changes that could lead to fuselage instability and facilitates eVTOL in maintaining fuselage stability.

[0042] Furthermore, although the propulsion assembly 300 employs a backup design using methods such as dual-winding motors, activating the backup or the flight control system reallocating power requires response time. During this response time, the lift / thrust / pull provided by the faulty fuselage side is still less than that of the normal fuselage side, leading to flight instability. However, by powering all propulsion assemblies 300 within the symmetrical area via the battery module 200, when the battery module 200 fails, all propulsion assemblies 300 in the two symmetrical azimuth areas simultaneously lose power. This maintains aerodynamic balance before the flight control system responds, reducing the impact on eVTOL flight stability and facilitating its use in urban air environments. Alternatively, it can reduce the complexity of the fault-tolerant control algorithm in the flight control system.

[0043] Alternatively, as another option in this embodiment, the battery module 200 is configured to supply power to at least one propulsion assembly 300 located near the head of the fuselage and on each of the left and right sides of the fuselage 101, and one propulsion assembly 300 located near the tail of the fuselage and on each of the left and right sides of the fuselage 101. For details, please refer to... Figure 3 Each battery module 200 (third battery module 203, fourth battery module 204) supplies power to at least one propulsion component 300 in each of the first propulsion component group 10, second propulsion component group 20, third propulsion component group 30, and fourth propulsion component group 40. Therefore, when a battery module 200 fails, the power output of all four azimuth regions of the eVTOL decreases synchronously, thus avoiding asymmetrical power output changes that could lead to instability and reducing the impact of battery module 200 failure on the overall aerodynamic balance of the eVTOL. Furthermore, this method achieves the power reduction of the corresponding propulsion component 300 before the flight control algorithm responds by establishing a connection between the battery module 200 and the propulsion component 300, thereby reducing the impact on the flight stability of the eVTOL or reducing the complexity of the fault-tolerant control algorithm of the flight control system.

[0044] Furthermore, it should be noted that in the eVTOL provided in this embodiment, all battery modules 200 can be configured to supply power to at least all propulsion components 300 located near the head of the fuselage 101 and on one side of the fuselage 101, and all propulsion components 300 located near the tail of the fuselage 101 and on the other side of the fuselage 101. Alternatively, all battery modules 200 can be configured to supply power to at least one propulsion component 300 located near the head of the fuselage and on each of the left and right sides of the fuselage 101, and one propulsion component 300 located near the tail of the fuselage and on each of the left and right sides of the fuselage 101. Alternatively, a portion of the battery module 200 may be configured to supply power to at least all propulsion components 300 located near the head of the fuselage 101 and on one side of the fuselage 101, and all propulsion components 300 located near the tail of the fuselage 101 and on the other side of the fuselage 101. Another portion of the battery module 200 may be configured to supply power to at least one propulsion component 300 located near the head of the fuselage and on each of the left and right sides of the fuselage 101, and one propulsion component 300 located near the tail of the fuselage and on each of the left and right sides of the fuselage 101. This embodiment does not limit this.

[0045] Furthermore, the four azimuth regions of the eVTOL are not limited to a single propulsion unit 300. When at least some azimuth regions include at least two propulsion units 300, the accuracy of control through torque balance between regions still needs improvement. Moreover, the propulsion units 300 of the eVTOL can all be tiltrotor units 320, or they can be partially fixed rotor units 310 and partially tiltrotor units 320. Understandably, during the vertical takeoff and landing (VTOL) phase of flight, the tiltrotor units 320 are in the VTOL position, generating upward lift through the high-speed rotation of the fixed rotor units 310 and / or tiltrotor units 320, enabling the eVTOL to overcome gravity for takeoff and landing. During the cruise phase, the tiltrotor units 320 tilt to the cruise position. The wings bear the lift load, and the tiltrotor units 320 provide forward thrust / pull for the eVTOL, enabling it to fly at higher speeds for longer distances. It is worth mentioning that the tiltrotor unit 320 in this embodiment can be a fully tilt configuration, meaning that the tiltrotor unit 320 as a whole can rotate between the cruise position and the vertical takeoff and landing (VTOL) position. Alternatively, the tiltrotor unit 320 can also be a partially tilt configuration, meaning that the tiltrotor unit 320 is divided into a rotor section and a pod section. The rotor section can rotate between the cruise position and the VTOL position, while the pod section is fixed to the main body of the aircraft. During the cruise phase of eVTOL, the fixed rotor unit 310 can be shut down, and the propeller can be feathered, folded, or its blades retracted to reduce drag, or it can enter a low-power mode. It can be seen that compared to the tiltrotor unit 320, the fixed rotor unit 310 has a relatively simpler mechanical structure and lower system complexity, thus its failure probability is lower than that of the tiltrotor unit 320. Furthermore, during flight missions, the fixed rotor unit 310 operates during the VTOL and transition phases, and shuts down or enters a low-power mode during the cruise phase, resulting in a shorter operating time. Therefore, when considering abnormal power supply of battery module 200, it is necessary to consider tilt rotor unit 320 and fixed rotor unit 310 separately.

[0046] Therefore, in one embodiment, when at least some of the propulsion components 300 are tiltrotor units 320, all tiltrotor units 320 powered by the same battery module 200 are grouped in pairs, and when the vertical take-off and landing aircraft is in the vertical take-off and landing phase, the projection of the propellers of the tiltrotor units 320 in the same group on the horizontal plane is centrally symmetrical.

[0047] Specifically, in one option of this embodiment, among all the propulsion components 300 powered by the battery module 200 and arranged near the head of the fuselage 101 and located on one side of the fuselage 101, and all the propulsion components 300 arranged near the tail of the fuselage 101 and located on the other side of the fuselage 101, all the propulsion components 300 arranged near the head of the fuselage 101 and located on one side of the fuselage 101 include at least one tilt rotor unit 320, and all the propulsion components 300 arranged near the tail of the fuselage 101 and located on the other side of the fuselage 101 also include at least one tilt rotor unit 320, and they are arranged in pairs on the horizontal plane with central symmetry, that is, forming a diagonal layout. When both the first propulsion assembly group 10 and the fourth propulsion assembly group 40 are connected to the first battery module 201, both the first propulsion assembly group 10 and the fourth propulsion assembly group 40 include at least one tilt rotor unit 320, and during the vertical take-off and landing phase, the projections of the tilt rotor unit 320 of the first propulsion assembly group 10 and the tilt rotor unit 320 of the fourth propulsion assembly group 40 on the horizontal plane are centrally symmetrical to each other.

[0048] Alternatively, in another option of this embodiment, among the propulsion components 300 powered by the battery module 200 and located near the nose of the fuselage and on the left and right sides of the fuselage 101, the tilt rotor unit 320 belonging to the first propulsion component group 10 and the tilt rotor unit 320 belonging to the fourth propulsion component group 40 are connected to the same battery module 200. Furthermore, the tilt rotor unit 320 belonging to the second propulsion component group 20 and the tilt rotor unit 320 belonging to the third propulsion component group 30 are connected to the same battery module 200.

[0049] As is easily understood, in this embodiment, since the battery module 200 supplies power to at least one set of centrally symmetrical tiltrotor units 320, when the battery module 200 fails, at least one set of centrally symmetrical tiltrotor units 320 connected to it also loses power. This more accurately avoids the situation where the torque of the propulsion component 300 is unbalanced at the level of a single propulsion component 300, and ensures the dynamic balance of the fuselage even while waiting for the flight control system to respond. In addition, it can reduce the complexity of the fault-tolerant control algorithm of the flight control system.

[0050] Each propulsion assembly group in the first propulsion assembly group 10, the second propulsion assembly group 20, the third propulsion assembly group 30, and the fourth propulsion assembly group 40 may each consist only of a tilt rotor unit 320, in which case all battery modules 200 are connected only to the tilt rotor unit 320. Alternatively, some propulsion assembly groups in the first propulsion assembly group 10, the second propulsion assembly group 20, the third propulsion assembly group 30, and the fourth propulsion assembly group 40 may include both a tilt rotor unit 320 and a fixed rotor unit 310, while others may consist only of a tilt rotor unit 320. Or, each propulsion assembly group in the first propulsion assembly group 10, the second propulsion assembly group 20, the third propulsion assembly group 30, and the fourth propulsion assembly group 40 may include both a tilt rotor unit 320 and a fixed rotor unit 310. In the case where the eVTOL also includes a fixed rotor unit 310, in one embodiment, when a portion of the propulsion assembly 300 is a fixed rotor unit 310, all fixed rotor units 310 powered by the same battery module 200 are grouped in pairs. When the vertical take-off and landing aircraft is in the vertical take-off and landing phase, the projection of the propellers of the fixed rotor units 310 in the same group on the horizontal plane is centrally symmetrical.

