Power system architecture and fault-tolerant VTOL aircraft using it

Abstract

We provide a power supply system with a highly reliable battery architecture for electric motors suitable for use in aircraft. [Solution] Individual batteries can be used to power two or more motors in a subset of a system with, for example, six or more motors. Each motor is powered by two or more subsets of batteries and can cope with motor failure. If a motor fails in vertical takeoff and landing mode, the power is diverted to other motors to maintain proper attitude control and provide sufficient thrust. If a motor fails, a second motor offset from the failed motor can be powered down to achieve attitude control.

Description

Technical Field

[0001]

[0001] Cross - reference to Related Applications

[0002] This application claims the priority of U.S. Provisional Patent Application No. 62 / 678,275, filed on May 31, 2018, by Bevirt et al., which is hereby incorporated by reference in its entirety.

[0002]

[0004] The present invention relates to electric flight, i.e., a power system for an electric motor used in an aircraft.

Brief Description of the Drawings

[0003] [Figure 1-1]

[0006] Figures 1A - 1B show a VTOL aircraft in a hover configuration according to some embodiments of the present invention. [Figure 1-2]

[0006] Figures 1C - 1D show a VTOL aircraft in a hover configuration according to some embodiments of the present invention. [Figure 1-3]

[0007] Figures 1E - 1F show a VTOL aircraft in a forward flight configuration according to some embodiments of the present invention. [Figure 1-4]

[0007] Figures 1G - 1H show a VTOL aircraft in a forward flight configuration according to some embodiments of the present invention. [Figure 1-5]

[0008] Figures 1I - 1K show a VTOL aircraft transitioning from a forward flight configuration to a vertical takeoff and landing configuration according to some embodiments of the present invention. [Figure 2A] [[ID=3б]]

[0009] Figure 2A is a layout of a flight system having a ring architecture according to some embodiments of the present invention. [Figure 2B]

[0010] Figure 2B is a layout identifying the motor positions of a ring architecture according to some embodiments of the present invention. [Figure 2C]

[0011] Figure 2C is a layout of the battery positions according to some embodiments of the present invention. [Figure 3]

[0012] Figure 3 is a motor output chart according to several embodiments of the present invention. [Figure 4]

[0013] Figure 4 shows a layout of a failure scenario according to several embodiments of the present invention. [Figure 5]

[0014] Figure 5 shows a fault compensation layout according to several embodiments of the present invention. [Figure 6]

[0015] Figure 6 shows a fault compensation layout according to several embodiments of the present invention. [Figure 7]

[0016] Figure 7 shows a layout of a power architecture according to several embodiments of the present invention. [Figure 8]

[0017] Figure 8 is a battery discharge chart according to several embodiments of the present invention. [Figure 9]

[0018] Figure 9 shows a layout of a flight control system architecture according to several embodiments of the present invention. [Figure 10]

[0019] Figure 10 shows a flight control software architecture according to several embodiments of the present invention. [Figure 11A]

[0020] Figure 11A shows a layout of a flight power system with a doublet architecture according to several embodiments of the present invention. [Figure 11B]

[0021] Figure 11B shows a layout of a flight power system with a doublet architecture according to some embodiments of the present invention. [Figure 11C]

[0022] Figure 11C shows a layout of a flight power system with a doublet architecture with motor failure according to some embodiments of the present invention. [Figure 11D]

[0023] Figure 11D shows a layout of an in-flight power system with a doublet architecture that includes battery failure, according to some embodiments of the present invention. [Figure 12]

[0024] Figure 12 shows a layout of a flight power system with a hexagram architecture according to several embodiments of the present invention. [Figure 13]

[0025] Figure 13 shows a layout of a flight power system with a star architecture according to several embodiments of the present invention. [Figure 14]

[0026] Figure 14 shows a layout of a flight power system with a mesh architecture according to several embodiments of the present invention. [Figure 15A]

[0027] Figures 15A to 15C show information regarding battery failure operation according to several embodiments of the present invention. [Figure 15B]

[0027] Figures 15A to 15C show information regarding battery failure operation according to several embodiments of the present invention. [Figure 15C]

[0027] Figures 15A to 15C show information regarding battery failure operation according to several embodiments of the present invention. [Modes for carrying out the invention]

[0004]

[0028] overview

[0029] This power system features a highly reliable power system architecture for electric motors suitable for use in aircraft. Individual batteries can be used to power a subset of two or more motors in a system with, for example, six or more motors. Each motor can be powered by two or more battery subsets, thus providing resilience against motor failure. Each motor has two or more sets of windings, each powered by a different battery. In the event of a winding failure, battery failure, or motor failure during forward flight or vertical takeoff and landing, the power path is automatically altered to maintain proper attitude control and provide sufficient thrust. In the event of a motor failure, power to a second motor offset from the failed motor can be cut off to facilitate attitude control.

