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 two battery module, at least four tilt rotor units and at least two fixed rotor units, and close to the aircraft body head and be located in the aircraft main part either side's a tilt rotor unit with close to the aircraft body tail and be located in the aircraft main part other side's a tilt rotor unit center symmetry and all with same battery module connection, and be located in the aircraft main part either side's fixed rotor unit with the battery module connection of being located in the same side of aircraft main part. The utility model can balance the weight of aircraft, economy and safety and multiple design goals.

Description

Technical Field

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

[0002] In eVTOL (electric vertical take-off and landing) aircraft, for those combining fixed-rotor and tilt-rotor units, both units require power from battery modules. For flight safety, different motor windings within each fixed-rotor or tilt-rotor unit are connected to different battery modules via power distribution modules. This ensures that if one motor winding fails, the other motor winding system can maintain power output.

[0003] In related technologies, the connection between the fixed rotor unit or tilt rotor unit and the battery module focuses on safety considerations, but fails to balance multiple design objectives such as cable weight, economy and safety, thus failing to achieve the goal of optimal multi-objective system. 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 in related technologies where aircraft design prioritizes safety, resulting in heavy cable weight.

[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 two battery modules are symmetrically arranged on the left and right sides of the aircraft body;

[0008] At least four tiltrotor units, with at least two tiltrotor units symmetrically arranged on the left and right sides of the aircraft body and near the nose, and at least two tiltrotor units symmetrically arranged on the left and right sides of the aircraft body and near the tail, the tiltrotor units are configured to rotate between the cruise position and the vertical takeoff and landing position, and the tiltrotor unit near the nose and located on one side of the aircraft body and the tiltrotor unit near the tail and located on the other side of the aircraft body are centrally symmetrical in their horizontal projections and are both connected to the same battery module; and

[0009] At least two fixed rotor units are symmetrically arranged on the left and right sides of the aircraft body. On either side of the aircraft body, any fixed rotor unit is located on the side away from the central axis of the aircraft body from any tilt rotor unit, and the fixed rotor unit located on either side of the aircraft body is connected to the battery module located on the same side of the aircraft body.

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

[0011] Because fixed rotor units have a simpler mechanical structure and lower system complexity compared to tilt rotor units, their failure probability is lower. Furthermore, during flight missions, fixed rotor units operate during the vertical and transition phases, shutting down or entering low-power mode during the cruise phase, resulting in shorter operating time and shorter fault exposure time compared to tilt rotor units. Therefore, in this invention, the connection between the inner tilt rotor unit and the battery module is obliquely symmetrical. This prioritizes safety, reducing the impact of battery module (power supply side) failures on the vertical takeoff and landing aircraft in the event of a power supply malfunction. The outer fixed rotor unit, on the other hand, prioritizes weight and economy, using power from the same side battery module to reduce the weight of the power distribution cables, thus balancing multiple design goals such as aircraft weight, economy, and safety. Attached Figure Description

[0012] 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.

[0013] Figure 1 A schematic diagram of the grouping of the propulsion components in the vertical takeoff and landing aircraft provided by this utility model;

[0014] Figure 2 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;

[0015] Figure 3 A schematic diagram of the power supply for the battery module and propulsion components in the vertical takeoff and landing aircraft provided by this utility model;

[0016] Figure 4 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;

[0017] Figure 5A symmetrical schematic diagram of the propulsion assembly of the vertical takeoff and landing aircraft provided by this utility model;

[0018] Figure 6 A schematic diagram of the power distribution module arrangement in the vertical takeoff and landing aircraft provided by this utility model;

[0019] Figure 7 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 switching units;

[0020] 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 end to end in sequence;

[0021] Figure 9 A schematic diagram of the vertical takeoff and landing aircraft provided by this utility model; wherein, the two power distribution modules have a total of 4 independent buses connected in parallel to each other through a switching unit;

[0022] Figure 10 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.

[0023] Explanation of icon numbers:

[0024] 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; 110. Input interface; 120. Output interface; 130. Independent bus; 130a. First independent bus; 130b. Second independent bus; 130c. Third independent bus; 130d. Fourth independent bus; 140. First switch unit; 150. Connection unit; 101. Fuselage; 101a. Centerline; 102. Tail fin; 103. Left wing; 1031. Left arm; 104. Right wing; 1041. Right arm; 200. Battery module; 201. First battery module; 202. Second battery module; 203. Battery module; 204. Third battery module; 205. 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; 320. Tilting 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.

[0025] 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

[0026] 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.

[0027] 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.

[0028] 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.

[0029] The propulsion system of an eVTOL includes an electric motor, propeller, and other accessories to provide the required thrust and / or at least some lift. It uses high-voltage electrical energy from battery modules. In eVTOL design, to meet flight safety standards, the battery modules are generally configured to power at least one set of propulsion components that meet centrosymmetry. This means the connection between the propulsion components and the battery modules typically employs a symmetrical power supply design, allowing the eVTOL to maintain some thrust output even if a battery module or circuit fails on one side of the fuselage. However, if all propulsion components on the eVTOL fuselage adopt this connection method with safety as the primary consideration, the outer propulsion components, located further from the fuselage, would require a large amount of power distribution cabling. This would result in a high proportion of the eVTOL's power distribution cabling weight in the overall aircraft weight, requiring optimization.

[0030] To address this, this application provides a solution where all propulsion components are divided into a fixed rotor unit group located on the outer side, away from the aircraft body, and a tilt rotor unit group located on the inner side, closer to the aircraft body. Since the failure probability of the fixed rotor units in the fixed rotor unit group is lower than that of the tilt rotor units, and their operating time is shorter, the fault exposure time is also shorter compared to the tilt rotor units. Therefore, in this embodiment, the connection between the inner tilt rotor unit and the battery module is obliquely symmetrical, thus prioritizing safety and reducing the impact of battery module (i.e., power supply side) failures on the vertical takeoff and landing aircraft in the event of abnormal battery module power supply. The outer fixed rotor units, on the other hand, prioritize weight and economy, using power from the same side of the battery module to reduce the weight of the power distribution cables, achieving a balance between the aircraft's weight, economy, and safety design goals.

[0031] The technical concept of this utility model is further illustrated below with reference to some specific embodiments.