[0051] Specifically, in one embodiment, all propulsion components 300 powered by the battery module 200 and located near the nose of the fuselage 101 and on one side of the fuselage 101 include at least one fixed rotor unit 310. All propulsion components 300 powered by the battery module 200 and located near the tail of the fuselage 101 and on the other side of the fuselage 101 also include at least one fixed rotor unit 310, and are arranged in pairs in a centrally symmetrical manner, forming a diagonal layout. When both the first propulsion component group 10 and the fourth propulsion component group 40 are connected to the first battery module 201, both the first propulsion component group 10 and the fourth propulsion component group 40 include at least one fixed rotor unit 310. Furthermore, during vertical takeoff and landing, the projections of the fixed rotor units 310 of the first propulsion component group 10 and the fourth propulsion component group 40 onto the horizontal plane are centrally symmetrical to each other.

[0052] Alternatively, in another option of this embodiment, among the propulsion components 300 powered by the battery module 200 and located near the nose of the fuselage and on the left and right sides of the fuselage 101, the fixed rotor unit 310 belonging to the first propulsion component group 10 and the fixed rotor unit 310 belonging to the fourth propulsion component group 40 are centrally symmetrical about each other on the horizontal plane and are connected to the same battery module 200. Furthermore, the fixed rotor unit 310 belonging to the second propulsion component group 20 and the fixed rotor unit 310 belonging to the third propulsion component group 30 are centrally symmetrical about each other on the horizontal plane and are connected to the same battery module 200.

[0053] As can be seen, in this embodiment, since the battery module 200 supplies power to a group of centrally symmetrical fixed rotor units 310, when the battery module 200 fails, the group of centrally symmetrical fixed rotor units 310 connected to it also lose power. This more accurately avoids the situation where the torque of the propulsion component 300 is not balanced at the level of a single propulsion component 300, and also ensures the dynamic balance of the fuselage while waiting for the flight control system to respond. Alternatively, it can also reduce the complexity of the fault-tolerant control algorithm of the flight control system.

[0054] It's easy to understand that during the cruise phase of eVTOL, the fixed rotor unit 310 shuts down or enters a low-power mode. Furthermore, during the vertical takeoff and landing (VTOL) and tilt transition phases, the power distribution between the tilt rotor unit 320 and the fixed rotor unit 310 is not normally even. For example, if the total power of the eVTOL system is 1000kW, all tilt rotor units 320 would bear 600kW, and all fixed rotor units 310 would bear 400kW. Thus, the power demands of the fixed rotor unit 310 and the tilt rotor unit 320 are not consistent. If any battery module 200, under normal conditions, only supplies power to a portion of the fixed rotor units 310 or only a portion of the tilt rotor units 320... This will result in discharge differences between different battery modules 200, leading to significant differences in the remaining charge of each battery module 200 after a flight mission. Instead of allowing the battery modules 200 on the eVTOL to discharge evenly and synchronously reduce their charge to a warning level for simultaneous charging or battery swapping, the maintenance cycles of the battery modules 200 on the eVTOL will be inconsistent, thus increasing the maintenance and operating costs of the eVTOL. Therefore, in this embodiment, all propulsion components 300 powered by the same battery module 200 include a tiltrotor unit 320 and a fixed rotor unit 310.

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

[0056] Thus, the first propulsion assembly group 10, the second propulsion assembly group 20, the third propulsion assembly group 30, and the fourth propulsion assembly group 40 of the eVTOL all include a tilt rotor unit 320 and a fixed rotor unit 310. The inclusion of tilt rotor units 320 in all three groups, such that at least some tilt rotor units 320 are positioned forward of the aircraft's center of gravity and at least some are positioned rearward of the aircraft's center of gravity, facilitates the balance of multiple forces and makes the vertical takeoff and landing process of the VTOL aircraft more stable. Of course, the first propulsion assembly group 10, the second propulsion assembly group 20, the third propulsion assembly group 30, and the fourth propulsion assembly group 40 of the eVTOL also include a fixed rotor unit 310. The fixed rotor unit 310 can undertake the main lift generation task in its respective azimuth region during vertical takeoff and landing, or, when the lift provided by the tilt rotor unit 320 is insufficient, the fixed rotor unit 310 can supplement the corresponding lift. This layout allows the eVTOL to have sufficient lift reserves in the aforementioned four azimuth regions of the fuselage, thereby improving the flight stability and safety of the eVTOL during vertical takeoff and landing.

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

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

[0059] It is evident that when all battery modules 200 of the eVTOL adopt either of the aforementioned two power supply methods, during the vertical descent and tilt transition phases, if any battery module 200 fails, any two centrally symmetrical propulsion components 300 connected to it will simultaneously reduce their power output. This allows them to maintain dynamic balance for a short period while waiting for the flight control system to respond, thereby reducing the impact on the aerodynamic balance of the eVTOL and simplifying the fault-tolerant control algorithm. Furthermore, since the power of all tilt rotor units 320 on the same eVTOL is generally close to the same, and the power of all fixed rotor units 310 on the same eVTOL is generally close to the same, each battery module 200 is connected not only to a portion of the fixed rotor units 310 to supply power to them, but also to a portion of the tilt rotor units 320 to supply power to them. Moreover, since the tilt rotor units 320 and the fixed rotor units 310 are symmetrical from left to right, that is, the number of tilt rotor units 320 connected to all battery modules 200 is the same (M in the first power supply method and 2 in the second power supply method), and the number of fixed rotor units 310 connected to all battery modules 200 is the same (M in the first power supply method and 2 in the second power supply method). In this way, during the vertical take-off and landing phase, the tilt transition phase, and the cruise phase, the power consumption of all battery modules 200 is roughly the same, or within the allowable discharge error range, all battery modules 200 can achieve roughly equal discharge, ensuring that the power of different battery modules 200 can be roughly synchronized, or reduced to the same warning value within the allowable error range, so that they can be charged or swapped together within the same maintenance cycle.

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

[0061] It should be noted that in the above embodiments, the centrally symmetrical point can be the center of gravity G of the eVTOL. Alternatively, in one embodiment, the centrally symmetrical point of the two tiltrotor units 320 is point B. Point B and the center of gravity G of the vertical takeoff and landing aircraft are both located within the plane of symmetry of the fuselage 101, and point B is located on the side of point G closer to the tail fin 102. During the mode change of the vertical takeoff and landing aircraft, both points G and B move along the plane of symmetry, and point B is always located on the side of point G closer to the tail fin 102. The centrally symmetrical point of the two fixed rotor units 310 is point A. Point A is located within the plane of symmetry of the fuselage 101. During the mode change of the vertical takeoff and landing aircraft, point G is located on the side of point A closer to the nose of the fuselage or coincides with point A.

[0062] It should be noted that points A and B can be the same point or different points. For example, point B is always located on the side of point A closer to tail fin 102. Please refer to [link / reference]. Figure 5 With this layout, the center of gravity G of the eVTOL does not coincide with the center of symmetry B of the tilt rotor unit 320. Specifically, during the tilt transition phase of the eVTOL, both G and B move along the symmetry plane towards the nose of the fuselage 101. Therefore, the torque generated by the forward tilt rotor unit 320 on the center of gravity G is smaller, while the torque generated by the rear tilt rotor unit 320 on the center of gravity G is larger. The torque difference between the forward and rear tilt rotor units 320 can counteract part of the pitching torque generated by the tilt rotor unit wash zone on the tail 102, thus reducing the difficulty of pitch control. Therefore, when the tilt rotor units 320 on both sides of the center of gravity G have the same speed and throttle, the difference in lever arm length about the center of gravity G will generate a pitching moment. This pitching moment can offset or partially offset the pitching moment generated by the tilt rotor unit wash zone on the tail 102. Thus, the eVTOL can achieve better pitching moment balance when the throttles of the front and rear propulsion components 300 are at the same speed.

[0063] With the nose of the eVTOL fuselage 101 facing forward, the center of symmetry B of the 2N tiltrotor units 320 is located behind the center A of the 2M fixed rotor units 310, and the distance from point A to point B is L2, where L2 > 0. As the 2N tiltrotor units 320 tilt forward, the center of gravity of the 2N tiltrotor units 320, the center of gravity G of the eVTOL, and the center of symmetry B will move closer to the nose of the fuselage 101. The 2N tiltrotor units 320 will then move from a preset vertical takeoff and landing position (e.g., Throughout the tilting process from a 90° tilt angle to a preset cruise position (e.g., a 0° tilt angle), L2 > 0. At the same time, the center of gravity G of the eVTOL is located in front of the center of symmetry B of the 2N tilt rotor units 320 and also in front of the center of symmetry A of the 2M fixed rotor units 310. The distance from point A to point G is L1, L1 ≥ 0. As the 2N tilt rotor units 320 tilt forward, the center of gravity G gradually moves forward, and the absolute value of L1 becomes larger and larger. In this configuration, the center of gravity of the eVTOL does not coincide with the center of symmetry of the fixed rotor unit 310 or the center of symmetry of the tilt rotor unit 320. During the transition of the eVTOL from the vertical takeoff and landing phase to the cruise phase, both points G and B move along the symmetrical surface towards the nose of the fuselage 101. Point G is located on the side of point A near the nose of the fuselage 101 or coincides with point A, while point B is always located on the side of point A near the tail 102. Therefore, the torque generated by the traction force of the tilt rotor unit 320 and the fixed rotor unit 310 on the front side of the center of gravity is relatively small, while the torque generated by the traction force of the tilt rotor unit 320 and the fixed rotor unit 310 on the rear side of the center of gravity is relatively large. The torque difference between the front and rear rotors can resist part of the pitching torque generated by the tilt rotor wash area on the tail 102, thus reducing the difficulty of pitch control. Therefore, when the rotor unit 310 or tilt rotor unit 320 are fixed at the same speed and throttle on both sides of the center of gravity G, the difference in lever arm length about the center of gravity G will generate a pitching moment. This pitching moment can offset or partially offset the pitching moment generated by the tilt rotor unit wash zone on the tail 102. Thus, the eVTOL can achieve better pitching moment balance when the throttle of the front and rear propulsion components is consistent.