[0005]

[0030] Detailed explanation

[0031] In some embodiments, an aircraft may utilize a bladed propeller powered by an electric motor to provide thrust during takeoff. This propeller / motor unit may be called a propulsion assembly. In some embodiments, the aircraft's wing may rotate with its leading edge facing upward so that the propeller provides vertical thrust for takeoff and landing. In some embodiments, the motor-driven propeller unit of the wing rotates itself relative to the fixed wing, thereby allowing the propeller to provide vertical thrust for takeoff and landing. The rotation of the motor-driven propeller unit allows for redirection of thrust by rotating both the propeller and the electric motor, and therefore does not require a torque-driven gimbal or other method around or via a rotary joint.

[0006]

[0032] In some embodiments, an aircraft according to an embodiment of the present invention takes off from the ground using vertical thrust from a rotor assembly deployed in a vertical configuration. As the aircraft begins to gain altitude, the rotor assembly begins to tilt forward to initiate forward acceleration. As the aircraft increases its forward speed, lift is generated by the airflow over the wings, reducing the importance of the rotor and making it unnecessary to use vertical thrust to maintain altitude. Once the aircraft reaches a sufficient forward speed, some or all of the blades used to provide vertical thrust during takeoff can be retracted along the nacelle. In some embodiments, all propulsion assemblies used for vertical takeoff and landing are also used during forward flight. The nacelle supporting the propulsion assemblies has recesses, and the blades can be nested within these recesses, significantly reducing the drag of the detached rotor assembly.

[0007]

[0033] After takeoff, the aircraft begins the transition to forward flight by articulating the propeller from the vertical thrust direction to a position that includes a horizontal thrust component. As the aircraft begins to accelerate and move forward, lift is generated by the wings, reducing the need for vertical thrust from the rotors. As the propeller further articulates to forward flight, horizontal thrust, configuration, the aircraft becomes faster.

[0008]

[0034] As seen in the vertical takeoff configurations of FIGS. 1A-1D, in a first vertical configuration according to some embodiments of the present invention, the aircraft 200 uses fixed wings 202, 203, which may be forward swept wings with the same or different types of propulsion assemblies adapted for both vertical takeoff and landing and forward flight. In this configuration, the propulsion assembly is arranged in the vertical propulsion direction. The fuselage 201 supports the left wing 202 and the right wing 203. Motor-driven rotor assemblies 206 along the wings include electric motors and propellers adapted to articulate from the forward flight configuration to the vertical configuration using a deployment mechanism that may be present in the nacelle body, deploying the motors and propellers while leaving the nacelle attached to all or most of the location on the wing. In some aspects, the propeller blades can be housed and nested within the nacelle body. Motor-driven rotor assemblies 207 at the wing tips can deploy along a pivot axis from the forward flight configuration to the vertical takeoff and landing configuration, where the nacelle and electric motor and propeller deploy together. One mid-span propulsion assembly and one wing tip propulsion assembly per wing are shown, but in some aspects, multiple mid-span propulsion assemblies may be present.

[0009]

[0035] The aircraft body 201 extending rearward is also attached to a rising rear stabilizer 204. A rear propulsion assembly 205 is attached to the rear stabilizer. Motor-driven rotor assemblies 207 at the tip of the rear stabilizer can deploy along a pivot axis from the forward flight configuration to the vertical takeoff and landing configuration, where the nacelle and electric motor and propeller deploy together.

[0010]

[0036] As shown in the plan view of Figure 1D, the propulsion assemblies are positioned on two axes at different distances from the aircraft's center of gravity. Attitude control during vertical takeoff and landing can be manipulated by varying the thrust in the propulsion assemblies at each position. In the event of motor failure during vertical takeoff and landing, particularly in the motors of the wing's external propulsion assemblies, the aircraft's attitude can be maintained by implementing the fault tolerance strategies described in this document.

[0011]

[0037] The aircraft 200 is shown with two crew seats side by side, and the landing gear is visible beneath the fuselage 201. Although two crew seats are shown, other embodiments of the present invention may accommodate a different number of crew members.

[0012]

[0038] Figures 1E–1H show an aircraft 200 in a forward flight configuration. In this configuration, the propulsion assembly is positioned to provide forward thrust during level flight. As shown in Figure 1H, the center of gravity of the motor and propeller may be located ahead of the leading edge of the wing in the forward flight configuration. As seen in Figure 1G, the propulsion assembly 205 of the rear stabilizer 204 may be at a different height from the wing propulsion assemblies 206, 207. In the event of a motor failure during forward flight, the aircraft's attitude can be maintained by implementing the fault tolerance strategies described herein.

