Onboard electrical system and aircraft
By introducing an independent bus and switching unit into the power distribution module, the system can switch to a common bus state in case of a fault, which solves the problems of motor winding failure and battery module thermal runaway, and improves the safety and stability of eVTOL.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- SICHUAN AEROFUGIA TECH DEV CO LTD
- Filing Date
- 2025-06-11
- Publication Date
- 2026-07-14
Smart Images
Figure CN224491498U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of aircraft technology, and in particular to airborne electrical systems and aircraft. Background Technology
[0002] eVTOL (electric vertical take-off and landing aircraft) generally uses high-voltage electricity as the energy source for the aircraft's propulsion components, and the power distribution module is used to distribute the high-voltage electricity to the various loads of the eVTO.
[0003] Taking the propulsion assembly as an example, the power distribution module can distribute the electrical energy from the battery module to multiple motor windings of the eVTOL through multiple independent power supply channels. Furthermore, different motor windings in the same propulsion assembly are connected to different battery modules through the power distribution module, so that if one motor winding fails, the other motor winding system can still maintain power output.
[0004] However, in related technologies, the power distribution method of the power distribution module means that if a battery module experiences a power supply failure leading to the failure of its connected motor windings, the remaining motor windings of the propulsion assembly can only degrade the propulsion assembly's performance and cannot support the continued safe operation of eVTOL. Furthermore, the remaining motor windings, in order to increase the power required for flight, would cause the connected battery module's discharge rate to increase, posing a risk of thermal runaway. Utility Model Content
[0005] The main purpose of this utility model is to propose an airborne electrical system and aircraft, which aims to solve the technical problem that the safety of the power distribution method of the power distribution module needs to be improved in the event of a failure.
[0006] To achieve the above objectives, this utility model proposes an airborne electrical system applicable to aircraft, comprising: at least two battery modules and at least one power distribution module;
[0007] The power distribution module includes:
[0008] At least two independent buses, the number of which corresponds one-to-one with the number of battery modules. One end of each independent bus is connected to a corresponding battery module, and the other end of each independent bus is adapted to connect to the motor winding of at least one propulsion component of the aircraft; wherein different motor windings in the propulsion component are connected to different independent buses; and
[0009] At least two switching units, the number of which is the same as the number of independent buses, and at least two independent buses are connected on and off through at least two switching units, so that when all switching units are on, all independent buses are connected to each other to reconstruct a common bus.
[0010] In one embodiment, the power distribution module is configured to control all switching units to turn on when at least one independent bus circuit parameter is detected to be less than a warning value and is not a short-circuit fault.
[0011] In one embodiment, each switch unit corresponds to an independent bus, all switch units are connected in parallel, and each switch unit is connected to its corresponding independent bus. When all switch units are disconnected, the power distribution module switches to a multi-independent bus state, and when all switch units are turned on, all independent buses are connected in parallel to reconstruct a common bus, so as to switch to a common bus state.
[0012] In one embodiment, the airborne electrical system includes at least two power distribution modules, each independent bus in each power distribution module is adapted to be connected to one of the negative and positive poles of the corresponding motor winding, and each power distribution module also includes a connection unit, which is connected to the connection units of other power distribution modules, and the connection unit is adapted to be connected to the other of the negative and positive poles of all motor windings corresponding to the power distribution module.
[0013] The switching units of all power distribution modules of the airborne electrical system are connected in parallel with each other so that, when all switching units are turned on, the independent buses of all power distribution modules are connected to each other to form a common bus for the whole machine.
[0014] In one embodiment, all independent buses are connected in series through at least two switching units to form a loop, so that when all switching units are open, the power distribution module switches to a multi-independent bus state, and when all switching units are on, all independent buses are reconnected in series to form a common bus, so as to switch to a common bus state.
[0015] In one embodiment, the airborne electrical system includes at least two power distribution modules, each independent bus in each power distribution module is adapted to be connected to one of the negative and positive poles of the corresponding motor winding, and each power distribution module also includes a connection unit, which is connected to the connection units of other power distribution modules, and the connection unit is adapted to be connected to the other of the negative and positive poles of all motor windings corresponding to the power distribution module.
[0016] The independent buses of all power distribution modules of the airborne electrical system are connected in series through switching units to form a loop. When all switching units are turned on, the independent buses of all power distribution modules are connected to each other to reconstruct the common bus of the whole machine. When all switching units are turned off, each power distribution module switches to a multi-independent bus state.
[0017] In one embodiment, the airborne electrical system further includes:
[0018] At least two first safety protection modules, the number of which matches the number of battery modules and corresponds one-to-one with each other; the two ends of each first safety protection module are connected to the corresponding battery module and an independent bus, respectively; and / or
[0019] At least two second safety protection modules are provided, the number of which is the same as the number of motor windings and they correspond one-to-one. The second safety protection modules are located between the corresponding independent bus and the motor windings.
[0020] In one embodiment, the first safety protection module and / or the second safety protection module are configured as contactors and / or fuses.
[0021] In one embodiment, at least one power distribution module includes a left power distribution module and a right power distribution module;
[0022] At least two battery modules include a first battery module, a second battery module, a third battery module, and a fourth battery module. The first battery module and the third battery module are each connected to an independent bus of the left power distribution module, and the second battery module and the fourth battery module are each connected to an independent bus of the right power distribution module.
[0023] In addition, this utility model also provides a vertical takeoff and landing aircraft, comprising:
[0024] The main body of the aircraft includes the fuselage, wings, and tail, with the wings and tail both connected to the fuselage.
[0025] At least two propulsion assemblies, the propulsion assemblies being disposed on the wing or tail, and each propulsion assembly including at least two motor windings; and
[0026] As described above, the airborne electrical system is located in the main body of the aircraft, and each independent bus in the power distribution module of the airborne electrical system is connected to at least one motor winding, and different motor windings in each propulsion component are connected to different independent buses.