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

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

[0066] For ease of understanding, a specific eVTOL configuration is shown below: 2M tiltrotor units, including a first tiltrotor unit 321, a second tiltrotor unit 322, a third tiltrotor unit 323, and a fourth tiltrotor unit 324. The first tiltrotor unit 321 is located on the left wing 103 and at the nose of the fuselage; the second tiltrotor unit 322 is located on the right wing 104 and at the nose of the fuselage; the third tiltrotor unit 323 is located at the wingtip of the left stabilizer; and the fourth tiltrotor unit 324... Unit 324 is located at the wingtip of the right stabilizer; the 2N fixed rotor units include a first fixed rotor unit 311, a second fixed rotor unit 312, a third fixed rotor unit 313, and a fourth fixed rotor unit 314. The first fixed rotor unit 311 is located on the nose side of the fuselage of the left wing 103, the second fixed rotor unit 312 is located on the nose side of the fuselage of the right wing 104, the third fixed rotor unit 313 is located on the tail side of the fuselage of the left wing 103, and the fourth fixed rotor unit 314 is located on the tail side of the fuselage of the right wing 104.

[0067] As can be seen, in this embodiment, the eVTOL includes a total of four tiltrotor units 320. Two are located at the wingtips of the left and right stabilizers of the tail 102, respectively. The other two tiltrotor units 320 are located on the nose side of the left wing 103 and the nose side of the right wing 104, respectively, and are roughly on the same straight line as the tiltrotor units 320 on the corresponding sides of the tail 102, so that the other two tiltrotor units 320 are arranged close to the fuselage 101. The two fixed rotor units are located on the nose and tail sides of the left wing 103, respectively, and are both arranged close to the wingtips of the left wing 103. The other two fixed rotor units are located on the nose and tail sides of the right wing 104, respectively, and are both arranged close to the wingtips of the right wing 104. Specifically, the first fixed rotor unit 311 is located on the nose side of the left wing 103, and the third fixed rotor unit 313 is located on the tail side of the left wing 103. The first and third fixed rotor units 311 and 313 are arranged on a straight line parallel to the central axis 101a of the fuselage 101. The second fixed rotor unit 312 and the fourth fixed rotor unit 314 are both located on the right side of the fuselage 101. The second fixed rotor unit 312 is symmetrically arranged with respect to the first fixed rotor unit 311 about the fuselage 101, and the plane of symmetry is also the plane containing the central axis 101a of the aircraft. The fourth fixed rotor unit 314 is symmetrically arranged with respect to the third fixed rotor unit 313 about the fuselage 101. Furthermore, the projections of the first and fourth fixed rotor units 311 and 314 onto the horizontal plane are centrally symmetrical, as are the projections of the second and third fixed rotor units 312 and 313 onto the horizontal plane. Both the second tiltrotor unit 322 and the fourth tiltrotor unit 324 are arranged on the right side of the fuselage 101. The second tiltrotor unit 322 is symmetrically arranged with respect to the first tiltrotor unit 321 about the fuselage 101, and the fourth tiltrotor unit 324 is symmetrically arranged with respect to the third tiltrotor unit 323 about the fuselage 101. Furthermore, the projections of the first tiltrotor unit 321 and the fourth tiltrotor unit 324 on the horizontal plane are centrally symmetrical, and the projections of the second tiltrotor unit 322 and the third tiltrotor unit 323 on the horizontal plane are also centrally symmetrical. It should be noted that, considering various factors such as installation, perfect central symmetry cannot be ideally achieved; therefore, the aforementioned description of central symmetry is approximate.

[0068] Understandably, the tiltrotor unit 320 or the fixed rotor unit 310 can be directly mounted to the wing, or directly connected to the fuselage 101 via the arm. Alternatively, please refer to... Figure 1 , Figure 3 and Figure 4The first tiltrotor unit 321 is connected to the left wing 103 via the left arm 1031; the second tiltrotor unit 322 is connected to the right wing 104 via the right arm 1041.

[0069] Specifically, the left wing 103 has two arms spaced apart along the left-right direction. One arm, located near the fuselage 101, forms the left arm 1031, which extends forward to mount the first tiltrotor unit 321. The other arm is located near the wingtip of the left wing 103, with one end extending forward to mount the first fixed rotor unit 311 and the other end extending rearward to mount the third fixed rotor unit 313. Correspondingly, the right wing 104 has two arms spaced apart along the left-right direction. One arm, located near the fuselage 101, forms the right arm 1041, which extends forward to mount the second tiltrotor unit 322. The other arm is located near the wingtip of the right wing 104, with one end extending forward to mount the second fixed rotor unit 312 and the other end extending rearward to mount the fourth fixed rotor unit 314.

[0070] In the aforementioned eVTOL configuration, please refer to... Figure 2 , Figure 3 , Figure 4 as well as Figure 7 The eVTOL includes a first battery module 201, a second battery module 202, a third battery module 203, and a fourth battery module 204. To improve the reliability and fault tolerance of the electrical system and meet the weight distribution requirements of the aircraft, the first battery module 201, second battery module 202, third battery module 203, and fourth battery module 204 can be distributed at different locations on the fuselage 101. To ensure a uniform weight distribution of the eVTOL, they can be symmetrically distributed on both sides of the fuselage 101, i.e., the first battery module 201 and second battery module 202 are distributed on one side of the aircraft body, and the third battery module 203 and fourth battery module 204 are distributed on the other side of the aircraft body. It is worth noting that one side of the aircraft body can be a side in the left-right direction or a side in the front-back direction; this embodiment is not limited to this. For a specific implementation, please refer to... Figure 1 and Figure 7 The first battery module 201 is located on the left arm 1031, the second battery module 202 is located on the right arm 1041, the third battery module 203 is located on the left wing 103, and the fourth battery module 204 is located on the right wing 104.

[0071] Based on the aforementioned eVTOL configuration, please refer to... Figure 4In the first example, the first battery module 201 is connected to the first fixed rotor unit 311, the first tilt rotor unit 321, the fourth fixed rotor unit 314, and the fourth tilt rotor unit 324, thereby supplying power to a motor winding of each of the four propulsion components 300. The second battery module 202 is connected to the second fixed rotor unit 312, the second tilt rotor unit 322, the third fixed rotor unit 313, and the third tilt rotor unit 323, thereby supplying power to a motor winding of each of the four propulsion components 300. The third battery module 203 is connected to the second fixed rotor unit 312, the second tilt rotor unit 322, the third fixed rotor unit 313, and the third tilt rotor unit 323, thereby supplying power to a motor winding of each of the four propulsion components 300. The fourth battery module 204 is connected to the first fixed rotor unit 311, the first tilt rotor unit 321, the fourth fixed rotor unit 314, and the fourth tilt rotor unit 324, thereby supplying power to a motor winding of each of the four propulsion components 300.

[0072] Alternatively, please see Figure 3 In the second example, the first battery module 201 is connected to the first fixed rotor unit 311, the first tilt rotor unit 321, the fourth fixed rotor unit 314, and the fourth tilt rotor unit 324, thereby supplying power to a motor winding of each of the four propulsion components 300. The second battery module 202 is connected to the second fixed rotor unit 312, the second tilt rotor unit 322, the third fixed rotor unit 313, and the third tilt rotor unit 323, thereby supplying power to a motor winding of each of the four propulsion components 300. The third battery module 203 is connected to the first fixed rotor unit 311, the second tilt rotor unit 322, the fourth fixed rotor unit 314, and the third tilt rotor unit 323, thereby supplying power to a motor winding of each of the four propulsion components 300. The fourth battery module 204 is connected to the second fixed rotor unit 312, the first tilt rotor unit 321, the third fixed rotor unit 313, and the fourth tilt rotor unit 324, thereby supplying power to a motor winding of each of the four propulsion components 300.