[0013]

[0039] In some embodiments, all or part of the wing-mounted propulsion assemblies may be adapted for use in a forward flight configuration, while the propellers mounted on the other wings may be adapted to be fully retracted during normal forward flight. The aircraft 200 may have two propulsion assemblies on the right wing 203 and two propulsion assemblies on the left wing 202. The inner propulsion assemblies on each wing may have wing-mounted rotors 206 adapted to be raised to a deployed position for vertical takeoff and landing, returned to a retracted position when transitioning to forward flight, and then have their blades retracted and nested during forward flight. The external propulsion assemblies 207 can simultaneously rotate from a horizontal thrust configuration to a vertical thrust configuration.

[0014]

[0040] Similarly, each rear stabilizer 204 has its own mounted propulsion assembly, both of which are adapted for use during vertical takeoff and landing mode and transition mode. In some embodiments, all propulsion assemblies are of the same design, and one subset is used with the main blades for forward flight. In some embodiments, all propulsion assemblies are of the same design, and all propellers are used for forward flight. In some embodiments, a different number of propulsion assembly units may be mounted on the rear stabilizer 204.

[0015]

[0041] The motors driving the propulsion assemblies 206 and 207 mounted on the wings, and the motors driving the propulsion assemblies mounted on the rear stabilizer, may each have two sets of windings. In some embodiments, both sets of windings are powered during flight. In some embodiments, each winding of the motor is powered by a different battery circuit. In some embodiments, each motor may have three or more sets of windings.

[0016]

[0042] In some embodiments, the aircraft's electric motors are powered by rechargeable batteries. Using multiple batteries to drive one or more power buses improves reliability in the event of a single battery failure. In some embodiments, the batteries are located within a rack body in a position-adjustable manner to allow for adjustment of the aircraft's balance according to the pilot's weight. Figure 10 shows battery positioning layouts for six battery systems according to some embodiments of the present invention.

[0017]

[0043] In some embodiments, as shown in Figure 2A, the highly reliable power system 10 for an electric vertical take-off and landing aircraft has six motors and six batteries within a ring architecture. In this exemplary configuration, there are six motors and six batteries. Each battery powers two motors, and each motor receives power from two batteries. Figure 2B shows the layout of six motors in an exemplary embodiment of a VTOL aircraft using six propulsion assemblies and six batteries. Figure 2C shows the layout of six batteries in an exemplary embodiment of a VTOL aircraft using six propulsion assemblies and six batteries. In the exemplary ring-shaped embodiment, there are six batteries and six motors. Each motor is powered by two separate batteries. The different battery locations 30 also enhance the reliability and fault tolerance of the power system architecture. Each battery powers two separate motors. In some embodiments, each motor is wound with two sets of windings, and each set of windings receives power from a different battery. As will be described later with respect to Figure 7, each of the six batteries supplies power to two power inverters 31, for a total of 12 power inverters. The nominal voltage of the batteries is 600V. Each of the six propulsion motors has two sets of windings, and each motor is powered by two inverters, one for each set of windings. The two inverters that power one motor are each powered by different batteries.

[0018]

[0044] In an exemplary 6-motor 6-battery embodiment 10, the first motor 11 is connected to the sixth battery 26 and the first battery 21. The second motor 12 is connected to the first battery 21 and the second battery 22. The third motor 13 is connected to the second battery 22 and the third battery 23. The fourth motor 14 is connected to the third battery 23 and the fourth battery 24. The fifth motor 15 is connected to the fourth battery 24 and the fifth battery 25. The sixth motor 16 is connected to the fifth battery 25 and the sixth battery 26. In the nominal operating scenario, each battery equally distributes power between the two connected motors, and each motor receives an equal amount of power from each connected battery.

[0019]

[0045] A fault-tolerant aspect of the power system architecture according to an embodiment of the present invention is adapted to withstand and respond to at least battery failure, motor failure, or motor inverter failure.

[0020]

[0046] Figure 3 is a bar graph (including bar pairs for each operating mode) of the power required for a single motor 40 in a 6-motor embodiment. The blue vertical bars (to the left of each mode's bar pair) show the nominal (typical) operating power per motor for five different flight phases (hover 41, vertical climb 42, vertical descent 43, cruising climb 44, and cruising 45). The hover, vertical climb, and vertical descent modes are VTOL modes, in which the motor rotates to the vertical thrust position, as shown in Figures 1A-1D. In the cruising climb and cruising phases, as shown in Figures 1E-1H, the motor is in the forward flight position. As will be discussed later, the red vertical bars (to the right of each mode's bar pair) represent emergency phase operation.