[0027] One or more technical solutions proposed in this utility model have at least the following technical effects:
[0028] The power distribution module is configured to have a common bus state including a common bus and a multi-independent bus state including multiple independent buses. When the power distribution module is in the common bus state, at least some of all battery modules are connected in parallel to the input side of the common bus and supply power to at least some of the loads such as motor windings through the common bus. Thus, if the power supply of any battery module fails and the load connected to it fails, the power distribution module can switch to the common bus state and use other battery modules to restore power to the load, thereby enabling all loads to continue to operate and improve the safety of eVTOL.
[0029] Due to limitations in aircraft weight and the installation space required for batteries and motors, complete backup between different motor winding systems within the propulsion assembly is difficult. This means a single motor winding may not provide the rated power required to maintain the entire propulsion assembly, or the remaining individual motor windings may only temporarily increase output power to meet the propulsion assembly's performance requirements, but this cannot be sustained long-term. However, in the airborne electrical system proposed in this invention, different motor windings within the propulsion assembly are connected to different independent buses. Thus, when a single motor winding fails due to a power supply malfunction from its corresponding battery module, the power distribution module can switch to a common bus state to supply power to all motor windings simultaneously, restoring the failed winding to function and enabling the propulsion assembly to operate normally, thereby improving aircraft safety. Furthermore, once the propulsion assembly is functioning normally, there is no need for remaining motor windings to increase power to meet flight requirements, thus preventing thermal runaway of the battery module due to increased discharge rate, further enhancing aircraft safety.
[0030] Furthermore, compared to related technologies where battery modules independently withstand high discharge rates and high transient responses, posing safety hazards, the airborne electrical system proposed in this invention, with the power distribution module in a common bus state, has at least a portion of all battery modules connected in parallel to the input side of the common bus, supplying power to at least a portion of all loads through the common bus. Because the capacity of multiple connected battery modules is greater, and the tolerance for transient responses is greater, the overall safety of the aircraft can be guaranteed. Attached Figure Description
[0031] 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.
[0032] Figure 1 A schematic diagram of the power distribution module of the airborne electrical system provided by this utility model; wherein the independent buses are connected in parallel to each other through switching units;
[0033] Figure 2 A schematic diagram of the power distribution module of the airborne electrical system provided by this utility model; wherein the independent bus is connected in series through a switch unit to form a loop;
[0034] Figure 3 A power supply diagram of the battery module and motor windings in the airborne electrical system provided by this utility model;
[0035] Figure 4A schematic diagram of the layout of the airborne electrical system of the vertical takeoff and landing aircraft provided by this utility model;
[0036] Figure 5 A schematic diagram of the airborne electrical system provided by this utility model; wherein, the airborne electrical system includes two power distribution modules, and four independent buses are connected in parallel to each other through a switching unit;
[0037] Figure 6 This is a schematic diagram of the airborne electrical system provided by this utility model. The airborne electrical system includes two power distribution modules, and four independent buses are connected in series to form a loop through a switching unit.
[0038] Explanation of icon numbers:
[0039] 100. Power distribution module; 100a. Left power distribution module; 100b. Right power distribution module; 101. Body; 110. Input terminal; 120. Output terminal; 130. Independent bus; 130a. First independent bus; 130b. Second independent bus; 130c. Third independent bus; 130d. Fourth independent bus; 140. Switching unit; 150. First safety protection module; 160. Second safety protection module; 170. Connection unit; 200. Battery module; 201. First battery module; 202. ... 203. Battery module 2; 204. Battery module 3; 305. Battery module 4; 306. Onboard load group; 307. First onboard load group; 308. Second onboard load group; 309. Third onboard load group; 300. Fourth onboard load group; 310. Fixed rotor unit; 320. Tilting rotor unit; 401. Jumper cable; 402. Second connecting wire; 403. First connecting wire; 614. First motor winding; 615. Second motor winding; 626. Third motor winding; 627. Fourth motor winding.
[0040] 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
[0041] 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.
[0042] 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.
[0043] 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.
[0044] The propulsion system of an eVTOL includes an electric motor, propeller, and other accessories to provide the thrust or pull required by the eVTOL. Pure electric or hydrogen-powered eVTOLs primarily use high-voltage electricity as the energy source for the propulsion system. Therefore, the eVTOL is equipped with a power distribution module to distribute the high-voltage electricity provided by the battery module to various loads, such as the propulsion system.
[0045] Taking propulsion components as an example, to meet eVTOL safety requirements, propulsion components generally have a redundant design, such as including at least two motor windings. Taking a dual-winding motor as an example, on the one hand, due to limitations imposed by factors such as aircraft installation size, weight, device efficiency, and heat dissipation, the backup design is not a complete redundancy. When one motor winding system fails, the other motor winding system maintaining propulsion component operation will also lead to performance degradation and a shorter operating time under required power conditions, failing to support continued safe eVTOL operation. In other words, since propulsion component performance degradation always poses a certain risk for eVTOL, it is necessary to restore the failed motor winding to operation to ensure flight safety, thus enabling the propulsion component to function normally. On the other hand, battery modules are also limited by their inherent characteristics, energy density, packing ratio, and aircraft installation size and weight. The capacity of a single battery module is fixed. If the power of another motor winding is increased to meet flight requirements, the discharge rate of the battery module supplying that other motor winding will increase. Prolonged high-rate discharge can lead to the risk of thermal runaway in the battery module. In addition, the battery module has low tolerance for the instantaneous response of airborne loads, which poses a safety hazard.
[0046] To address this issue, this invention provides a solution where the power distribution module not only has multiple independent bus states including multiple independent buses, but also a common bus state including a common bus. When the power distribution module is in the common bus state, at least a portion of all battery modules are connected in parallel to the input side of the common bus, and power is supplied to at least a portion of all loads through the common bus. Therefore, if a power supply failure in any battery module causes the connected load to fail, the power distribution module can switch to the common bus state, allowing other battery modules to restore power to the load, thus ensuring that all loads can operate normally and improving the safety of eVTOL.