[0073] In the two examples above, the purpose of using the above connection method is:

[0074] (1) Discharge equalization between battery modules 200

[0075] If any of the first battery module 201, second battery module 202, third battery module 203, and fourth battery module 204, under normal conditions, only supplies power to a number of propulsion components 300 in the first power group 1, or only supplies power to a number of propulsion components 300 in the second power group 2, then a discharge difference will occur among the first battery module 201, second battery module 202, third battery module 203, and fourth battery module 204, which have the same battery capacity. This will result in a large difference in the remaining power of each battery module 200 after flight, instead of the battery modules 200 on the eVTOL discharging evenly and the power dropping synchronously to the warning value for synchronous charging / replacement. This will lead to inconsistent maintenance cycles for the battery modules 200 on the eVTOL, thereby increasing the maintenance cost of the eVTOL or affecting the operational economy of the eVTOL.

[0076] In the example above, the first battery module 201, the second battery module 202, the third battery module 203, and the fourth battery module 204 all supply power to the two fixed rotor units 310 and to the two tilt rotor units 320. In this way, the four battery modules 200 can achieve discharge balance among themselves, ensuring that the power of the four battery modules 200 decreases to the warning value at approximately the same time so that they can be charged or swapped at the same time.

[0077] (2) Symmetrical power supply improves flight stability

[0078] Understandably, although the propulsion assembly 300 employs a backup design using dual-winding motors, activating the backup or the flight control system reallocating power requires response time. During this waiting period, the thrust / lift / thrust provided by the faulty side of the fuselage is still less than that of the normal side, leading to flight instability. However, by symmetrically powering the battery module 200, when the battery module 200 fails, both centrally symmetrical propulsion assemblies 300 lose power simultaneously. This ensures dynamic balance of the fuselage even during the waiting period for the flight control system to respond, facilitating eVTOL use in urban air environments and reducing the complexity of the flight control system's fault-tolerant control algorithm.

[0079] (3) Flight safety in various failure scenarios

[0080] In the first and second examples, during the tilt transition and vertical landing phases, when a single battery module 200 among the first battery module 201, second battery module 202, third battery module 203, and fourth battery module 204 fails, only four of the eight propulsion components 300, which are arranged in pairs in a centrally symmetrical manner, lose some power output. The eVTOL can still maintain the overall balance of the machine, and the whole machine has sufficient lift.

[0081] In the first example, when both the first battery module 201 and the third battery module 203 (i.e., the left side of the fuselage 101 loses power supply capability, see below, this situation may occur when the same power distribution module 100 shared by the battery modules 200 on one side of the fuselage 101 fails) fail, or when both the second battery module 202 and the fourth battery module 204 fail, or when both the first battery module 201 and the second battery module 202 fail, or when both the third battery module 203 and the fourth battery module 204 fail, all eight propulsion components 300 on the eVTOL lose some power output, that is, all eight propulsion components 300 can output some power, thereby ensuring that the eVTOL can still temporarily maintain balance.

[0082] In the second example, when both the first battery module 201 and the third battery module 203 (i.e., the left side of the fuselage 101 loses power; see below, this may occur when the same power distribution module 100 shared by the battery modules 200 on one side of the fuselage 101 fails) fail, only the first fixed rotor unit 311 and the fourth fixed rotor unit 314 on the eVTOL completely lose power. The remaining six propulsion components 300 can still provide sufficient lift to give the pilot enough time for a controlled emergency landing. Specifically, whether a controlled emergency landing needs to be performed immediately depends on the SOC (State of Charge) of the battery module 200 and the landing site. If the SOC does not support vertical landing, a gliding landing can be performed. Furthermore, the first fixed rotor unit 311 and the fourth fixed rotor unit 314 are arranged symmetrically, thus maintaining the balance of the entire aircraft. Similarly, even if both battery modules 200 on the right side of fuselage 101 fail, eVTOL can still give the pilot enough time to make a controlled emergency landing.

[0083] When both the first battery module 201 and the second battery module 202 fail, all eight propulsion components 300 lose some power, meaning that all eight propulsion components 300 can still maintain power output, thus ensuring that the eVTOL can still fly. Similarly, when both the third battery module 203 and the fourth battery module 204 fail, all eight propulsion components 300 lose some power, meaning that all eight propulsion components 300 can still maintain power output, thus ensuring that the VTOL can still fly.

[0084] Specifically, the thrust and / or lift redistribution of the aforementioned flight control system can be configured such that, in the event of an abnormality detected in any propulsion component, the vertical takeoff and landing aircraft is suited to:

[0085] The abnormal propulsion component and its symmetrical propulsion component are both shut down; at this time, both symmetrical propulsion components in the eVTOL lose tension / lift / thrust, thereby preventing the eVTOL from pitching / yawing / rolling to the side of the abnormal propulsion component.

[0086] Alternatively, the abnormal propulsion component and its symmetrical propulsion component can be shut down, and the output power of the remaining propulsion components can be adjusted to obtain the desired thrust / lift. In other words, when the thrust / lift currently provided by the remaining propulsion components is insufficient to meet the requirements, the eVTOL flight control system can control each remaining propulsion component to increase its power accordingly, thereby obtaining higher power output to achieve the desired thrust / lift.

[0087] Alternatively, the output power of the symmetrical propulsion component of the abnormal propulsion component can be adjusted to match the thrust / lift provided by the abnormal propulsion component. That is, even if the abnormal propulsion component is in an abnormal state but has not completely lost power, or if it needs to provide corresponding thrust / lift in other situations, the output power of the other symmetrical propulsion component can be reduced, thereby ensuring the aerodynamic balance of eVTOL during flight.

[0088] Alternatively, the output power of the symmetrical propulsion component and the remaining propulsion components can be adjusted to obtain the desired thrust / lift. Since eVTOLs are used in complex urban environments, to achieve more ideal aerodynamic balance across the entire flight profile, the eVTOL's flight control system will proactively reduce the power of its symmetrical propulsion component 300 if it detects a propulsion component's reduced output power or even failure due to a battery module 200 malfunction or other reasons, thus ensuring the eVTOL's aerodynamic balance. Furthermore, the eVTOL's flight control system will also control the remaining propulsion components to increase their power, thereby obtaining higher power output to achieve the desired thrust / lift.

[0089] The aforementioned symmetrical propulsion component can be any of the following:

[0090] (1) When the abnormal state propulsion component is a tilt rotor unit 320 and the eVTOL is in the vertical take-off and landing phase, the projections of the propeller of the abnormal state propulsion component and the propeller of the symmetrical propulsion component on the horizontal plane are centrally symmetrical with respect to point B.

[0091] (2) When the abnormal state propulsion component is a fixed rotor unit 310 and the eVTOL is in the vertical take-off and landing phase, the projections of the propeller of the abnormal state propulsion component and the propeller of the symmetrical propulsion component on the horizontal plane are centrally symmetrical with respect to point A.

[0092] (3) The projection of the propeller of the abnormal state propulsion component on the horizontal plane is symmetrical with respect to the plane of symmetry of the vertical take-off and landing aircraft.

[0093] Of course, to meet the safety requirements of eVTOL, as mentioned above, the electric motor in the propulsion assembly 300 is a dual-winding motor. Each motor winding is powered by a separate motor controller, and the two motor windings of each motor are connected to different battery modules 200 for their respective controllers. This way, even if a single motor winding fails, the remaining motor windings can still provide power. However, this approach presents two problems: Firstly, due to limitations in motor mounting size, component efficiency, and heat dissipation on the aircraft, if the motor backup design is not a fully redundant backup, the other motor winding cannot provide the rated power required to maintain the operation of the propulsion assembly 300 after one motor winding fails or loses power. It can only provide the required power through a degradation of the overall performance of the propulsion assembly 300. Under such conditions, the operating time of the motor winding is relatively short, making it difficult to support the aircraft's continued safe flight. To meet the flight performance requirements of eVTOL and ensure flight safety, it is necessary to restore power to the motor windings that have failed due to power loss, thereby enabling the propulsion assembly 300 to maintain normal operation. On the other hand, while the motor can meet the requirements for maintaining safe flight without performance degradation by increasing output power when operating with a single motor winding, the battery module 200 is limited by factors such as energy density, packing ratio, and installation space and weight restrictions on the aircraft. The capacity of a single battery module is fixed, leading to an increased discharge rate and a rapid voltage drop in the battery module 200 connected to the single motor winding. Under prolonged high-rate discharge, the safety of the battery module 200 becomes a critical challenge. The eVTOL system does not want a single battery module 200 to enter an unsafe state when multiple normally functioning battery modules 200 are present.

[0094] Therefore, in one embodiment, the eVTOL further includes at least one power distribution module 100, through which at least some of the battery modules 200 are connected to the corresponding propulsion components 300. The power distribution module 100 is configured to have both a common bus state and multiple independent bus states.

[0095] In the case of a power distribution module 100 operating in a multi-independent-bus state, the power distribution module 100 has multiple independent buses 130. The number of independent buses 130 is consistent with the number of battery modules 200 connected to the power distribution module 100 and corresponds one-to-one with each other. Each battery module 200 is connected to its corresponding propulsion component 300 through its corresponding independent bus 130. In the case of a power distribution module 100 operating in a common-bus state, the power distribution module 100 has a common bus. At least a portion of all battery modules 200 connected to the power distribution module 100 are connected in parallel to the input side of the common bus, and all propulsion components connected to the power distribution module 100 are connected to the output side of the common bus.