[0032] Please see Figure 1 This embodiment proposes a vertical take-off and landing aircraft, including an aircraft body, at least two battery modules 200, at least four tilt rotor units 320 and at least two fixed rotor units 310.

[0033] At least two battery modules 200 are symmetrically arranged on the left and right sides of the aircraft body; at least two tiltrotor units 320 are symmetrically arranged on the left and right sides of the aircraft body and near the nose of the fuselage, and at least two tiltrotor units 320 are symmetrically arranged on the left and right sides of the aircraft body and near the tail of the fuselage. The tiltrotor units 320 are configured to switch between cruise and vertical takeoff and landing positions, and one tiltrotor unit 320 near the nose of the fuselage and located on either side of the aircraft body and the other near the tail of the fuselage and located on either side of the aircraft body are respectively positioned as tiltrotor units. The tilting rotor unit 320 on the other side of the main body is centrally symmetrical in its projection on the horizontal plane and is connected to the same battery module 200; at least two fixed rotor units 310 are symmetrically arranged on the left and right sides of the aircraft main body. On either side of the aircraft main body, any fixed rotor unit 310 is located on the side of any tilting rotor unit 320 away from the central axis 101a of the aircraft main body, and the fixed rotor unit 310 located on either side of the aircraft main body is connected to the battery module 200 located on the same side of the aircraft main body.

[0034] Specifically, the eVTOL provided in this embodiment includes not only pure electric eVTOLs, but also hydrogen-electric hybrid and gasoline-electric hybrid eVTOLs. Please refer to... Figure 1 The main body of an 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, tail 102, left wing 103, and right wing 104. The left wing 103 is connected to the left side of the fuselage 101, and the right wing 104 is connected to the right side of the fuselage 101. It is understood that the left 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 wing connected to the fuselage 101 and spanning both sides of the fuselage 101, 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 102 is a V-tail, the left and right stabilizers can be inclined stabilizers arranged at an angle.

[0035] The battery module 200 can be configured as the power battery for the eVTOL, providing electrical energy to the propulsion assembly 300 of the eVTOL. It can also be configured to provide electrical energy to avionics systems, airborne environmental control systems, and airborne lighting systems. Understandably, the battery module 200 can be a rechargeable battery or a hydrogen fuel cell; this embodiment is not limited in this regard. Multiple battery modules 200 are arranged symmetrically on the aircraft body, with some battery modules 200 arranged on the left side of the central axis 101a of the fuselage 101, and another portion symmetrically arranged on the right side of the central axis 101a of the fuselage 101, to balance the weight distribution of the eVTOL. Understandably, the battery module 200 located on one side of the aircraft body can be mounted on that side of the fuselage 101 or on the wing of that side; this embodiment is not limited in this regard.

[0036] Understandably, in order to achieve the redundancy design required for flight and to prevent the failure of a single battery module 200 from causing all propulsion components 300 to lose power output, the eVTOL is configured with multiple battery modules 200, each of which is connected to a portion of all propulsion components 300.

[0037] The propulsion assembly 300 includes a fixed rotor unit 310 and a tiltrotor unit 320, with a single propulsion assembly 300 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 six or eight, to achieve a symmetrical layout of the propulsion assemblies 300 on the aircraft body: half of the propulsion assemblies 300 are distributed on the left side of the fuselage 101, and the other half are distributed on the right side of the fuselage 101. Understandably, a symmetrical layout facilitates aircraft control and maintains flight stability. Furthermore, the symmetrical layout of the propulsion components 300 allows the remaining propulsion components 300 to quickly adjust the thrust / lift distribution and maintain overall eVTOL balance even when the power output of some of the propulsion components 300 is reduced or lost.

[0038] The tiltrotor unit 320 is configured to switch between a cruise position and a vertical takeoff and landing (VTOL) position to adjust the flight attitude of the eVTOL. Understandably, during the VTOL's VTOL phase, the tiltrotor unit 320 is in the VTOL position. The high-speed rotation of the fixed rotor unit 310 and the tiltrotor unit 320 generates upward lift, enabling the eVTOL to overcome gravity and achieve takeoff and landing. During the cruise phase, the tiltrotor unit 320 tilts to the cruise position. The wings handle lift, and the tiltrotor unit 320 provides forward thrust to the eVTOL, allowing it to fly at higher speeds for longer distances. It is worth noting that the tiltrotor unit 320 in this embodiment can be a fully tilt configuration, meaning the entire tiltrotor unit 320 can rotate between the cruise and VTOL positions. Alternatively, the tiltrotor unit 320 can also be a partially tilted configuration, meaning it consists of a rotor section and a pod section. The rotor section can rotate between the cruise and vertical takeoff and landing (VTOL) positions, while the pod section is fixed to the aircraft body. 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.

[0039] It should be noted that, in this embodiment, of the at least four tiltrotor units 320, at least two tiltrotor units 320 are located on the nose side of the fuselage of the wing. Specifically, they can be arranged at the leading edge of the wing, on an arm extending forward from the leading edge of the wing, or on an arm extending forward from the fuselage 101, thus being close to the nose of the fuselage. Furthermore, the remaining at least two propulsion components 300 of the at least four tiltrotor units 320 can be located on the tail side of the fuselage of the wing. Specifically, they can be arranged at the trailing edge of the wing, on an arm extending rearward from the trailing edge of the wing, or on an arm extending backward from the fuselage 101, thus being close to the tail of the fuselage; alternatively, the remaining at least two propulsion components can also be arranged at the tail fin 102, thus also being close to the tail of the fuselage.

[0040] Therefore, please refer to Figure 1 In this embodiment, all propulsion components 300 include the following groups: a first propulsion component group 10, including at least one tiltrotor unit 320, located in the forward region of the left wing 103; a second propulsion component group 20, including at least one tiltrotor unit 320, located in the forward region of the right wing 104; a third propulsion component group 30, including at least one tiltrotor unit 320, located in the rear region of the left wing 103; and a fourth propulsion component group 40, including at least one tiltrotor unit 320, located in the rear region of the right wing 104.