[0047] The technical concept of this utility model is further illustrated below with reference to some specific embodiments.
[0048] First, the technical terms involved in the embodiments of this utility model will be explained:
[0049] Busbar: Also known as a laminated busbar, it is a multi-layered laminated power module electrical connection component that can connect multiple circuits for power distribution. DC busbars are used in DC circuits and are typically composed of a single metal bar or a group of metal bars connected in parallel.
[0050] Please see Figure 1 and Figure 2 This embodiment proposes an airborne electrical system applicable to aircraft, including: at least two battery modules 200 and a power distribution module 100.
[0051] The power distribution module 100 is connected to each battery module 200 and is suitable for connection to the airborne load of the aircraft. The power distribution module 100 is configured to have multiple independent bus states and a common bus state. When the power distribution module 100 is in the multiple independent bus state, the power distribution module 100 has multiple independent buses 130. The number of independent buses 130 is the same as the number of battery modules 200 and they correspond one-to-one. One end of the independent bus 130 is connected to the corresponding load in the airborne load. When the power distribution module 100 is in the common bus state, the power distribution module 100 has a common bus. At least some of all battery modules 200 are connected in parallel to the input side of the common bus, and at least some of the corresponding loads are connected to the output side of the common bus.
[0052] Specifically, the airborne electrical system in this embodiment is applicable to eVTOLs using pure electric, hydrogen-powered, or other types of propulsion, and is also applicable to other aircraft with airborne power sources. Understandably, taking an eVTOL as an example, the battery module 200 includes, but is not limited to, power batteries and emergency power supplies, used to provide power to the eVTOL's propulsion components, and can also provide power to airborne systems such as avionics systems, airborne environmental control systems, and airborne lighting systems. Furthermore, the battery module 200 includes, but is not limited to, main power supplies, emergency power supplies, and other airborne power sources.
[0053] The airborne load can be a high-voltage power load, and can be divided into multiple airborne load groups 300. Each airborne load group 300 is configured to include at least a portion of at least one propulsion component: for example, it can be configured as the entire propulsion component, or it can include only a portion of a propulsion component, such as a motor winding, etc. This embodiment is not limited in this respect. Of course, the airborne load group 300 may also include other airborne loads, and this embodiment is not limited in this respect.
[0054] The power distribution module 100 is a power transmission system from each battery module 200 to each onboard load group 300. Therefore, please refer to... Figure 1 and Figure 2 The power distribution module 100 has an input terminal 110 connected to each battery module 200, thereby receiving electrical energy provided by the connected battery modules 200. The power distribution module 100 also has an output terminal 120 connected to each load within the airborne load group 300, and the output terminal 120 delivers the distributed electrical energy to each load within the airborne load group 300. It is worth mentioning that each output terminal 120 may include multiple sub-interfaces, each sub-interface being connected to a load within an airborne load group 300.
[0055] In this embodiment, the power distribution module 100 is configured to have both a multi-independent bus state and a common bus state. It is understood that when the power distribution module 100 is in the multi-independent bus state, it includes multiple independent buses 130. That is, for each battery module 200, the power distribution module 100 establishes a normal power supply channel between the battery module 200 and the onboard load group 300 through an independent bus 130, thereby transmitting the electrical energy provided by the battery module 200 to the corresponding onboard load group 300 through the independent bus 130. (See also...) Figure 5 The first independent bus 130a establishes a power supply channel between the first battery module 201 and the first airborne load group 301; the second independent bus 130b establishes a power supply channel between the second battery module 202 and the second airborne load group 302; the third independent bus 130c establishes a power supply channel between the third battery module 203 and the third airborne load group 303; and the fourth independent bus 130d establishes a power supply channel between the fourth battery module 204 and the fourth airborne load group 304.
[0056] When the power distribution module 100 is in a common bus state, it has at least one common bus. At this time, the power distribution module 100 reconstructs at least a portion of all the independent buses 130 inside into a common bus, so that all the input terminals 110 corresponding to the reconstructed independent buses 130 are connected to the input side of the common bus, and all the output terminals 120 corresponding to the reconstructed independent buses are connected to the output side of the common bus, thereby enabling at least a portion of the battery modules 200 to supply power to the corresponding multiple output terminals 120.
[0057] Therefore, when any battery module 200 experiences a power supply failure, the power distribution module 100 can, through state switching, allocate the power provided by other normally functioning battery modules 200 to the corresponding airborne load group 300, thereby ensuring a continuous power supply to the corresponding airborne load group 300 and guaranteeing stable power output. For eVTOL, ensuring a continuous power supply to the eVTOL's airborne loads further enhances the eVTOL's safety margin.
[0058] 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 are always inconsistent, and the load does not stop working during the parallel connection process. After parallel connection, the battery module with the higher voltage outputs a larger current, and the voltages of the remaining multiple 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 instantaneous responses, the overall safety of the aircraft can be guaranteed.
[0059] Of course, in one specific implementation, 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 airborne load groups 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 airborne load groups 300. The following will further explain this by taking the example of all the independent buses 130 being reconfigured into a common bus.
[0060] It's easy to understand that, to meet eVTOL safety requirements, the electric motors in the propulsion system, as mentioned above, are dual-winding motors. 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 power supply. This way, even if a single motor winding fails or loses power, the remaining motor windings can still provide power. However, this 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 complete redundancy, the other motor winding cannot provide the rated power required to maintain the operation of the entire propulsion system after one motor winding fails or loses power. It can only provide the required power through performance degradation of the entire propulsion system, and under these 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 system to maintain normal operation. On the other hand, if 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's capacity is limited by factors such as energy density, packing ratio, and installation space and weight restrictions on the aircraft. This leads to an increased discharge rate of the battery module 200 connected to the single motor winding, and a rapid voltage drop in the battery module 200. Under prolonged high-rate discharge, the safety of the battery module 200 becomes a pressing 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. Therefore, to solve the above-mentioned technical problems faced by the motor and battery, this utility model proposes a technical solution. On the one hand, when a battery module 200 fails, the power distribution module 100 switches from a multi-independent bus state to a common bus state, restoring power to the de-energized motor winding. At this time, all battery modules 200 in normal condition simultaneously provide power to all propulsion components. The parallel connection of multiple battery modules 200 results in greater capacity and greater tolerance for transient responses, thus ensuring the overall safety of the aircraft. On the other hand, when a single motor winding fails or loses power, the parallel-connected battery modules 200 provide power simultaneously, preventing a single battery module 200 from entering an unsafe state.