[0096] Specifically, in eVTOL and other aircraft, the battery module 200 and the propulsion assembly 300 are not directly connected, but rather connected through a power distribution module 100. This facilitates the power distribution module 100's allocation of the electrical energy provided by the battery module 200 to different propulsion assemblies 300, and also facilitates the distribution of electrical energy to other onboard loads. In other words, the power distribution module 100 is a power transmission system from multiple battery modules 200 to their corresponding multiple propulsion assemblies 300. Therefore, please refer to... Figure 8 The power distribution module 100 has an input interface 110 connected to the battery module 200 to receive electrical energy provided by the connected battery module 200. The power distribution module 100 also has output interfaces 120 connected to various loads, including corresponding propulsion components 300, to distribute the allocated electrical energy to the connected loads. It is worth noting that an output interface 120 may include multiple sub-interfaces for connection to multiple loads. See also... Figure 3 In the specific implementation provided, the first battery module 201 is connected to a motor winding of each of the first fixed rotor unit 311, the first tilt rotor unit 321, the fourth fixed rotor unit 314, and the fourth tilt rotor unit 324 through multiple sub-interfaces of the same output interface 120.

[0097] In this embodiment, the power distribution module 100 is configured to have both a multi-independent bus state and a common bus state. It can be understood that the multi-independent bus state includes multiple independent buses; that is, the power distribution module 100 establishes a normal power supply channel between each battery module 200 and the motor windings of its corresponding multiple propulsion components 300 through an independent bus 130, thereby transmitting the electrical energy provided by each battery module 200 to the corresponding multiple propulsion components 300 through the independent bus 130 of this normal power supply channel. Therefore, when all battery modules of the eVTOL are functioning normally, the power distribution module 100 is in the multi-independent bus state. In the common bus state, there is a common bus. At this time, the power distribution module 100 reconstructs at least a portion of the connections of all the independent buses 130 inside into a common bus, so that all the input interfaces 110 corresponding to the reconstructed independent buses 130 are connected to the input side of the common bus, and all the output interfaces 120 corresponding to the reconstructed independent buses 130 are connected to the output side of the common bus, thereby enabling at least a portion of the battery modules 200 to supply power to the corresponding multiple output interfaces 120.

[0098] Therefore, when any of the battery modules 200 among the first battery module 201, second battery module 202, third battery module 203, and fourth battery module 204 experiences a power supply failure, the power distribution module 100 can switch to a common bus state to distribute the power provided by the other battery modules 200 to loads such as the propulsion component 300 that should be powered by the battery module 200 with the failure. This ensures a continuous power supply to the corresponding propulsion component 300, maintains stable power output to loads such as the propulsion component 300, and ensures a continuous power supply to the eVTOL's onboard loads, thereby further improving the eVTOL's safety margin. It should be noted that under normal operating conditions, the power distribution module 100 is in a multi-independent bus state. Understandably, since the normal power supply channels of each independent bus 130 are independent of each other, the multi-independent bus state provides redundancy, preventing a single point of failure from causing the collapse of the entire onboard electrical system.

[0099] Of course, in one specific embodiment, when the power distribution module 100 is in a common bus state, there is only one common bus, that is, all the independent buses 130 are reconfigured into a common bus, so that all battery modules 200 are connected to the input side of the common bus, and all the motor windings of the propulsion components 300 are connected to the output side of the common bus. At this time, all the battery modules 200 in the normal state provide power to all the motor windings. The following will further explain this by taking the example of all the independent buses 130 being reconfigured into a common bus.

[0100] It is easy to see that in this embodiment, the power distribution module 100 can switch to the common bus state to supply power to all motor windings at the same time, thereby restoring power to the motor windings that have lost power, and thus enabling all motor windings of the propulsion component to work normally without performance degradation.

[0101] It should be noted that under normal operating conditions, the power distribution module 100 operates in a multi-independent bus state. This is understandable, as the normal power supply channels of each independent bus 130 are independent of each other. Therefore, the multi-independent bus state provides redundancy, preventing a single point of failure from causing the collapse of the entire airborne electrical system.

[0102] The power distribution module 100 is configured to switch to the common bus state when the state switching conditions are met.

[0103] (1) Power supply abnormality at the power supply terminal of power distribution module 100

[0104] If the battery module 200 experiences a power supply failure, meaning that the battery module 200 fails, multiple motor windings may also face the risk of failure, meaning one or more propulsion components 300 will also face performance degradation or loss of power, and the aircraft may fall into a dangerous state. Of course, to ensure the accuracy of the state transition,

[0105] The power distribution module 100 is configured to switch to a common bus state when at least one battery module 200 is detected to have an abnormal power supply. This ensures the eVTOL can fly at a minimum or provides the pilot with more time to react when the battery module 200's power supply is abnormal, and the corresponding propulsion components 300 and other loads face a risk of failure (i.e., one or more propulsion components 300 face shutdown risk, and the eVTOL may be in a dangerous state). It should be noted that an abnormal power supply to the battery module 200 can be a failure, such as the battery module 200's power level dropping below a preset threshold. Of course, an abnormal power supply to the battery module 200 can also include other situations where the battery module 200 cannot normally provide power, such as malfunction, damage from foreign objects, or high-temperature failure.

[0106] Of course, to ensure the accuracy of state switching, in one embodiment, the power distribution module 100 is configured to switch to the common bus state when it detects that the voltage value of at least one independent bus is less than the warning value and is not a short circuit in the internal wiring of the independent bus 130.

[0107] Since connecting the independent bus 130 to other independent buses 130 to reconstruct a common bus while the short-circuit fault remains unresolved will keep the common bus in a short-circuit fault state, potentially leading to catastrophic consequences for eVTOL. Therefore, when the independent bus 130 is in a short-circuit fault state, the power distribution module 100 is not allowed to switch states. Furthermore, as it is known that after the short-circuit fault is resolved, in the common bus state, the input interface 110 corresponding to the abnormally powered battery module 200 is connected to the input side of the common bus, but the abnormally powered battery module 200 itself is disconnected from the circuit due to the fault.

[0108] In the absence of short-circuit faults, circuit parameters include, but are not limited to, current values, voltage values, or insulation resistance values. Taking voltage values ​​as an example, specifically, the power distribution module 100 can be configured with a voltage sampling circuit or other structure to monitor the real-time voltage values ​​of each independent bus 130. If the voltage value of at least one independent bus 130 is less than a warning value, it indicates that the battery module 200 corresponding to at least one independent bus 130 may have an abnormal power supply, and the system can then switch to the common bus state. Of course, since the power distribution module 100 may be involved in the normal power-down process after landing of aircraft such as eVTOL aircraft, which may cause a drop in voltage values, in order to further ensure the accuracy of state switching, in one embodiment, the power distribution module 100 is configured to switch to the common bus state when it detects that the voltage value of at least one independent bus 130 is less than a warning value, it is not a short circuit in the internal wiring of the independent bus, and the vertical take-off and landing aircraft is in flight.

[0109] It should be noted that, in addition to the aforementioned reasons why it is necessary to restore the failed motor windings to function so that the propulsion assembly 300 can operate normally, please refer to [the relevant documentation / reference needed]. Figure 4 After the first battery module 201 fails, only a single motor winding of each of the first fixed rotor unit 311, the first tilting rotor unit 321, the fourth fixed rotor unit 314, and the fourth tilting rotor unit 324 will operate, causing the battery module 200 connected to that motor winding to ( Figure 4 The fourth battery module 204 in the system consumes significantly more power, requiring a higher discharge rate, especially considering that transient responses may cause the voltage of this battery module 200 to drop, thus affecting the safety of the entire device. In this embodiment, the remaining three battery modules 200 are connected in parallel to the input side of the common bus, providing a larger capacity and greater tolerance for transient responses, thereby ensuring the safety of the entire device to some extent.

[0110] Furthermore, it is easy to see that the parallel structure of the remaining battery modules 200 forces their voltages to converge. Before parallel connection, the voltages of the remaining battery modules 200 are always inconsistent, and the load does not stop working during the parallel connection process. After parallel connection, the battery module 200 with the higher voltage outputs a larger current, and the voltages of the remaining battery modules 200 quickly converge. For the airborne electrical system, this maintains voltage stability, reduces voltage fluctuations, and increases fault tolerance, thereby improving the overall system stability. In this embodiment, because the parallel connection of multiple battery modules 200 results in a larger capacity and greater tolerance for transient responses, the overall safety of the aircraft can be guaranteed.

[0111] (2) Failure of the entire propulsion component

[0112] Specifically, propulsion system failure includes a fault in all motor windings of the propulsion system or a fault in the propeller section of the propulsion system. A motor winding fault can result in an abnormal reduction in motor winding power or even a complete loss of power output. It is easy to understand that if all motor windings of a propulsion system or the propeller fails, the eVTOL flight control system, in order to redistribute thrust and / or lift, needs to reduce the power of the symmetrical propulsion component of that propulsion system, or even shut down that symmetrical propulsion component.