[0041] The "front" refers to the nose side of the fuselage, and the "rear" refers to the tail side. Please refer to [link / reference]. Figure 1 The 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. Furthermore, the projections of a tiltrotor unit 320 in the second propulsion assembly group 20 and a tiltrotor unit 320 in the third propulsion assembly group 30 onto the horizontal plane are centrally symmetrical, and the projections of a tiltrotor unit 320 in the first propulsion assembly group 10 and a tiltrotor unit 320 in the fourth propulsion assembly group 40 onto the horizontal plane are also centrally symmetrical. In this embodiment, 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 tiltrotor unit 320. Thus, at least some of the tilt rotor units 320 are located on the front side of the center of gravity of the aircraft body, and at least some of the tilt rotor units 320 are located on the rear side of the center of gravity of the aircraft body, which is conducive to achieving the balance of multiple force couples and can make the vertical take-off and landing process of the vertical take-off and landing aircraft more stable.

[0042] It is worth mentioning that at least some of the tilt rotor units in the third propulsion assembly group 30 and the fourth propulsion assembly group 40 are located on the tail fin 102. That is, when both the third propulsion assembly group 30 and the fourth propulsion assembly group 40 include one tilt rotor unit 320, both tilt rotor units 320 are installed at the tail fin 102.

[0043] Furthermore, on either the left or right side of the fuselage 101, any fixed rotor unit 310 is located on the side of any tilt rotor unit 320 away from the central axis 101a of the aircraft body. See also... Figure 2 All fixed rotor units 310 are arranged on the outside, away from the fuselage 101, forming the first power group 1, while all tiltrotor units 320 are arranged 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 arranging the tiltrotor units 320 on the outside and the fixed rotor units 310 on the inside, the layout adopted 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 the vertical takeoff and landing phase 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.

[0044] It should be noted that you should refer to [link / reference]. Figure 3In this embodiment, the tiltrotor units 320 of the same group, which are centrally symmetrical, are connected to the same battery module 200. This allows the tiltrotor units 320 to draw power obliquely symmetrically. During the tilt transition and vertical landing phases, when a single battery module 200 fails, the tiltrotor units 320 always lose a portion of their power output symmetrically in pairs. The eVTOL system can still maintain overall balance, and the entire aircraft has sufficient lift. It is understandable that after a battery module 200 fails, the flight control system needs response time to redistribute power. During this response time, the thrust / lift / thrust provided by the faulty fuselage side is still less than that of the normal fuselage side, resulting in flight instability. By using obliquely symmetrical power supply from the battery module 200, when a battery module 200 fails, both centrally symmetrical tiltrotor units 320 lose power simultaneously. This ensures the dynamic balance of the fuselage 101 without requiring a flight control system response, or reduces the complexity of the fault-tolerant control algorithm of the flight control system.

[0045] Compared to the tiltrotor unit 320, the fixed rotor unit 310 has a simpler mechanical structure and lower system complexity, resulting in a lower failure probability. Furthermore, during flight missions, the fixed rotor unit 310 operates during the vertical and transition phases, shutting down or entering a low-power mode during the cruise phase. Its operating time is shorter, leading to a shorter fault exposure time compared to the tiltrotor unit 320. Therefore, please refer to... Figure 3 In this embodiment, the fixed rotor unit 310 adopts a same-side power supply method. That is, the fixed rotor unit 310 located on the left side of the fuselage 101 is connected to the battery module 200 located on the left side of the fuselage 101, and the fixed rotor unit 310 located on the right side of the fuselage 101 is connected to the battery module 200 located on the right side of the fuselage 101. Thus, compared to the tilt rotor unit 320 on the inner side, which adopts an oblique symmetrical power supply method, the same-side power supply method of the fixed rotor unit 310 can significantly reduce the length of the power distribution cable, thereby significantly reducing weight in the power distribution cable area, even by several kilograms. Furthermore, in the eVTOL field, due to the extremely high sensitivity to energy conversion, overall system weight optimization is a key lever for the commercialization of urban air mobility; therefore, the value of weight reduction far exceeds that of traditional civil aircraft. It is easy to understand that the above method can better balance the relationship between multiple design objectives such as safety, weight, and economy in eVTOL design, thereby achieving multi-objective design optimization.

[0046] 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. To meet eVTOL safety requirements, the propulsion assembly 300 generally has a redundant design. For example, in one embodiment, both the fixed rotor unit 310 and the tilt rotor unit 320 include at least two motor controllers. When the propulsion assembly 300 includes at least two motor controllers, it has at least two power supply channels. Thus, if one battery module 200 experiences a power supply failure, the other battery modules 200 can still provide at least a portion of the required power, thereby improving the reliability and fault tolerance of the eVTOL system architecture.

[0047] As one option in this embodiment, both the tilt rotor unit 320 and the fixed rotor unit 310 include at least two single-winding motors, each of which is connected to a motor controller. Alternatively, as another option in this embodiment, both the tilt rotor unit 320 and the fixed rotor unit 310 include a motor, which includes at least two motor windings, and each motor winding is connected to a motor controller. The following description uses a dual-winding motor as an example.

[0048] To improve redundancy, the fuselage 101 has at least two battery modules 200 on the same side, thus the entire aircraft includes at least four battery modules 200. Additionally, in this embodiment, different motor controllers for each fixed rotor unit 310 are connected to different battery modules 200 located on the same side of the aircraft body as the fixed rotor unit 310; and different motor controllers for each tilt rotor unit 320 are connected to different battery modules 200. See also... Figure 3 and Figure 4 The two motor controllers of the first fixed rotor unit 311 are connected to the first battery module 201 and the second battery module 202, respectively. Obviously, the first fixed rotor unit 311, the first battery module 201 and the second battery module 202 are all located on the left side of the fuselage 101.

[0049] Redundancy is achieved for any propulsion component 300 through the above-described method. Because it is connected to multiple different battery modules 200, if the power supply to any single-winding motor, motor winding, or motor controller connected to a battery module 200 fails, other battery modules 200 can still supply power to the remaining single-winding motors, motor windings, or motor controllers. Furthermore, while other battery modules 200 can still supply power to the remaining single-winding motors, motor windings, or motor controllers, the flight control system can redistribute thrust and / or lift accordingly, thereby ensuring the flight safety of eVTOL.