[0061] Therefore, in one embodiment, the other end of the independent bus 130 is adapted to be connected to the motor windings of the propulsion assembly of the aircraft; wherein the propulsion assembly includes at least two motor windings, and different motor windings in the propulsion assembly are connected to different independent buses.
[0062] Specifically, a single propulsion assembly is located on the wing or tail of the aircraft to provide the thrust, pull, and / or at least some lift required for eVTOL flight. Understandably, the propulsion assembly includes a propeller, an electric motor, and other accessories. The electric motor, which drives the propeller, includes a motor, a motor controller, and other accessories. The motor of the propulsion assembly includes at least two motor windings, with different windings connected to different battery modules 200. Because the propulsion assembly is connected to multiple different battery modules 200, if the battery module 200 connected to any motor winding experiences a power outage, other battery modules 200 can still supply power to the remaining motor windings to ensure the propulsion assembly can maintain minimum operational capacity. Of course, while other battery modules 200 can still supply power to the remaining motor windings, the flight control system can perform corresponding redistribution of thrust, pull, and / or lift, such as adjusting the output power of the remaining motor windings in at least two of the motor windings.
[0063] In this embodiment, the other end of the independent bus 130 is adapted to be connected to a motor winding, and different motor windings in the propulsion assembly are connected to different independent buses 130. Please refer to... Figure 3 In one propulsion assembly, the first motor winding 611 is connected to the fourth battery module 204, and the second motor winding 612 is connected to the first battery module 201. In another propulsion assembly, the third motor winding 621 is connected to the fourth battery module 204, and the fourth motor winding 622 is connected to the first battery module 201. Thus, each propulsion assembly's two motor windings are connected to different battery modules 200. Under normal operating conditions, the power distribution module 100 is in a multi-independent bus state, with two different battery modules 200 supplying power to different motor windings in the same propulsion assembly via an independent bus 130. If one battery module 200 experiences a power supply failure, the power distribution module 100 can switch to a common bus state, allowing the remaining battery modules 200 to be connected in parallel to the input side of the common bus, while all motor windings are connected to the output side of the common bus. This ensures that all motor windings can continue to be powered and operate normally, thereby ensuring that all propulsion assemblies function properly and preventing performance degradation.
[0064] Furthermore, both the fixed rotor unit 310 and the tilt rotor unit 320 are propulsion components mounted on the eVTOL. Please refer to [link / reference needed]. Figure 3The eVTOL has four outer fixed rotor units and four inner tiltrotor units. The tiltrotor unit 320 is configured to switch between cruise and VTOL modes. Understandably, when the tiltrotor unit 320 is in VTOL mode, the eVTOL is in the VTOL phase of flight; when it is in cruise mode, the eVTOL is in the cruise phase of flight; and when it is in the transition phase between cruise and VTOL, the eVTOL is in the tilt transition phase of flight. When the tiltrotor unit 320 is in cruise mode, its propellers are generally horizontally forward; when it is in VTOL mode, its propellers are generally vertically positioned. It is worth mentioning that the tilt rotor unit 320 in this embodiment can be a fully tilt rotor unit 320, meaning that the entire tilt rotor unit 320 can rotate between the cruise position and the vertical takeoff and landing (VTOL) position, thereby achieving switching between cruise and VTOL states. Alternatively, the tilt rotor unit 320 can also be a partially tilt rotor unit 320, meaning that the tilt rotor unit 320 is divided into a rotor section and a pod section. The rotor section can rotate between the cruise and VTOL positions, while the pod section is fixed to the main body of the aircraft, thereby achieving switching between cruise and VTOL states. As for the fixed rotor unit 310 in this embodiment, it is arranged vertically. During the VTOL phase and the tilt transition phase, the fixed rotor unit 310 undertakes the main task of generating vertical lift, or, when the lift provided by the tilt rotor unit 320 is insufficient, the fixed rotor unit 310 can supplement the corresponding lift. During the cruise phase of eVTOL, the fixed rotor unit 310 can be shut down, or it can reduce its speed to enter a low-power mode but still provide a small amount of lift to reduce wing load and indirectly improve endurance.
[0065] It's easy to understand that the fixed rotor unit 310 shuts down or enters a low-power mode during the cruise phase, and 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 eVTOL's total power is 1000kW, all tilt rotor units 320 would contribute 600kW, and all fixed rotor units 310 would contribute 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, then discharge differences will occur between the different battery modules 200. This will result in significant differences in the remaining charge of each battery module 200 after a flight mission, leading to inconsistent maintenance cycles for the battery modules 200 on the eVTOL, and consequently increasing the eVTOL's maintenance and operating costs.
[0066] In this embodiment, each independent bus 130 is connected to a motor winding of a portion of the fixed rotor unit 310 and a motor winding of a portion of the tilt rotor unit 320 of the eVTOL, respectively. Furthermore, the number of motor windings belonging to the fixed rotor unit 310 among all the motor windings connected to all the independent buses 130 is the same, and the number of motor windings belonging to the tilt rotor unit 320 among all the motor windings connected to all the independent buses 130 is the same. Please refer to... Figure 3 It can be seen that the first battery module 201 supplies power to the four motor windings through the corresponding first independent bus 130a, the second battery module 202 through the corresponding second independent bus 130b, the third battery module 203 through the third independent bus 130c, and the fourth battery module 204 through the fourth independent bus 130d. Two of the motor windings belong to different fixed rotor units 310, and the other two motor windings belong to different tilt rotor units 320.