[0113] Please see Figure 4 When the first fixed rotor unit 311 of the eVTOL fails, the fourth fixed rotor unit 314, which is symmetrical to it, will also be shut down to maintain flight stability. This inevitably leads to excess capacity in the first battery module 201 and the fourth battery module 204 connected to the first and fourth fixed rotor units 311 and 314. Furthermore, to maintain the required power for flight, the eVTOL's overall power demand remains constant. Therefore, after the first fixed rotor unit 311 fails, the flight control system will also control other propulsion components (including but not limited to the first tiltrotor unit 321, the third fixed rotor unit 313, the fourth tiltrotor unit 324, and the second fixed rotor unit 312) to increase their output power. This inevitably leads to high-rate discharge of the battery module 200 connected to the propulsion component 300 with increased power, resulting in a faster power drop compared to other battery modules 200. This makes it difficult to maintain all battery modules 200 within the same maintenance cycle. In this embodiment, the power distribution module 100 reorganizes the power grid, so that the remaining battery modules 200 are connected in parallel and supplied together to achieve discharge balance and improve maintenance economy.

[0114] Furthermore, high-rate discharge of battery module 200 may lead to thermal runaway, posing a safety hazard. In this embodiment, the power distribution module 100 switches to a common bus state to reorganize the power grid, thereby allowing the remaining battery modules 200 to be connected in parallel for balanced power supply, which also improves the overall safety of the device.

[0115] Furthermore, in related technologies, when a single motor winding of the propulsion component 300 fails, the flight control system needs to shut down the symmetrical propulsion component or control the performance degradation of the symmetrical propulsion component. In this embodiment, not only is the power output of the symmetrical propulsion component adjusted, but the power grid is also reorganized through the state switching of the power distribution module 100.

[0116] (3) Received state switching command

[0117] When the power distribution module 100 receives a state switching command, it switches from a multi-independent bus state to a common bus state. It should be noted that the state switching command can be issued by the pilot based on the actual flight situation or flight mission. Alternatively, the state switching command can also be issued to the aircraft by external devices or a control center (such as a ground control center); this embodiment does not limit this.

[0118] It is also worth mentioning that the power distribution module 100 switches to the common bus state in order to solve the problem of motor winding or battery module failure faced by eVTOL. After switching to the common bus state, it will not switch back to the multi-independent bus state during the current flight mission.

[0119] In addition, the power distribution module 100 switches from a multi-independent bus state to a common bus state through a first switching unit 140, and the number of first switching units 140 is the same as the number of independent buses 130.

[0120] As one option in this embodiment, the first switch unit 140 corresponds one-to-one with the independent bus 130. All the first switch units 140 are connected in parallel with each other, and each first switch unit 140 is connected in series with the corresponding independent bus 130 so that when all the first switch units 140 are disconnected, the power distribution module 100 is in a multi-independent bus state. When all the first switch units 140 are turned on, all the independent buses 130 are connected in parallel to reconstruct a common bus to switch to the common bus state.

[0121] Please see Figure 8 Specifically, the power distribution module 100 is provided with a plurality of first switch units 140 connected in parallel with each other. The number of first switch units 140 is the same as that of independent buses 130 and they correspond one to one. One end of each first switch unit 140 is connected in series with the corresponding independent bus 130, and the other end of each first switch unit 140 is connected to the same line to achieve parallel connection.

[0122] Thus, when all first switch units 140 are turned off, each battery module 200 corresponds to a single independent bus 130. The independent buses 130 corresponding to different battery modules 200 are electrically isolated from each other under normal operating conditions, allowing the power distribution module 100 to operate in a multi-independent bus state. In this state, a fault in any battery module 200 or load circuit will not affect other independent buses 130 within the power distribution module 100, thereby improving safety margins. Conversely, when all first switch units 140 are turned on, all independent buses 130 are connected in parallel, thus reconstructing a common bus.

[0123] Alternatively, as another option in this embodiment, all independent buses 130 of the power distribution module 100 are connected end to end in sequence, and a first switch unit 140 is provided between adjacent independent buses 130, so that when all first switch units 140 are off, the power distribution module 100 is in a multi-independent bus state, and when all first switch units 140 are on, all independent buses 130 are connected in series to reconstruct a common bus, so as to switch to the common bus state.

[0124] Specifically, please refer to Figure 9 The first switch unit 140 shown is connected between two independent buses 130, so all the independent buses 130 of the power distribution module 100 are connected in series end to end through the first switch unit 140. When all the first switch units 140 are switched to the on state, all the independent buses 130 form a loop, thus also reconstructing a common bus.

[0125] Understandably, the independent bus 130 can be constructed as a busbar or similar structure. A busbar can be a single metal bar or a group of metal bars connected in parallel. Therefore, connecting all the busbars in parallel or series to form a loop will cause all the busbars to reassemble into a single busbar, that is, all the independent buses will reassemble into a common bus, thereby allowing the power distribution module 100 to switch to the common bus state. Of course, the independent bus 130 can also be configured as a bus or other busbar-like device. The first switching unit 140 is configured as a busbar connection contactor; however, the first switching unit 140 can also be configured as a controllable switch, etc., and this embodiment is not limited in this regard.

[0126] Furthermore, since at least two battery modules 200 are located on opposite sides of the fuselage 101, they can belong to two separate power distribution modules 100 for ease of power distribution system arrangement. Thus, in one embodiment, the at least two battery modules 200 comprise multiple battery packs. For example, the battery modules 200 on the left side of the aircraft body belong to one battery pack, while the battery modules 200 on the right side belong to another battery pack. Of course, when there are a large number of battery modules 200 on a single side of the fuselage, the battery modules 200 on that single side can also belong to multiple battery packs.

[0127] The vertical takeoff and landing (VTOL) aircraft also includes at least two power distribution modules 100 and at least two second switching units. The number of power distribution modules 100 corresponds to the number of battery packs and they are one-to-one. Battery modules 200 within the same battery pack are connected to corresponding tilt rotor units 320 and fixed rotor units 310 via corresponding power distribution modules 100. Each power distribution module 100 is configured to have both a multi-independent bus state and a system-wide common bus state. When a power distribution module 100 is in the multi-independent bus state, it has multiple independent buses 130. The number of independent buses 130 corresponds to the number of battery modules 200 connected to the power distribution module 100 and they are one-to-one. Each battery module 200 is connected to a portion of the battery packs via its corresponding independent bus 130. The fixed rotor unit 310 and a portion of the tilt rotor units 320 are connected; the number of the second switch units is the same as the number of independent buses 130, and the independent buses 130 of all power distribution modules 100 are connected on and off through the second switch units, so that when all the second switch units are off, each power distribution module 100 is in a multi-independent bus state, and when all the second switch units are on, each power distribution module 100 is in a whole-machine common bus state, so that the independent buses 130 of all power distribution modules 100 are connected to each other to reconstruct the whole-machine common bus, at least a portion of all battery modules 200 are connected in parallel to the input side of the whole-machine common bus, and all tilt rotor units 320 and all fixed rotor units 310 are connected to the output side of the whole-machine common bus.

[0128] Specifically, please refer to Figure 5 The eVTOL includes a left power distribution module 100a, located on the left wing 103, and a right power distribution module 100b, located on the right wing 104. The left power distribution module 100a and the right power distribution module 100b are connected by a jumper cable 400.

[0129] Please see Figure 10 and Figure 11Each independent bus 130 in each power distribution module 100 is adapted to be connected to one of the negative and positive terminals of the corresponding motor winding. Each power distribution module 100 also includes a connection unit 170, which is connected to the connection units 170 of other power distribution modules 100, and the connection unit 170 is adapted to be connected to the other of the negative and positive terminals of the corresponding motor winding of each power distribution module 100. The following description uses the connection of the independent bus 130 to the positive terminal of the load (motor winding) as an example. Of course, the independent bus 130 can also be connected to the negative terminal of the load, which will not be elaborated here. The independent buses 130 of all power distribution modules 100 are connected on and off through the second switching unit, thereby realizing the reconfiguration of the connection of all independent buses 130 by turning on the second switching unit.

[0130] As an alternative to this embodiment, each power distribution module 100's independent bus 130 is connected in series with a second switching unit, and all the second switching units are connected in parallel with each other. Please refer to... Figure 10 The left power distribution module 100a includes a first independent bus 130a and a third independent bus 130c, while the right power distribution module 100b includes a second independent bus 130b and a fourth independent bus 130d. The positive terminal of each input interface 110 is connected to the corresponding independent bus 130. Each independent bus 130 is then connected to the positive terminal of the corresponding output interface 120. The first independent bus 130a is connected to the second connecting line 401 of the jumper cable 400 via switch unit BTC1, the third independent bus via switch unit BTC3, the second independent bus 130b via switch unit BTC2, and the fourth independent bus 130d via switch unit BTC4.