[0050] Please refer to Figure 4 In one example, assume that each propulsion assembly 300 (tilt rotor unit 320 or fixed rotor unit 310) 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, but the first motor controller 611 and the fourth motor controller 622 can still maintain an output of 75kW, or further increase the output power on top of 75kW, so that the eVTOL aircraft can maintain power balance for a short time, thus giving the pilot time to make decisions.

[0051] Furthermore, to further enhance redundancy, for the tiltrotor unit, its different motor controllers are connected to different battery modules 200 located on opposite sides of the aircraft body. See also... Figure 3 and Figure 4 The two motor controllers of the first tilt rotor unit 321 are connected to the first battery module 201 and the fourth battery module 204, respectively. Obviously, the first battery module 201 and the fourth battery module 204 are located on the left and right sides of the fuselage 101, respectively.

[0052] It should be noted that in this embodiment, each battery module 200 is not connected to only one type of propulsion component 300, either the fixed rotor unit 310 or the tilt rotor unit 320, but is connected to both a portion of the fixed rotor units 310 and a portion of the tilt rotor units 320. Thus, for any battery module 200, during the vertical takeoff and landing phase and the tilt transition phase of eVTOL flight, the battery module 200 supplies power not only to the tilt rotor unit 320 connected to it, but also to the fixed rotor unit 310 connected to it. During the cruise phase of eVTOL flight, when the fixed rotor unit 310 is shut down, the battery module 200 supplies power to the tilt rotor unit 320 connected to it.

[0053] As mentioned earlier, the fixed rotor unit 310 shuts down or enters a low-power mode during the cruise phase. 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 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 to 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 power of each battery module 200 after the flight mission. Instead of the battery modules 200 on the eVTOL discharging evenly to reduce the power to the warning value simultaneously for charging or battery swapping, the maintenance cycles of the battery modules 200 on the eVTOL will be inconsistent, thereby increasing the maintenance and operation costs of the eVTOL.

[0054] In this embodiment, 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, and each battery module 200 is connected not only to a portion of the fixed rotor units 310 to supply power, but also to a portion of the tilt rotor units 320 to supply power, and the number of tilt rotor units 320 connected to all battery modules 200 is the same, and the number of fixed rotor units 310 connected to all battery modules 200 is also the same, thus, 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, thereby allowing them to be charged or swapped together within the same maintenance cycle. Of course, in this embodiment, the battery capacity of all battery modules 200 is the same. In some specific implementations, the battery modules 200 all adopt the same configuration to achieve the same battery capacity, thereby significantly reducing the number of tests and conformity verifications during the R&D phase. Of course, in the subsequent operation phase, battery modules with the same configuration are also easier to maintain.

[0055] Furthermore, the fixed rotor unit 310 can be arranged in various ways to meet different eVTOL performance requirements. For example, as one option in this embodiment, the fixed rotor unit 310 is symmetrically distributed on the left and right sides of the fuselage 101, and is arranged in the fuselage tail side region of the wing. Alternatively, as another option in this embodiment, the fixed rotor unit 310 is also symmetrically distributed on the left and right sides of the fuselage 101, but is only located in the fuselage nose side region.

[0056] Alternatively, as another option in this embodiment, the vertical takeoff and landing aircraft includes at least four fixed rotor units 310. Among the at least four fixed rotor units 310, 2N fixed rotor units 310 are symmetrically distributed on the left and right sides of the fuselage 101 of the main body of the aircraft and arranged near the nose of the fuselage, and 2N fixed rotor units 310 are symmetrically distributed on the left and right sides of the fuselage 101 and arranged near the tail of the fuselage; N is a natural number greater than or equal to 1.

[0057] That is, the first propulsion assembly group 10 also includes at least one fixed rotor unit 310, the second propulsion assembly group 20 also includes at least one fixed rotor unit 310, the third propulsion assembly group 30 also includes at least one fixed rotor unit 310, and the fourth propulsion assembly group 40 also includes at least one fixed rotor unit 310. Thus, the first propulsion assembly group 10 of the eVTOL may include at least one tilt rotor unit 320 and at least one fixed rotor unit 310. Correspondingly, since the projections of the first propulsion assembly group 10 and the second propulsion assembly group 20 on the horizontal plane are axially symmetrical, the second propulsion assembly group 20 may also include at least one tilt rotor unit 320 and at least one fixed rotor unit 310. Furthermore, the tilting rotor units 320 of the first propulsion assembly group 10 and the tilting rotor units 320 of the second propulsion assembly group 20 are arranged symmetrically to each other on the horizontal plane. Similarly, the fixed rotor units 310 of the first propulsion assembly group 10 and the fixed rotor units 310 of the second propulsion assembly group 20 are also arranged symmetrically to each other on the horizontal plane. The third propulsion assembly group 30 of the eVTOL may include at least one tilting rotor unit 320 and at least one fixed rotor unit 310. Correspondingly, since the projections of the third propulsion assembly group 30 and the fourth propulsion assembly group 40 on the horizontal plane are symmetrically arranged, the fourth propulsion assembly group 40 may also include at least one tilting rotor unit 320 and at least one fixed rotor unit 310. Furthermore, the tilting rotor units 320 of the third propulsion assembly group 30 and the tilting rotor units 320 of the fourth propulsion assembly group 40 are arranged symmetrically on the horizontal plane. Similarly, the fixed rotor units 310 of the third propulsion assembly group 30 and the fixed rotor units 310 of the fourth propulsion assembly group 40 are also arranged symmetrically on the horizontal plane. Of course, each fixed rotor unit 310 in the first propulsion assembly group 10 is centrally symmetrical with respect to the projection of a fixed rotor unit 310 in the fourth propulsion assembly group 40 on the horizontal plane, and each fixed rotor unit 310 in the second propulsion assembly group 20 is centrally symmetrical with respect to the projection of a fixed rotor unit 310 in the third propulsion assembly group 30 on the horizontal plane.

[0058] In this embodiment, the fixed rotor unit 310 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 of the eVTOL can undertake the main lift generation task in that azimuth region during vertical takeoff and landing. Alternatively, 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.