[0067] In this way, the power distribution module 100 can achieve a relatively balanced discharge among all the battery modules 200 connected to it, ensuring that the power levels of different battery modules 200 are roughly synchronized, or reduced to the same warning value within an allowable error range, so that they can be charged or swapped together within the same maintenance cycle. It should be noted that all battery modules 200 have the same battery capacity. In some specific embodiments, the battery modules 200 adopt the same configuration to achieve the same battery capacity, which significantly reduces 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.
[0068] 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.
[0069] 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.
[0070] 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.
[0071] The power distribution module 100 is configured to switch to the common bus state when the state switching conditions are met.
[0072] State transition conditions include, but are not limited to, at least one of the following conditions:
[0073] (1) At least one battery module is experiencing a power supply malfunction;
[0074] This is intended for situations where the battery module 200 fails, the corresponding airborne load group 300 may face failure risk, and one or more propulsion components are also at risk of 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 less than a warning value and are not a short-circuit fault.
[0075] 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.
[0076] 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.
[0077] 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.
[0078] (2) Propulsion component failure;
[0079] The power distribution module 100 is configured to switch from a multi-independent bus state to a common bus state or to address a propulsion component malfunction when all motor windings of the propulsion component 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 propulsion component malfunctions and cannot operate normally.
[0080] It is easy to understand that if all motor windings of a propulsion component fail or the propeller fails, the eVTOL flight control system, in order to redistribute thrust, pull, and / or lift, needs to reduce the power of the symmetrical propulsion component of that propulsion component, or even shut down that symmetrical propulsion component. Please refer to [link to relevant documentation]. Figure 3 When the outermost propulsion assembly on the nose side of the left wing of the eVTOL fails, the outermost propulsion assembly on the tail side of the right wing, which is symmetrical to it, will also shut down to maintain flight stability. This inevitably leads to excess capacity in the battery modules connected to the aforementioned propulsion assemblies. Furthermore, to maintain the required power for flight, the eVTOL's overall power demand remains constant. Therefore, when the outermost propulsion assembly on the nose side of the left wing fails, the flight control system will control some propulsion assemblies to increase their output power. This inevitably causes the battery modules 200 connected to these power-enhanced propulsion assemblies to discharge at a high rate, resulting in a faster decrease in battery capacity compared to other battery modules 200. This makes it difficult to maintain all battery modules 200 within the same maintenance cycle. In this embodiment, when a motor winding 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 together, achieving balanced discharge among the battery modules 200 and improving maintenance economy.
[0081] 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.
[0082] It is worth mentioning that in related technologies, when a single motor winding of the propulsion component 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 is the power output of the symmetrical propulsion component adjusted, but the power grid is also reorganized through the state switching of the power distribution module 100.
[0083] (3) Received state switching command
[0084] When the airborne electrical system receives a state switching command, it performs a state switch, transitioning 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.
[0085] It is also worth mentioning that the power distribution module 100 switches to the common bus state in order to solve the problem of motor winding or battery module failure faced by eVTOL. After switching to the common bus state, it will not switch back to the multi-independent bus state during the current flight mission.
[0086] Regarding the specific structure of the power distribution module 100:
[0087] In one embodiment, the power distribution module 100 may simultaneously include a multi-bus circuit structure required for multiple independent bus states and a common bus circuit structure required for a common bus state. These two structures are independent of each other, and the power distribution module 100 switches between the multiple independent bus state and the common bus state via an additional switching circuit. For example, when the switching circuit connects the multi-bus circuit structure to all input terminals 110 and all output terminals 120 respectively, the power distribution module 100 switches to the multiple independent bus state. Similarly, when the switching circuit connects the common bus circuit structure to all input terminals 110 and all output terminals 120 respectively, the power distribution module 100 switches to the common bus state. It is understandable that configuring two sets of circuit structures in this embodiment will significantly increase the system weight of the power distribution module 100, thereby significantly increasing the overall weight of the aircraft.
[0088] Therefore, in another embodiment, the power distribution module 100 performs state transitions between a multi-bus state and a common bus state through a switching unit 140, the number of which is the same as the number of independent buses 130.
[0089] Specifically, the power distribution module 100 also includes at least two switching units 140, the number of which is the same as the number of independent buses 130, and the at least two independent buses 130 are connected to each other in a way that allows them to switch on and off, so that when all switching units 140 are on, all independent buses 130 can be connected to each other to form a common bus.
[0090] As one option in this embodiment, the switch unit 140 corresponds one-to-one with the independent bus 130, all switch units 140 are connected in parallel with each other, and each switch unit 140 is connected to the corresponding independent bus 130 so that when all switch units 140 are disconnected, the power distribution module 100 switches to the multi-independent bus state, and when all switch units 140 are turned on, all independent buses 130 are connected in parallel to reconstruct a common bus to switch to the common bus state.
[0091] Specifically, please refer to Figure 1 The power distribution module 100 also includes multiple switch units 140 connected in parallel. The number of switch units 140 is the same as that of independent buses 130 and they correspond one-to-one. One end of each switch unit 140 is connected to the corresponding independent bus 130, and the other end of each switch unit 140 is connected to the same cable to achieve parallel connection.
[0092] Thus, with all switching units 140 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 within the power distribution module 100, thereby improving safety margins. When all switching units 140 are on, all independent buses 130 are connected in parallel to reconstruct a common bus. Alternatively, some switching units 140 can be turned on, allowing the corresponding independent buses 130 to be connected in parallel to reconstruct a common bus, making the power grid reconfiguration of the power distribution module 100 more flexible and adaptable to the specific requirements of various flight environments.
[0093] Alternatively, as another option in this embodiment, all independent buses 130 of the power distribution module 100 are connected in series through at least two switching units 140 to form a loop, so that when all switching units 140 are off, the power distribution module 100 switches to a multi-independent bus state, and when all switching units 140 are on, all independent buses 130 are reconnected in series to form a common bus, so as to switch to a common bus state.