[0131] Furthermore, the left power distribution module 100a also includes a connection unit 170, which is connected to the negative terminals of each input interface 110 and also to the negative terminals of each output interface 120. In addition, the connection unit 170 includes an external interface suitable for connection to the external interface of the connection unit of the right power distribution module 100b via the first connection line 402 of the jumper cable 400. Of course, in some specific embodiments, the connection unit 170 of the left power distribution module 100a and the connection unit of the right power distribution module 100b are different parts of the same connection unit, thus saving on the number of components and weight.

[0132] With all the second switching units of all power distribution modules 100 connected in parallel, all the independent buses 130 of the multiple power distribution modules 100 are reconstructed into a single common bus for the entire machine. Understandably, after reconstructing into a single common bus, the input interface 110 of each battery module 200 of each power distribution module 100 is connected to the input side of the common bus; that is, normally powered battery modules 200 are connected to the common bus, while abnormally powered battery modules 200 are not connected. Simultaneously, all motor windings connected to the multiple power distribution modules 100 are connected to the output side of the common bus. Similarly, these motor windings are normally functioning motor windings; faulty motor windings are not connected to the common bus.

[0133] As another option in this embodiment, two adjacent independent buses 130 within the same power distribution module 100 are connected to each other in a way that allows switching on and off. In two adjacent power distribution modules 100, the last independent bus 130 of one power distribution module 100 is connected to the first independent bus 130 of the other power distribution module 100 in a way that allows switching on and off, and the first independent bus 130 of the first power distribution module 100 is connected to the last independent bus 130 of the last power distribution module 100 in a way that allows switching on and off. Please refer to [link to relevant documentation]. Figure 11 The first independent bus 130a is connected to the third independent bus 130c via switch unit BTC1, the second independent bus 130b is connected to the fourth independent bus 130d via switch unit BTC2, the third independent bus 130c is connected to the second independent bus 130b via switch unit BTC4, and the first independent bus 130a is connected to the fourth independent bus 130d via switch unit BTC3, thus forming a loop with the four independent buses 130 connected end to end. Therefore, when any battery module 200 of the fuselage 101 experiences a power supply failure, the power grid can be reorganized through the synchronous switching of the left power distribution module 100a and the right power distribution module 100b, allowing the other three battery modules 200 of the fuselage 101 to provide power to all motor windings and other loads on the eVTOL.

[0134] Therefore, in this embodiment, when the second switching units of all power distribution modules 100 on the eVTOL are turned on, all independent buses 130 on the eVTOL can be connected to each other to reconstruct a single common bus. After reconstructing into a single common bus, all normally functioning battery modules 200 on the eVTOL are connected to the input side of the single common bus through their respective input interfaces 110, and all normally functioning propulsion components 300 and other airborne loads are connected to the output side of the single common bus through their output interfaces 120.

[0135] It is clear that this embodiment is not limited to grid reconfiguration within a single power distribution module 100, but also includes grid reconfiguration among multiple power distribution modules 100 on the eVTOL. It is understood that for the eVTOL, battery modules 200 can include multiple modules distributed at different locations on the fuselage 101, such as symmetrically arranged on opposite sides of the fuselage 101, and cooperating with different power distribution modules 100. If the power supply to any one side of the battery module 200 is abnormal, such as due to a collision on one side of the fuselage causing a failure in that side's battery module 200, multiple or all of the fuselage's power distribution modules 100 can be reconfigured into a common bus for the entire machine, utilizing power distribution modules 100 located in other parts of the fuselage for power supply, thereby further improving safety redundancy.

[0136] It's easy to understand that if any battery module 200 fails, and the eVTOL is in the vertical takeoff and landing phase with all eight propulsion components 300 operating, the four motor windings connected to that battery module 200 will stop. The remaining motor windings will need to increase power to maintain the lift required by the eVTOL, resulting in uneven discharge among the remaining three battery modules. If operation continues under these conditions, the charge of one battery module 200 will rapidly decrease, and its voltage will continue to drop. In the worst case, it may discharge to the cutoff voltage, or the battery may experience thermal runaway due to prolonged high-rate discharge. After grid reconfiguration, the remaining three battery modules 200 are connected in parallel to the input side of the system's common bus for power supply, offering the following advantages:

[0137] 1. Balancing the current load of remaining battery modules 200 to extend power supply time: With the overall weight remaining constant, the electrical power required for flight is fixed. Assuming the total required current is I, previously, due to the symmetrical connection, minor differences were ignored, and the output current of each battery module was I / 4. If the first battery module 201 fails, the required output current of the fourth battery module 204 increases from I / 4 to I / 2. If the rated current limit of each battery module 200 is Imax, this may exceed its safe range, leading to overheating or damage. By connecting the remaining second battery module 202, third battery module 203, and fourth battery module 204 in parallel, the required output current of each battery module 200 is reduced to I / 3, thus reducing the current load on the fourth battery module 204 and avoiding the risk of overload.

[0138] 2. Maintaining Voltage Stability: Before parallel connection, the remaining three battery modules 200 independently output different currents. With the same initial charge, the voltage of one battery module 200 will drop faster than the other two. Parallel connection forces the voltages of the remaining three battery modules 200 to converge. In reality, the voltages of the three battery modules 200 are always inconsistent before parallel connection, and the downstream load does not stop working during the parallel connection process. After parallel connection, the battery module 200 with the higher voltage will output a larger current (the batteries do not balance each other because the power required by the downstream load is much greater than the power difference between the battery modules 200, so the overall trend is to output more current). The voltages of the three battery modules 200 quickly converge, maintaining voltage stability for the entire system, reducing voltage fluctuations, increasing fault tolerance, and thus improving the overall system stability.

[0139] 3. Improved system stability, redundancy, and fault tolerance: For the entire system, it maintains voltage stability, reduces voltage fluctuations, and enhances fault tolerance, thereby improving overall system stability. Furthermore, after grid reconfiguration allows the remaining battery modules 200 to be connected in parallel, if one of the remaining three battery modules 200 fails due to a fault, the remaining two battery modules 200 can still continue to supply power by sharing the load. Compared to the possibility of a single propulsion component 300 completely losing power and ceasing operation under independent power supply, this reduces the control complexity at the overall system control level and lowers the design parameter requirements for the battery modules 200 and propulsion components 300. In addition, during the grid reorganization process, i.e. the switching of the power distribution module 100, the battery modules 200 will be energized and connected in parallel one by one. When the consistency of the multiple battery modules 200 is good, the voltage difference between the multiple battery modules 200 is relatively low. During the connection of the parallel contactor, the voltage difference across the main contacts of the contactor is low (a high voltage difference and high voltage will generate an electric arc), which can effectively reduce the secondary safety risks brought about by grid reorganization after a fault.

[0140] 4. Optimize energy utilization: After the battery modules 200 are connected in parallel, the equivalent total internal resistance of the system is reduced, the power loss is reduced, and more energy is used to power the components 300 instead of generating heat. The battery modules 200 can work more easily and avoid shortening their lifespan due to high current.

[0141] In the foregoing embodiments, the independent buses 130 within the power distribution module 100 operate independently under normal conditions. Furthermore, to prevent the spread of faults between the battery module 200, the power distribution module 100, and loads such as motor windings, in one embodiment, the power distribution module 100 further includes at least two first safety protection modules 150 and / or at least two second safety protection modules 160. The number of first safety protection modules 150 corresponds to the number of battery modules 200 and is one-to-one with each other. The two ends of each first safety protection module 150 are connected to the corresponding battery module 200 and the corresponding independent bus 130, respectively. The second safety protection modules 160 are positioned between the corresponding independent bus 130 and the load.

[0142] Specifically, a first safety protection module 150 is configured between the interconnected battery module 200 and the independent bus 130, thereby electrically isolating the power supply and the power distribution module 100 in the event of a failure in either the battery module 200 (power supply) or the power distribution module 100 (power distribution channel). See also 10 and... Figure 10 A fuse BF1 is provided between the first battery module 201 and the first independent bus 130a; a fuse BF2 is provided between the second battery module 202 and the second independent bus 130b; a fuse BF3 is provided between the third battery module 203 and the third independent bus 130c; and a fuse BF4 is provided between the fourth battery module 204 and the fourth independent bus 130d.

[0143] Similarly, a second safety protection module 160 is configured between a set of interconnected output interfaces 120 and an independent bus 130, thereby electrically isolating the power distribution channel and load in the event of a fault in the power distribution channel or load. See also 10 and... Figure 11 The fuses are as follows: F9 between the first independent bus 130a and the motor winding powered by the first battery module 201; F14 between the third independent bus 130c and a portion of the load of the motor winding powered by the third battery module 203; F15 between the second independent bus 130b and the motor winding powered by the second battery module 202; and F20 between the fourth independent bus 130d and the motor winding powered by the fourth battery module 204.

[0144] It is easy to see that this embodiment adopts a high-voltage power distribution redundancy design, and achieves electrical isolation between power distribution channels, between battery modules, between loads, and between different fault points (power supply, power distribution channel, or).