[0059] Additionally, the point of central symmetry between the first propulsion assembly group 10 and the third propulsion assembly group 30, or between the second propulsion assembly group 20 and the fourth propulsion assembly group 40, can be the center of gravity G of the eVTOL. Alternatively, in one embodiment, all tiltrotor units 320 are grouped in pairs, and when the eVTOL is in the vertical take-off and landing phase, the projection of the propellers of the tiltrotor units 320 in the same group onto the horizontal plane is centrally symmetrical about point B. Both point B and the center of gravity G of the vertical take-off and landing aircraft are located within the plane of symmetry of the fuselage, and point B is located on the side of point G closer to the tail. During the eVTOL mode change process, both point G and point B move along the plane of symmetry, and point B is always located on the side of point G closer to the tail.

[0060] Please see Figure 5 With this layout, the center of gravity G of the eVTOL does not coincide with the center of symmetry B of the tiltrotor unit 320. Particularly during the transition from vertical takeoff and landing to cruise, both G and B move along the plane of symmetry towards the nose of the fuselage. Therefore, the torque generated by the tiltrotor unit 320 forward of the center of gravity on the center of gravity G is smaller, while the torque generated by the tiltrotor unit 320 aft of the center of gravity G is larger. This torque difference between the aft and forward tiltrotor units 320 can counteract some of the pitching torque generated by the airflow wash area of ​​the tiltrotor unit 320 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 320's 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 the same.

[0061] Of course, for the fixed rotor unit 310, in one embodiment, all fixed rotor units 310 are grouped in pairs. When the eVTOL is in the vertical take-off and landing phase, the projection of the propeller of the fixed rotor unit 310 in the same group on the horizontal plane is centrally symmetrical about point A. Point A is located in the plane of symmetry of the fuselage. During the eVTOL mode change, point G is located on the side of point A closer to the nose of the fuselage or coincides with point A, and point B is always located on the side of point A closer to the tail.

[0062] Please see Figure 5 Specifically, with the nose of the eVTOL facing forward, the center point B of the 2M tiltrotor units 320 is located behind the center point A of the 2N fixed rotor units 310, and the distance from point A to point B is L2, where L2 > 0. As the 2M tiltrotor units 320 tilt forward, the center of gravity of the 2M tiltrotor units 320, the center of gravity G of the eVTOL, and the center of symmetry B will move towards the nose of the fuselage. The 2M 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 2M tilt rotor units 320 and also in front of the center of symmetry A of the 2N fixed rotor units 310. The distance from point A to point G is L1, L1 ≥ 0. As the 2M 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. Point G is located on the side of point A near the nose of the fuselage 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 fin, thus reducing the difficulty of pitch control. Therefore, when the fixed rotor unit 310 or tilt rotor unit 320 are 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 nose-down moment. This nose-down moment can offset or partially offset the nose-up moment generated by the jet scrubberation area of ​​the tilt rotor unit 320 on the tail fin. Thus, the eVTOL can achieve better pitch moment trimming when the throttles of the front and rear propulsion components are at the same speed. Here, M is a natural number greater than or equal to 1. M can be the same as or different from the value of N.

[0063] Understandably, for the aforementioned two propulsion components 300 (two fixed rotor units 310 or two tiltrotor units 320) with a centrally symmetrical layout, if one of the propulsion components malfunctions, the eVTOL flight control system will redistribute power, including but not limited to:

[0064] The abnormal propulsion component and its symmetrical propulsion component are both shut down; at this time, both symmetrical propulsion components 300 in the eVTOL lose their pull / lift / thrust, thereby preventing the eVTOL from pitching / yawing / rolling to the side where either propulsion component is abnormal.

[0065] 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 / thrust. In other words, when the thrust / lift / thrust 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, thereby obtaining higher power output to achieve the desired thrust / lift / thrust.

[0066] Alternatively, the output power of the symmetrical propulsion component of the abnormal propulsion component can be adjusted to match the thrust / lift / thrust provided by the abnormal propulsion component. That is, even if one propulsion component is in an abnormal state but has not completely lost power, or if it needs to provide corresponding thrust / lift / thrust in other situations, the output power of the other symmetrical propulsion component can be reduced, thereby ensuring the aerodynamic balance of eVTOL during flight.

[0067] Alternatively, the output power of the symmetrical propulsion component and the remaining propulsion components can be adjusted to obtain the desired thrust / lift / thrust. Since eVTOLs are used in complex urban environments, to achieve a more ideal aerodynamic balance across the entire flight profile, the eVTOL's flight control system will proactively reduce the power of the symmetrical propulsion component when it detects a reduction in output power or even failure of a propulsion component due to battery module malfunction or other reasons. This ensures the aerodynamic balance of the symmetrical side of the eVTOL. 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 / thrust.

[0068] For easier understanding, please refer to Figure 6 Below is a specific example of a component layout that advances:

[0069] The eVTOL includes 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 of the left wing 103. The second tiltrotor unit 322 is located on the right wing 104 and at the nose of the fuselage of the right wing 104. The third tiltrotor unit 323 is located at the wingtip of the left stabilizer of the tail fin. The fourth tiltrotor unit 324 is located on the right stabilizer. The eVTOL also includes 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.

[0070] As can be seen, in this example, the eVTOL includes four tiltrotor units 320. Two of them 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, 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 eVTOL also includes four fixed rotor units 310. Two fixed rotor units 310 are located on the nose and tail sides of the left wing 103, respectively, and are arranged close to the wingtips of the left wing 103. The other two fixed rotor units 310 are located on the nose and tail sides of the right wing 104, respectively, and are 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 fixed rotor unit 311 and the third fixed rotor unit 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, and the second fixed rotor unit 312 is symmetrical about the plane of the fuselage 101 with respect to the first fixed rotor unit 311, and the fourth fixed rotor unit 314 is symmetrical about the plane of the fuselage 101 with respect to the third fixed rotor unit 313.

[0071] In some specific embodiments, the first tiltrotor unit 321 is connected to the fuselage 101 via an arm and is located on the nose side of the left wing; the second tiltrotor unit 322 is connected to the fuselage 101 via an arm and is located on the nose side of the right wing. Alternatively, it can be understood that, when the fuselage size is sufficient, the tiltrotor unit 320 or the fixed rotor unit 310 can be directly mounted to the wing. Alternatively, since eVTOLs are often used in urban environments with limited fuselage size, please refer to [the relevant documentation / reference needed]. Figure 1 , Figure 5 as well as Figure 6 In some embodiments, the 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.

[0072] 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.