[0094] Specifically, the power distribution module 100 includes multiple independent buses 130, which are numbered according to certain rules, such as the order of the battery modules 200 they are connected to. Adjacent independent buses 130 are connected via a switch unit 140, and the first independent bus 130 is connected to the last independent bus 130 via a switch unit 140. All the independent buses 130 of the power distribution module 100 are connected in series via switch units 140. When all switch units 140 are switched to the ON state, all the independent buses 130 form a loop, thus also reconstructing a common bus. Please refer to [link to relevant documentation]. Figure 2 When the power distribution module 100 includes two independent buses 130, the two independent buses 130 are connected by two switching units 140, thus forming a loop.
[0095] Understandably, the independent bus 130 can be configured 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 reassemble all the busbars into a single busbar, that is, reassemble all the independent buses 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 devices.
[0096] The switching unit 140 can be configured as a busbar connected contactor. Of course, the switching unit 140 can also be configured as a controllable switch, etc. This embodiment does not limit this.
[0097] Compared to the power distribution module 100 which provides independent multi-bus circuit structures and common bus circuit structures, in this embodiment, the multi-bus circuit structure is reconstructed into a common bus circuit structure by using parallel-connected switching units 140, thereby reducing the number of circuit components required by the power distribution module 100 and minimizing the weight of the power distribution module 100.
[0098] Furthermore, for eVTOL, since at least two battery modules 200 are located on both sides of the fuselage 101, to facilitate the arrangement of the power distribution system, the battery modules 200 on both sides of the fuselage 101 can belong to two different power distribution modules 100. That is, the battery module 200 on one side of the fuselage 101 distributes power through the corresponding power distribution module 100. When the power supply to a battery module 200 connected to a single power distribution module 100 is abnormal, the power distribution module 100 can be switched to a common bus state to ensure that the airborne load corresponding to the power distribution module 100 continues to be powered. However, in some extreme cases, it may be possible for all battery modules 200 on one side of the fuselage 101 to fail. In this case, it is necessary to ensure that the airborne load continues to be powered through the cooperation of the two power distribution modules 100.
[0099] At this time, the airborne electrical system includes at least two power distribution modules 100, each of the independent buses 130 in each power distribution module 100 is adapted to be connected to one of the negative and positive poles of the corresponding load, and each power distribution module 100 also includes a connection unit, which is connected to the connection units of other power distribution modules 100, and the connection unit is adapted to be connected to the other of the negative and positive poles of all loads corresponding to the power distribution module 100.
[0100] Please see Figure 4 The eVTOL includes a left power distribution module 100a, located on the left wing, and a right power distribution module 100b, located on the right wing. The left power distribution module 100a and the right power distribution module 100b are connected by a jumper cable 400.
[0101] In the case where the aforementioned switch units 140 are connected in parallel, the switch units 140 of all power distribution modules 100 of the airborne electrical system are connected in parallel to each other so that when all switch units 140 are turned on, the independent buses 130 of all the power distribution modules 100 are connected to each other to reconstruct a common bus for the whole machine.
[0102] The following explanation uses the connection of independent bus 130 to the positive terminal of the load as an example. Of course, independent bus 130 can also be connected to the negative terminal of the load, but this will not be elaborated here.
[0103] Please see Figure 5 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 terminal 110 is connected to the corresponding independent bus 130. Each independent bus 130 is then connected to the positive terminal of the corresponding output terminal 120. The first independent bus 130a is connected to the second connecting line 401 of the jumper cable 400 through switch unit BTC1, the third independent bus 130c through switch unit BTC3, the second independent bus 130b through switch unit BTC2, and the fourth independent bus 130d through switch unit BTC4.
[0104] Furthermore, the left power distribution module 100a also includes a connection unit 170, which is connected to the negative terminals of each input terminal 110 and also to the negative terminals of each output terminal 120. In addition, the connection unit 170 also includes an external interface, which is suitable for connecting 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.
[0105] Of course, in some specific embodiments, the connection unit 170 of the left power distribution module 100a and the connection unit of the right power distribution module 100b are different parts of the same connection unit, so as to save the number of parts and weight.
[0106] Please see Figure 5 When the connection units 170 of multiple power distribution modules 100 are connected in series, all the switching units 140 of all power distribution modules 100 are connected in parallel. Thus, when multiple power distribution modules 100 are in a common bus state, all the independent buses 130 of multiple power distribution modules 100 are reconstituted into a whole machine common bus.
[0107] Understandably, after being reconstructed into a single common bus, each battery module 200 of each power distribution module 100 is connected to the input side of the single common bus, and all loads connected to multiple power distribution modules 100 are connected to the output side of the single common bus.
[0108] In the case where the aforementioned switch units 140 are connected in series to form a loop, the airborne electrical system also includes multiple switch units 140. The number of switch units 140 is the same as the number of independent buses 130. The independent buses 130 of all power distribution modules 100 of the airborne electrical system are connected in series through switch units 140 to form a loop. When all switch units 140 are turned on, the independent buses 130 of all power distribution modules 100 are connected to each other to reconstruct the whole machine's common bus. When all switch units 140 are turned off, each power distribution module 100 switches to a multi-independent bus state.
[0109] Please see Figure 6 The first independent bus 130a is connected to the third independent bus 130c through the switch unit BTC1, the second independent bus 130b is connected to the fourth independent bus 130d through the switch unit BTC2, the third independent bus 130c is connected to the second independent bus 130b through the switch unit BTC4, and the first independent bus 130a is connected to the fourth independent bus 130d through the switch unit BTC3, so that the four independent buses 130 are connected end to end to form a loop.
[0110] Therefore, when any of the battery modules 200 of the fuselage 101 experiences a power supply failure, the power grid can be reorganized through the synchronous state switching of the left power distribution module 100a and the right power distribution module 100b, thereby using the other three battery modules 200 of the fuselage 101 to provide power to all loads on the eVTOL.