[0021]

[0047] As shown in Figure 3, an exemplary embodiment of the 6-motor, 6-battery ring architecture system drives approximately 60 kW per motor in VTOL mode under nominal conditions. This 60 kW is compared to a maximum available power of approximately 150 kW. However, in the event of a motor failure, more power may be diverted to the remaining motors to maintain attitude and altitude control, as will be further explained below.

[0022]

[0048] Figure 4 shows a potential failure mode 60 in which the first motor fails. As seen in the motor layout representation, the loss of the first motor 11 represents a loss of thrust at the distal port motors, which has a significant impact on the aircraft's attitude. The flight computer can immediately sense at least two things: firstly, that the motor has stopped drawing current; and secondly, that the aircraft's attitude will be disrupted. To maintain the aircraft's balance, the flight control computer reduces power to the motors on the opposite side as needed. In this example, power to the fourth motor 14 is reduced, as shown in Figure 5. The loss of lift due to the shutdown of two motors requires the remaining four motors to be given more power to provide more lift. Figure 6 shows how the increased load demands on the second, third, fifth, and sixth motors are met by distributing more power from the battery. Returning to Figure 3, the red vertical bars indicate motor failures and the power supply required to shut down the motors on the opposite side. In some embodiments, the power reduction of the fourth motor and the power increase to the second, third, fifth, and sixth motors may occur simultaneously. In some embodiments, the power reduction of the fourth motor and the power increase to the second, third, fifth, and sixth motors may occur sequentially.

[0023]

[0049] As shown in Figure 6, if the first motor 11 fails and the power to the fourth motor 14 is cut off to balance the aircraft, the first battery 21 will then supply power only to the second motor 12. Similarly, the third battery will supply power only to the third motor, the fourth battery will supply power only to the fifth motor, and the sixth battery will supply power only to the sixth motor. The second battery will supply power to both the second and third motors, and the fifth battery will supply power to the fifth and sixth motors. Although the fourth motor is shown operating at 0% power, in some embodiments this cross motor may operate at a low level, for example, in the range of 0-20% of nominal power. Since the first and sixth batteries supply power to only one motor each, and the third and fifth batteries supply power to only one motor each, these batteries supply a large current 61 to the respective windings of the second, third, fifth, and sixth motors. The second and fifth batteries are evenly distributed between adjacent motors. In the failure scenario shown in Figure 6, each battery may output the same amount of power, but the two batteries share the power supply, with the four motors powering (or effectively powering) only one motor. The increased motor load demand in this emergency mode is shared through the battery architecture to utilize the available energy on board the aircraft. To address attitude control concerns, one motor is disabled and the second motor is powered off, while each battery continues to be used and supplying power.

[0024]

[0050] In some embodiments, the vertical take-off and landing aircraft has an autonomous attitude control system adapted to withstand power link failures or complete motor failures in a multi-battery system, and load balancing better equalizes battery discharge levels. In some embodiments, each motor is driven by multiple complementary winding sets, each winding set using a different load link and driven by a different battery. Figure 7 shows an exemplary embodiment of the electrical system power architecture of a 6-motor 6-battery aircraft. Six batteries 201 each power two power inverters, powering a total of 12 power inverters 202. The nominal voltage of the batteries is 600V. Six propulsion motors 203 each have two sets of windings, and each motor is powered by two inverters, one from each set of windings. The two inverters powering one motor are each powered by different batteries. In addition to supplying power to the motor inverter, the battery also powers the rotor deployment mechanism 204 (nacelle tilt actuator), which is used to deploy and retract the rotors during various flight modes (vertical takeoff and landing configuration, forward flight configuration, and transitions between them).

[0025]

[0051] The flight computer 205 monitors the current from each of the 12 inverters 202 that supply power to the 12 sets of windings of the 6 motors. The flight computer 205 can also control the motor current supplied to each of the 12 sets of windings of the 6 motors. In some embodiments, the battery 201 also powers the blade pitch motor and position encoder of the variable pitch propeller 206. The battery also powers the control surface actuators 207 used to position the various control surfaces of the aircraft. The blade pitch motor and control surface actuators 207 receive power flowing through a DC-DC converter 208, which steps down the voltage, for example, from 600V to 160V. A set of avionics 209 may be connected to the flight computer. A battery charger 210 can be used to recharge the battery 201, and this battery charger may be external to the aircraft and ground-based.