[0145] Understandably, the first safety protection module 150 and / or the second safety protection module 160 can be configured as a relay, circuit breaker, or fuse, etc. In one embodiment, the first safety protection module 150 and / or the second safety protection module 160 can be configured as a contactor and / or a fuse.

[0146] To address the issue of a single point of failure in the entire high-voltage power distribution network, this embodiment employs a multi-redundant independent power distribution module 100. Each battery module 200 corresponds to a single independent bus 130, and each independent bus 130 is electrically isolated from each other under normal operating conditions. Furthermore, to ensure that a fault in any battery module 200 or load circuit does not affect the power distribution function of other power distribution modules, this embodiment also configures fuses and contactors between each battery module 200 and the independent bus 130, and fuses between the independent bus 130 and each load, ensuring appropriate electrical isolation measures are in place regardless of whether a fault occurs in the power supply, power distribution channel, or high-voltage load.

[0147] The above are merely exemplary embodiments of this utility model and do not limit the scope of protection of this utility model. Any equivalent structural transformations made based on the technical concept of this utility model and the contents of this utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the scope of protection of this utility model.

Claims

1. A vertical takeoff and landing aircraft, characterized in that, include: The main body of the aircraft; At least four propulsion components are disposed on the main body of the aircraft. At least two of the propulsion components are symmetrically distributed on the left and right sides of the fuselage of the main body of the aircraft, near the nose of the fuselage, and at least two of the propulsion components are symmetrically distributed on the left and right sides of the fuselage, near the tail of the fuselage. At least two battery modules are symmetrically arranged on the main body of the aircraft, and the battery modules are configured to supply power to at least all the propulsion components arranged near the nose of the fuselage and located on one side of the main body of the aircraft, and to all the propulsion components arranged near the tail of the fuselage and located on the other side of the main body of the aircraft; or, to supply power to at least one propulsion component arranged near the nose of the fuselage and located on each of the left and right sides of the main body of the aircraft, and to one propulsion component arranged near the tail of the fuselage and located on each of the left and right sides of the main body of the aircraft. Each of the propulsion components is connected to at least two of the battery modules.

2. The vertical takeoff and landing aircraft as described in claim 1, characterized in that, In cases where at least some of the propulsion components are tiltrotor units, all tiltrotor units powered by the same battery module are grouped in pairs, and when the vertical takeoff and landing aircraft is in the vertical takeoff and landing phase, the projections of the propellers of the tiltrotor units in the same group onto the horizontal plane are centrally symmetrical.

3. The vertical takeoff and landing aircraft as described in claim 2, characterized in that, In the case where some of the propulsion components are fixed rotor units, all the fixed rotor units powered by the same battery module are grouped in pairs. When the vertical take-off and landing aircraft is in the vertical take-off and landing phase, the projection of the propellers of the fixed rotor units in the same group on the horizontal plane is centrally symmetrical.

4. The vertical takeoff and landing aircraft as described in claim 3, characterized in that, All propulsion components powered by the same battery module include the tilt rotor unit and the fixed rotor unit.

5. The vertical takeoff and landing aircraft as described in claim 4, characterized in that, The central symmetry point of the two tiltrotor units is point B. Point B and the center of gravity G of the vertical takeoff and landing (VTOL) aircraft are both located within the plane of symmetry of the fuselage. Point B is located on the side of point G closest to the tail fin of the aircraft body. During the modal changes of the VTOL aircraft, both point G and point B move along the plane of symmetry, with point B always located on the side of point G closest to the tail fin; and / or, Point A is the symmetrical point between the centers of the two fixed rotor units. Point A is located within the plane of symmetry of the fuselage. During the mode change of the vertical take-off and landing aircraft, point G of the vertical take-off and landing aircraft is located on the side of point A near the nose of the fuselage or coincides with point A. Point B, the symmetrical point between the centers of the two tilt rotor units, is always located on the side of point A near the tail fin.

6. The vertical takeoff and landing aircraft as described in claim 4, characterized in that, Of all the propulsion components located on one side of the fuselage, any one of the fixed rotor units is located on the side away from the fuselage of any one of the tilt rotor units.

7. The vertical takeoff and landing aircraft as described in claim 6, characterized in that, The main body of the aircraft includes a left wing and a right wing. The at least four propulsion components include a first tiltrotor unit, a second tiltrotor unit, a third tiltrotor unit, and a fourth tiltrotor unit. The first tiltrotor unit is disposed on the left wing of the main body of the aircraft and located on the nose side of the fuselage of the left wing. The second tiltrotor unit is disposed on the right wing of the main body of the aircraft and located on the nose side of the fuselage of the right wing. The third tiltrotor unit is disposed on the left stabilizer of the tail of the main body of the aircraft. The fourth tiltrotor unit is disposed on the right stabilizer of the tail. The at least four propulsion components further include a first fixed rotor unit, a second fixed rotor unit, a third fixed rotor unit, and a fourth fixed rotor unit. The first fixed rotor unit is disposed on the fuselage nose side of the left wing and located on the side of the first tilt rotor unit away from the fuselage. The second fixed rotor unit is disposed on the fuselage nose side of the right wing and located on the side of the second tilt rotor unit away from the fuselage. The third fixed rotor unit is disposed on the fuselage tail side of the left wing and located on the side of the third tilt rotor unit away from the fuselage. The fourth fixed rotor unit is disposed on the fuselage tail side of the right wing and located on the side of the fourth tilt rotor unit away from the fuselage.

8. The vertical takeoff and landing aircraft as described in claim 7, characterized in that, The at least two battery modules include a first battery module, a second battery module, a third battery module, and a fourth battery module, wherein the first battery module and the second battery module are distributed on one side of the aircraft body, and the third battery module and the fourth battery module are distributed on the other side of the aircraft body; The first battery module is configured to supply power to the first fixed rotor unit, the first tilt rotor unit, the fourth fixed rotor unit, and the fourth tilt rotor unit; the second battery module is configured to supply power to the second fixed rotor unit, the second tilt rotor unit, the third fixed rotor unit, and the third tilt rotor unit. The third battery module is configured to supply power to the first fixed rotor unit, the second tilt rotor unit, the fourth fixed rotor unit, and the third tilt rotor unit; the fourth battery module is configured to supply power to the second fixed rotor unit, the first tilt rotor unit, the third fixed rotor unit, and the fourth tilt rotor unit; or, the third battery module is configured to supply power to the second fixed rotor unit, the second tilt rotor unit, the third fixed rotor unit, and the third tilt rotor unit; and the fourth battery module is configured to supply power to the first fixed rotor unit, the first tilt rotor unit, the fourth fixed rotor unit, and the fourth tilt rotor unit.

9. The vertical takeoff and landing aircraft as described in claim 1, characterized in that, The propulsion assembly includes at least two motor controllers, and different motor controllers of the at least two motor controllers are connected to different battery modules; The propulsion assembly includes at least two single-winding motors, each of which is connected to a motor controller; or, the propulsion assembly includes a motor, which includes at least two motor windings, and each of which is connected to a motor controller.

10. The vertical takeoff and landing aircraft as described in any one of claims 1 to 9, characterized in that, The vertical takeoff and landing aircraft also includes a power distribution module, through which at least a portion of the battery modules are connected to the corresponding propulsion components, and the power distribution module is configured to have a common bus state and multiple independent bus states; When the power distribution module is in a multi-independent bus state, the power distribution module has multiple independent buses. The number of independent buses is consistent with the number of battery modules connected to the power distribution module and they correspond one-to-one. Each battery module is connected to the corresponding propulsion component through the corresponding independent bus. When the power distribution module is in a common bus state, the power distribution module has a common bus, at least some of the battery modules connected to the power distribution module are connected in parallel to the input side of the common bus, and all the propulsion components connected to the power distribution module are connected to the output side of the common bus.

11. The vertical takeoff and landing aircraft as described in any one of claims 1 to 9, characterized in that, The vertical takeoff and landing aircraft includes multiple battery packs; At least two power distribution modules are provided, the number of which corresponds to the number of battery packs and is one-to-one with each other. The battery modules within the same battery pack are connected to the corresponding propulsion components through the corresponding power distribution modules. Each power distribution module is configured to have multiple independent bus states and a whole-machine common bus state. When the power distribution module is in the multiple independent bus state, the power distribution module has multiple independent buses. The number of independent buses is the same as the number of battery modules connected to the power distribution module and is one-to-one with each other. Each battery module is connected to the propulsion component through the corresponding independent bus. At least two second switching units are provided, the number of which is the same as the number of independent buses. The independent buses of all the power distribution modules are connected on and off through the second switching units, so that when all the second switching units are off, each power distribution module is in the multi-independent bus state, and when all the second switching units are on, each power distribution module is in the whole-machine common bus state, so that the independent buses of all the power distribution modules are connected to each other to reconstruct the whole-machine common bus. At least a portion of all the battery modules are connected in parallel to the input side of the whole-machine common bus, and all the propulsion components are connected to the output side of the whole-machine common bus.

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