[0111] It is clear that this embodiment is not limited to the reconfiguration of the power grid within a single power distribution module 100, but also includes the reconfiguration of the power grid between multiple power distribution modules 100. It is understandable that, for an aircraft, battery modules 200 can include multiple modules distributed at different locations on the fuselage, such as symmetrically arranged on opposite sides of the fuselage, 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 the battery module 200 on that side to fail, multiple or all of the power distribution modules 100 on the fuselage can be reconfigured to obtain a common bus for the entire aircraft, utilizing power distribution modules 100 located in other parts of the fuselage for power supply, thereby further improving safety redundancy.
[0112] In the foregoing embodiments, the independent buses 130 within the power distribution module 100 operate independently of each other under normal conditions. Furthermore, to prevent the spread of faults between the battery module 200, the power distribution module 100, and the onboard load group 300, in one embodiment, the power distribution module 100 further includes at least two first safety protection modules and / or at least two second safety protection modules. The number of first safety protection modules corresponds to the number of battery modules 200 and they are one-to-one. The two ends of each first safety protection module are connected to the corresponding battery module 200 and the corresponding independent bus 130, respectively. The second safety protection modules are positioned between the corresponding independent bus 130 and the load.
[0113] Specifically, a first safety protection module 150 is configured between the interconnected battery module 200 and the independent bus 130, thereby electrically isolating the power supply and the power distribution module 100 in the event of a failure in either the battery module 200 (power supply) or the power distribution module 100 (power distribution channel). See also 5 and Figure 6 A fuse BF1 is provided between the first battery module 201 and the first independent bus 130a; a fuse BF2 is provided between the second battery module 202 and the second independent bus 130b; a fuse BF3 is provided between the third battery module 203 and the third independent bus 130c; and a fuse BF4 is provided between the fourth battery module 204 and the fourth independent bus 130d.
[0114] Similarly, a second safety protection module 160 is configured between a set of interconnected output terminals 120 and an independent bus 130, thereby electrically isolating the power distribution channel and load in the event of a fault in the power distribution channel or load. See also 5 and Figure 6F9 is the fuse between the first independent bus 130a and a portion of the load of the first airborne load group 301; F14 is the fuse between the third independent bus 130c and a portion of the load of the third airborne load group 303; F15 is the fuse between the second independent bus 130b and a portion of the load of the second airborne load group 302; and F20 is the fuse between the fourth independent bus 130d and a portion of the load of the fourth airborne load group 304.
[0115] It is easy to see that this embodiment adopts a high-voltage power distribution redundancy design, and achieves electrical isolation between power distribution channels, between battery modules, between loads, and between different fault points (power supply, power distribution channel, or).
[0116] Understandably, the first safety protection module and / or the second safety protection module can be configured as a relay, circuit breaker, or fuse, etc. In one embodiment, the first safety protection module and / or the second safety protection module can be configured as a contactor and / or fuse.
[0117] To address the issue of a single point of failure in the entire high-voltage power distribution network, this embodiment employs a multi-redundant independent power distribution architecture. Each battery module 200 corresponds to a single independent bus 130, and each independent bus 130 is electrically isolated from the others under normal operating conditions. Furthermore, to ensure that a fault in any battery module 200 or load circuit does not affect the power distribution function of other power distribution modules, this embodiment also configures fuses and contactors between each battery module 200 and the independent bus, and fuses between the independent bus 130 and each load, ensuring appropriate electrical isolation measures are in place regardless of whether a fault occurs in the power supply, power distribution channel, or high-voltage load.
[0118] In addition, this utility model also provides a vertical takeoff and landing (VTOL) aircraft, including an aircraft body, at least two propulsion components, and an onboard electrical system. The aircraft body includes a fuselage 101, wings, and a tail, with the wings and tail connected to the fuselage 101. The propulsion components are disposed on the wings or tail, and each propulsion component includes at least two motor windings. The onboard electrical system is disposed on the aircraft body, and each independent bus 130 within the power distribution module 100 of the onboard electrical system is connected to at least one motor winding, with different motor windings in each propulsion component connected to different independent buses.
[0119] In this context, the eVTOL aircraft body refers to the main structural and supporting components of the airframe that support and protect the various parts of the eVTOL and the entire system, including but not limited to the fuselage 101, wings, and tail. The propulsion assembly provides the VTOL with thrust / pull and / or at least some lift. Understandably, for an eVTOL, the propulsion assembly includes a propeller, an electric motor, and other accessories. The electric motor drives the propeller. The electric motor includes a motor, a motor controller, and other accessories.
[0120] For eVTOLs, the onboard electrical system provides power to at least a portion of each propulsion component, such as powering components like the pitch motor of the propeller and the motor controller of the electric motor. Of course, for VTOLs that utilize multiple power sources, including electricity and hydrogen, the onboard electrical system supplies power to a portion of the propulsion components that partially use electricity. Each propulsion component includes at least two motor windings, and different motor windings are connected to different battery modules 200. Because they are connected to multiple different battery modules 200, if the battery module 200 connected to any motor winding experiences a power outage, the other battery modules 200 can still supply power to the remaining motor windings to ensure the propulsion component maintains a certain power output. However, if one motor winding fails, the other motor winding cannot achieve 100% power output of the propulsion component through performance enhancement; it can only maintain power output but with performance degradation. Therefore, it is necessary to restore the failed motor winding to operation so that the propulsion component can function normally.
[0121] Furthermore, if a single motor winding fails, the remaining motor windings typically need to increase their output power to meet flight requirements, resulting in increased power consumption and a rapid drop in the voltage of the connected battery module 200. Moreover, due to the inherent characteristics of the current battery module 200, limitations imposed by energy density, packing ratio, weight, and installation space constraints, prolonged high-rate discharge poses a challenge to battery safety and could potentially lead to thermal runaway of the battery module 200. Therefore, at the VTOL system level, it is undesirable for a single battery module 200 to enter an unsafe state, making it necessary to restore the failed motor windings to operation, thereby ensuring the normal functioning of the propulsion components.