[0073] In this example, please refer to Figure 6 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 are symmetrically distributed on the left and right sides of the fuselage 101. Specifically, the first battery module 201 and the third battery module 203 are located on the left side of the aircraft body, and the second battery module 202 and the fourth battery module 204 are located on the right side of the aircraft body. In one specific embodiment, the first battery module 201 is disposed on a left arm 1031 connected to a first tiltrotor unit 321, the second battery module 202 is disposed on a right arm 1041 connected to a second tiltrotor unit 322, the third battery module 203 is disposed on the left wing 103, and the fourth battery module 204 is disposed on the right wing 104.

[0074] It is worth mentioning that the battery module 200 can be fixedly installed inside the main body of the aircraft or can be movably installed in the main body of the aircraft, so that the weight balance of the aircraft can be adjusted according to the actual weight of the cabin or cargo hold of the pilot / flight mission.

[0075] In this embodiment, the first battery module 201 is connected to the first fixed rotor unit 311, 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. The second battery module 202 is connected to the second fixed rotor unit 312, 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 third battery module 203 is connected to the first fixed rotor unit 311, 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 second fixed rotor unit 312, 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.

[0076] In this specific embodiment, the purpose of using this connection method is:

[0077] (1) Discharge equalization among battery modules 200:

[0078] As mentioned earlier, the fixed rotor unit 310 shuts down or enters a low-power mode during the cruise phase. 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 evenly distributed under normal circumstances. For example, if the total power of the eVTOL is 1000KW, all tilt rotor units 320 will bear 600KW, and all fixed rotor units 310 will bear 400KW. Thus, the power requirements of the first power group 1 and the second power group 2 are not consistent. 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 few propulsion components 300 in the first power group 1, or only to a few propulsion components 300 in the second power group 2, then... This will result in discharge differences among the first battery module 201, the second battery module 202, the third battery module 203, and the fourth battery module 204. Consequently, the remaining charge of each battery module 200 will vary significantly after flight, instead of the battery modules 200 on the eVTOL discharging evenly and their charge dropping synchronously to the warning value for simultaneous 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 its operational economics.

[0079] In this embodiment, 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 is reduced synchronously to the warning value so that they can be charged or swapped synchronously.

[0080] (2) Symmetrical power supply to the tilt rotor unit 320 improves flight stability

[0081] Understandably, although the propulsion assembly 300 employs a backup design such as dual-winding motors, activating the backup or the flight control system reallocating power requires response time. During this response time, the thrust / lift / thrust provided by the faulty side of the fuselage is still less than that of the normal side, resulting in flight instability. However, by symmetrically powering the tiltrotor unit 320 through the battery module 200, when the battery module 200 fails, both symmetrical propulsion assemblies 300 lose power simultaneously. This ensures the fuselage's dynamic balance without requiring a flight control system response, or reduces the complexity of the flight control system's fault-tolerant control algorithm.

[0082] 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. This results in a fixed capacity for the battery module 200 connected to the single motor winding, leading to an increased discharge rate and a rapid voltage drop. 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.

[0083] Therefore, in one embodiment, the vertical takeoff and landing aircraft further includes a power distribution module 100, through which at least a portion of the battery modules 200 are connected to the corresponding tilt rotor unit 320 or fixed rotor unit 310, i.e., the propulsion assembly 300. The power distribution module 100 is configured to have multiple independent bus states and a common bus state.

[0084] In the case of the power distribution module 100 being in a multi-independent-bus state, the power distribution module 100 has multiple independent buses 130, the number of which is consistent with the number of battery modules 200 connected to the power distribution module 100 and corresponds one-to-one with each other; each battery module 200 is connected to a tilt rotor unit 320 and / or a fixed rotor unit 310 respectively through the corresponding independent bus 130; in the case of the power distribution module 100 being 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 fixed rotor units 310 and / or tilt rotor units 320 connected to the power distribution module 100 are connected to the output side of the common-bus.

[0085] Specifically, in aircraft such as eVTOL, the battery module 200 and the propulsion component 300 are not directly connected, but are connected through the power distribution module 100. This facilitates the power distribution module 100 to distribute the power provided by the battery module 200 to different propulsion components 300, and also facilitates the distribution of power to other airborne loads.

[0086] The power distribution module 100 is a power transmission system from each battery module 200 to each propulsion component 300. Therefore, please refer to... Figure 7 and Figure 8 The power distribution module 100 has input interfaces 110 connected to each battery module 200, thereby receiving electrical energy provided by the connected battery modules 200. Each independent bus 130 of the power distribution module 100 has an output interface 120 connected to a motor winding, and the output interface 120 delivers distributed electrical energy to each connected motor winding. It is worth mentioning that each output interface 120 may include multiple sub-interfaces, each sub-interface connected to a motor winding. Of course, some sub-interfaces may also be connected to other onboard loads.

[0087] In this embodiment, the power distribution module 100 is configured to have a multi-independent bus state and a common bus state. It can be understood that when the power distribution module 100 is in the multi-independent bus state, it includes multiple independent buses 130. That is, the power distribution module 100 establishes a normal power supply channel between a battery module 200 and the corresponding propulsion component 300 (a portion of the fixed rotor unit 310 and a portion of the tilt rotor unit 320 connected to the battery module 200) through an independent bus 130 (a first independent bus 130a, a second independent bus 130b, a third independent bus 130c, and a fourth independent bus 130d). This allows the power supplied by the battery module 200 to be transmitted to the corresponding propulsion component 300 via the independent bus.

[0088] When the power distribution module 100 is in a common bus state, it has a common bus. At this time, the power distribution module 100 reconnects and reconstructs at least some of the independent buses 130 inside into a common bus, so that all the input interfaces 110 corresponding to the reconstructed independent buses 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. This allows at least some of the battery modules 200 to supply power to the corresponding multiple output interfaces 120, that is, to supply power to the propulsion component 300 corresponding to the at least some of the battery modules 200.

[0089] Therefore, when any battery module 200 connected to the power distribution module 100 experiences a power supply failure, the power distribution module 100 can, through state switching, distribute the power provided by other battery modules 200 to the propulsion component 300 corresponding to the battery module 200 with the failed power supply. This ensures a continuous power supply to the corresponding propulsion component 300 and guarantees stable power output for the propulsion component 300. For eVTOL, this ensures a continuous power supply to the eVTOL's onboard loads, thereby further improving the eVTOL's safety margin.