[0122] In this embodiment, the other end of the independent bus 130 is adapted to connect to the motor windings of the propulsion assembly of the aircraft, and different motor windings in the propulsion assembly are connected to different independent buses 130. Thus, under normal operating conditions, the power distribution module 100 operates in a multi-independent bus state, with two different battery modules 200 supplying power to different motor windings in the same propulsion assembly through independent buses 130 respectively. When one battery module 200 experiences a power supply failure, the power distribution module 100 can switch to a common bus state, connecting the remaining battery modules 200 to the input side of the common bus, while all motor windings are connected to the output side of the common bus. This ensures that all motor windings can continue to be powered and operate normally, thereby ensuring that all propulsion assemblies can operate normally and avoiding performance degradation. Furthermore, after the propulsion assembly is operating normally, there is no need for the remaining motor windings to increase power to meet flight requirements, thus preventing thermal runaway of the battery modules due to increased discharge rate and improving aircraft safety.
[0123] Furthermore, compared to the safety hazards posed by individual battery modules independently withstanding high discharge rates and high transient responses, the airborne electrical system proposed in this invention, with the power distribution module in a common bus state, has at least a portion of all battery modules connected in parallel to the input side of the common bus, supplying power to at least a portion of all loads through the common bus. Because the capacity is greater after connecting multiple battery modules, and the tolerance for transient responses is greater, the overall safety of the aircraft can be guaranteed.
[0124] Furthermore, the specific structure of the airborne electrical system is as described in the above embodiments. Since this vertical take-off and landing aircraft adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be elaborated here.
[0125] 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. An airborne electrical system, characterized in that, Applicable to aircraft, including: at least two battery modules and at least one power distribution module; The power distribution module includes: At least two independent buses, the number of which corresponds one-to-one with the number of battery modules, one end of each independent bus being connected to a corresponding battery module, and the other end of each independent bus being adapted to connect to a motor winding of at least one propulsion assembly of the aircraft; wherein different motor windings in the propulsion assembly are connected to different independent buses; and At least two switching units, the number of which is the same as the number of independent buses, and at least two of the independent buses are connected on and off through at least two of the switching units, so that when all the switching units are on, all the independent buses are connected to each other to reconstruct a common bus.
2. The airborne electrical system as described in claim 1, characterized in that, The power distribution module is configured to control all the switching units to turn on when it detects that the circuit parameters of at least one of the independent buses are less than a warning value and there is no short circuit fault.
3. The airborne electrical system as described in claim 1, characterized in that, Each switch unit corresponds one-to-one with an independent bus. All switch units are connected in parallel with each other, and each switch unit is connected to its corresponding independent bus. When all switch units are disconnected, the power distribution module switches to a multi-independent bus state. When all switch units are turned on, all independent buses are connected in parallel to reconstruct a common bus, thereby switching to a common bus state.
4. The airborne electrical system as described in claim 3, characterized in that, The airborne electrical system includes at least two power distribution modules. Each independent bus in each power distribution module is adapted to be connected to one of the negative and positive poles of the corresponding motor winding. Each power distribution module also includes a connection unit, which is connected to the connection units of other power distribution modules. The connection unit is adapted to be connected to the other of the negative and positive poles of all the motor windings corresponding to the power distribution module. The switching units of all the power distribution modules of the airborne electrical system are connected in parallel with each other, so that when all the switching units are turned on, the independent buses of all the power distribution modules are connected to each other to form a common bus for the whole machine.
5. The airborne electrical system as described in claim 1, characterized in that, All the independent buses are connected in series through at least two of the switching units to form a loop, so that when all the switching units are open, the power distribution module switches to a multi-independent bus state, and when all the switching units are on, all the independent buses are reconnected in series to form a common bus, so as to switch to the common bus state.
6. The airborne electrical system as claimed in claim 1, characterized in that, The airborne electrical system includes at least two power distribution modules. Each independent bus in each power distribution module is adapted to be connected to one of the negative and positive poles of the corresponding motor winding. Each power distribution module also includes a connection unit, which is connected to the connection units of other power distribution modules. The connection unit is adapted to be connected to the other of the negative and positive poles of all the motor windings corresponding to the power distribution module. The independent buses of all the power distribution modules of the airborne electrical system are connected in series through the switching units to form a loop, so that when all the switching units are turned on, the independent buses of all the power distribution modules are connected to each other to reconstruct the whole machine common bus, and when all the switching units are turned off, each power distribution module switches to a multi-independent bus state.
7. The airborne electrical system as claimed in claim 1, characterized in that, The airborne electrical system also includes: At least two first safety protection modules, the number of which corresponds to the number of battery modules and is one-to-one with each other; the two ends of each first safety protection module are respectively connected to the corresponding battery module and the independent bus; and / or At least two second safety protection modules are provided, the number of which is the same as the number of motor windings and corresponds one-to-one with each other. The second safety protection modules are located between the corresponding independent bus and the motor windings.
8. The airborne electrical system as described in claim 7, characterized in that, The first safety protection module and / or the second safety protection module are configured as contactors and / or fuses.
9. The airborne electrical system as described in any one of claims 1 to 8, characterized in that, At least one of the power distribution modules includes a left power distribution module and a right power distribution module; At least two of the battery modules include a first battery module, a second battery module, a third battery module, and a fourth battery module. The first battery module and the third battery module are respectively connected to an independent bus of the left power distribution module, and the second battery module and the fourth battery module are respectively connected to an independent bus of the right power distribution module.
10. An aircraft, characterized in that, include: The main body of the aircraft includes a fuselage, wings, and a tail, with the wings and tail both connected to the fuselage. At least two propulsion components are provided on the wing or the tail fin, and the propulsion components include at least two motor windings; as well as The airborne electrical system as described in any one of claims 1 to 9, wherein the airborne electrical system is disposed in the main body of the aircraft, and each independent bus in the power distribution module of the airborne electrical system is connected to at least one motor winding, and different motor windings in each propulsion assembly are connected to different independent buses.