[0090] 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.

[0091] 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.

[0092] It should be noted that abnormal power supply to battery module 200 can be caused by failure, such as battery module 200 malfunctioning, being damaged by external objects, failing due to high temperature, failing due to excessive cold, or other situations that prevent it from providing power normally or have an unstable power supply.

[0093] 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.

[0094] 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 for each independent bus 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.

[0095] The power distribution module 100 is configured to switch to the common bus state when the state switching conditions are met.

[0096] (1) At least one battery module is experiencing a power supply malfunction;

[0097] This is intended for situations where, if the battery module 200 fails, multiple motor windings may face failure risk, meaning one or more propulsion components 300 may also face performance degradation or loss of power, potentially putting the aircraft in a dangerous state. Of course, to ensure the accuracy of the state transition, in one embodiment, the power distribution module 100 is configured to switch to a common bus state if it detects that the circuit parameters of at least one independent bus are below a warning value and are not a short-circuit fault.

[0098] Since connecting this independent bus 130 to other independent buses 130 to reconstruct a common bus while the short-circuit fault remains unresolved will leave 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 perform state switching.

[0099] After ruling out 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 voltage sampling circuits and other structures 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 of at least one independent bus 130 may have an abnormal power supply, and then the system can switch to the common bus state.

[0100] Since the power distribution module 100 may be involved in the normal power-down process after landing of aircraft such as eVTOL, resulting in a decrease in voltage value, in order to further ensure the accuracy of state switching, in one embodiment, the power distribution module 100 is configured to switch to the common bus state when the aircraft is in flight and detects that the voltage value of at least one independent bus is less than the warning value and is not a short circuit fault.

[0101] (2) Propulsion component failure;

[0102] The power distribution module 100 is configured to switch from a multi-independent bus state to a common bus state or to address a failure in the propeller section of the power assembly when all motor windings of a propulsion component 300 are detected to be faulty and unable to operate normally. Alternatively, the power distribution module 100 is configured to switch from a multi-independent bus state to a common bus state when a failure in the propeller of a propulsion component 300 is detected.

[0103] It is easy to understand that if all motor windings of a certain propulsion component 300 fail or the propeller fails, the eVTOL flight control system, in order to redistribute thrust / lift, needs to reduce the power of the symmetrical propulsion component of that thrust component, or even shut down that symmetrical propulsion component. Please refer to [link to relevant documentation]. Figure 3 When the first fixed rotor unit 311 of the eVTOL fails, in order to maintain the required power for flight, the flight control system will control the first tiltrotor unit 321, the third fixed rotor unit 313, the second fixed rotor unit 312, and the fourth tiltrotor unit 324 to increase their output power. This inevitably leads to high-rate discharge of all battery modules 200 connected to the propulsion assembly 300 that receives this power boost. Consequently, some battery modules 200 experience a faster power loss than others, making it difficult to maintain all battery modules 200 within the same maintenance cycle. In this embodiment, when a propulsion assembly failure occurs, the power distribution module 100 switches to a common bus state for grid reorganization, allowing all battery modules 200 to be connected in parallel and powered simultaneously. This achieves balanced discharge among the battery modules 200, thereby improving maintenance efficiency.

[0104] 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 ensuring that all battery modules 200 are connected in parallel and supplied with power in a balanced manner, which also improves the overall safety of the device.

[0105] It is worth mentioning that 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. However, in this embodiment, not only will the power output of the symmetrical propulsion component be adjusted, but the power grid will also be reorganized through the state switching of the power distribution module 100.

[0106] (3) Received state switching command

[0107] When the power distribution module 100 receives a state switching command, it performs a state switch, thereby switching 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.

[0108] 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 200 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.

[0109] It should be noted that, in addition to the aforementioned necessity of restoring the failed motor winding to ensure the normal operation of the propulsion component 300, the operation of the remaining single motor winding would significantly increase the power consumption of the battery module 200 connected to that winding, requiring a higher discharge rate. In particular, transient responses could cause the voltage of the battery module 200 to drop, thereby affecting the overall safety of the device. In this embodiment, the remaining battery module 200 is connected in parallel to the input side of the common bus, providing a larger capacity and greater tolerance for transient responses, thus ensuring the overall safety of the device.

[0110] 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.

[0111] 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 is connected in series with the corresponding independent bus 130. 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 reconnected and reconstructed into a common bus, so that the power distribution module 100 switches to the common bus state.

[0112] Please see Figure 7 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.

[0113] Thus, when all first switch units 140 are 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. When all first switch units 140 are on, all independent buses 130 will be interconnected, thus reconstructing a common bus.

[0114] 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 open, 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 and reconstructed into a common bus, so that the power distribution module 100 switches to the common bus state.

[0115] Specifically, please refer to Figure 8 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.

[0116] 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.

[0117] 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, 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 on the right side belong to another. Of course, when there are a large number of propulsion components 300 on one side of the fuselage, the multiple battery modules 200 on that side can also belong to multiple battery packs.

[0118] 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 is one-to-one with each other. 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 is one-to-one with each other. Each battery module 200 is connected to a corresponding second switching unit via its corresponding independent bus 130. The corresponding fixed rotor unit 310 and / or tilt rotor unit 320 are connected; the number of second switching 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 switching units, so that when all second switching units are off, each power distribution module 100 is in a multi-independent bus state, and when all second switching 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 some 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.

[0119] Specifically, please refer to Figure 6 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.

[0120] Please see Figure 9 and Figure 10 Each 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 150, which is connected to the connection units 150 of other power distribution modules 100, and the connection unit 150 is adapted to be connected to the other of the negative and positive terminals of each motor winding corresponding to the 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.

[0121] The independent buses 130 of all power distribution modules 100 are connected in a switchable manner through the second switching unit, thereby enabling the reconfiguration of the connection of all independent buses 130 by turning on the second switching unit.

[0122] As an alternative to this embodiment, each power distribution module 100 has an independent bus 130 connected in series with a second switching unit, and all the second switching units are connected in series with each other.

[0123] Please see Figure 9 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.

[0124] Furthermore, the left power distribution module 100a also includes a connection unit 150, 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 150 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 150 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.

[0125] 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.

[0126] 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. Among the two adjacent power distribution modules 100, the last independent bus 130 of one power distribution module 100 is connected to the first independent bus 130 of the other power distribution module 100 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.

[0127] Please see Figure 10 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.

[0128] 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.

[0129] 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.

[0130] 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 their 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.

[0131] After the grid reorganization, the remaining three battery modules (200) are connected in parallel to the input side of the whole machine's common bus for power supply, which has the following advantages:

[0132] 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.

[0133] 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.

[0134] 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.

[0135] 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.

[0136] 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 two battery modules are symmetrically arranged on the left and right sides of the main body of the aircraft. At least four tiltrotor units, at least two of which are symmetrically arranged on the left and right sides of the aircraft body and near the nose, and at least two more which are symmetrically arranged on the left and right sides of the aircraft body and near the tail, wherein the tiltrotor units are configured to rotate between the cruise position and the vertical takeoff and landing position, and one tiltrotor unit near the nose and located on one side of the aircraft body and another tiltrotor unit near the tail and located on the other side of the aircraft body are centrally symmetrical in their horizontal projections and are both connected to the same battery module; and At least two fixed rotor units are symmetrically arranged on the left and right sides of the aircraft body. On either side of the aircraft body, any fixed rotor unit is located on the side away from the central axis of the aircraft body from any tilt rotor unit, and the fixed rotor unit located on either side of the aircraft body is connected to the battery module located on the same side of the aircraft body.

2. The vertical takeoff and landing aircraft as described in claim 1, characterized in that, Each of the fixed rotor units and the tilt rotor units includes at least two motor controllers, and the vertical takeoff and landing aircraft includes at least four of the battery modules; In this configuration, each of the fixed rotor units has a different motor controller connected to a different battery module located on the same side of the aircraft body as the fixed rotor unit; and each of the tilt rotor units has a different motor controller connected to a different battery module.

3. The vertical takeoff and landing aircraft as described in claim 1, characterized in that, Each of the battery modules is connected to a portion of the fixed rotor units and a portion of the tilt rotor units, and the number of fixed rotor units connected to all the battery modules is the same, as is the number of tilt rotor units connected to all the battery modules.

4. The vertical takeoff and landing aircraft as described in claim 1, characterized in that, The vertical takeoff and landing aircraft includes at least four fixed rotor units; among the at least four fixed rotor units, 2N fixed rotor units are symmetrically distributed on the left and right sides of the main body of the aircraft and close to the nose of the fuselage, and 2N fixed rotor units are symmetrically distributed on the left and right sides of the main body of the aircraft and close to the tail of the fuselage, where N is a natural number greater than or equal to 1. Wherein, the fixed rotor units are grouped in pairs, and when the vertical take-off and landing aircraft is in the vertical take-off and landing phase, the projections of the propellers of the fixed rotor units in the same group on the horizontal plane are centrally symmetrical; and / or, the tilt rotor units are grouped in pairs, and when the vertical take-off and landing aircraft is in the vertical take-off and landing phase, the projections of the propellers of the tilt rotor units in the same group on the horizontal plane are centrally symmetrical.

5. The vertical takeoff and landing aircraft as described in claim 1, characterized in that, The at least four tiltrotor units 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 fin of the main body of the aircraft. The fourth tiltrotor unit is disposed on the right stabilizer of the tail fin. The at least two fixed rotor units 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 nose side of the fuselage of the left wing, the second fixed rotor unit is disposed on the nose side of the fuselage of the right wing, the third fixed rotor unit is disposed on the tail side of the fuselage of the left wing, and the fourth fixed rotor unit is disposed on the tail side of the fuselage of the right wing.

6. The vertical takeoff and landing aircraft as described in claim 5, characterized in that, The at least two battery modules include: A first battery module is connected to the first fixed rotor unit, the first tilt rotor unit, the third fixed rotor unit, and the fourth tilt rotor unit. The second battery module is connected to the second fixed rotor unit, the second tilt rotor unit, the fourth fixed rotor unit, and the third tilt rotor unit. The third battery module is connected to the first fixed rotor unit, the second tilt rotor unit, the third fixed rotor unit, and the third tilt rotor unit; The fourth battery module is connected to the first tilt rotor unit, the second fixed rotor unit, the fourth fixed rotor unit, and the fourth tilt rotor unit.

7. The vertical takeoff and landing aircraft as described in claim 6, characterized in that, The left wing is provided with a left arm, and the first tiltrotor unit is connected to the left wing through the left arm; the right wing is provided with a right arm, and the second tiltrotor unit is connected to the right wing through the right arm. The first battery module is disposed on the left arm, the second battery module is symmetrically disposed on the right arm, the third battery module is disposed on the left wing, and the fourth battery module is symmetrically disposed on the right wing.

8. The vertical takeoff and landing aircraft as described in any one of claims 1 to 7, characterized in that, The vertical takeoff and landing aircraft also includes a power distribution module, and at least some of the battery modules are connected to the corresponding tilt rotor unit or the fixed rotor unit through the power distribution module. The power distribution module is configured to have multiple independent bus states and a common bus state. When the power distribution module is in a multi-independent bus state, the power distribution module has multiple independent buses, and the number of independent buses is consistent with the number of battery modules connected to the power distribution module and corresponds one-to-one with each other; wherein, each battery module is connected to the corresponding fixed rotor unit and / or tilt rotor unit 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 fixed rotor units and / or the tilt rotor units connected to the power distribution module are connected to the output side of the common bus.

9. The vertical takeoff and landing aircraft as described in claim 8, characterized in that, The power distribution module is configured to switch from the multi-independent bus state to the common bus state when it detects that the circuit parameters of at least one of the independent buses are less than the warning value and are not a short-circuit fault.

10. The vertical takeoff and landing aircraft as described in any one of claims 1 to 7, characterized in that, At least two of the battery modules include multiple battery packs; The vertical takeoff and landing aircraft also includes: 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 tilt rotor unit and the fixed rotor unit through the corresponding power distribution module. 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 corresponding fixed rotor unit and / or the tilt rotor unit 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 tilt rotor units and all the fixed rotor units are connected to the output side of the whole machine common bus.

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