[0026]

[0052] In the event of a motor failure or a failure in the power link to the motor, compensation for power distribution from various batteries to various motors can be performed autonomously within the aircraft, as described above. These compensations can be performed, for example, without requiring input from the pilot.

[0027]

[0053] In another failure scenario, a single winding of a motor may fail. In such a scenario, the motor on the opposite side may be somewhat powered down, while the motor with one winding remaining may be somewhat powered up. The power supplied from the battery may be mitigated to equalize the discharge of the various batteries. In yet another failure scenario, one battery may fail. In that case, the cross motors will be reduced by 10-20%, with the only battery remaining in the motor along with the failed battery / inverter supplying a large amount of power, and differential power along the ring being used to distribute the battery discharge. If the battery completely fails in the ring architecture, the two motors, each with one set of windings, will no longer be supplied with power, and the remaining sets of windings in each adjacent motor will draw more power from the battery of that set of windings. Here, the power around the ring is differentially adjusted to optimally equalize the battery discharge rate. The cross motors are partially powered down to maintain an appropriate discharge rate.

[0028]

[0054] Figure 8 shows four flight modes and a bar graph 235 of the battery discharge rate in each flight mode. The vertical axis of the bar graph is the battery discharge rate C. The battery discharge rate is a normalized coefficient, where a discharge rate of 1C means the battery is discharged in 1 hour, 2C means the battery is discharged in 30 minutes, 3C means the battery is discharged in 20 minutes, and so on. In this exemplary embodiment, the maximum peak discharge rate 236 is approximately 5C and may be set by limitations of the battery's chemical properties. The nominal flight modes are hover 232, transition 233, and cruise 234. The cruise discharge rate 240 may be approximately 1C. As the aircraft approaches landing, it changes to transition mode 233, and its transition discharge rate 239 may be approximately 2C. Then, upon landing, the aircraft enters hover mode 232, and its discharge rate may be approximately 2.5C. In the event of motor failure, the aircraft enters emergency hover mode 231, which allows the cross motors to power down and stabilize the attitude. This hover mode discharge rate of 237 can exceed 3C.

[0029]

[0055] In an exemplary embodiment, the maximum takeoff gross weight (MGTOW) may be 4200 pounds. The discharge rate is out of the ground effect (OGE), and the total energy storage capacity of all batteries is 150 kWh. In the case of an emergency landing in emergency hover mode 231, the estimated time when using the high discharge rate with the emergency hover discharge rate 237 is approximately 1 minute.

[0030]

[0056] Figure 9 shows a flight control system architecture for a highly reliable electric aircraft according to several embodiments of the present invention. In an exemplary embodiment, the flight computer 111 of the control system receives flight commands 114 from the mission computer 112 and the pilot 113. The flight computer may also receive input from a series of flight critical sensors 110. The flight critical sensors may be triple redundant. The flight computer may be triple redundant. The system may have a boating bridge 116 for each actuator 115. Figure 10 shows a flight control software architecture according to several embodiments of the present invention.

[0031]

[0057] In some embodiments of the present invention, fault tolerance of the system can be further enhanced by using other battery and motor architectures. In some embodiments, a doublet architecture 120 is used, as shown in Figure 11A, which uses four batteries for the electric motors of six propulsion assemblies: left wingtip propulsion assembly 121, left wing propulsion assembly 122, right wing propulsion assembly 123, right wingtip propulsion assembly 124, left rear propulsion assembly 125, and right rear propulsion assembly 126. In this doublet architecture, each battery supplies power to one or more motors on either side of the aircraft's longitudinal centerline. By linking the battery supplying power to the furthest outboard motor to a motor on the opposite side of the aircraft's centerline, a battery failure spreads its impact throughout the entire aircraft, reducing the amount of attitude offset caused by battery failure. For example, if a motor failure occurs in the first motor 121, power to the fourth motor may be instantaneously reduced to compensate for the failure. However, the power-sharing compensation mechanism in the doublet architecture using the remaining motors allows for a lower inverter load in the inverter-optimized system compared to the ring architecture disclosed above. Furthermore, the power sharing compensation mechanism in the doublet architecture, which utilizes the remaining motors, allows for lower battery load in battery-optimized systems compared to ring architectures.

[0032]

[0058] Figure 11B shows the nominal operating conditions of the doublet architecture 120, where four batteries 111, 112, 113, and 114 each supply 35 kW to one winding of three different motors, supplying a total of 105 kW per battery, receiving a total of 70 kW per motor, and supplying a total of 420 kW. Each motor receives power from the three batteries.

[0033]

[0059] Figure 11C shows a motor failure state, in this example being motor 121 of the left wingtip propulsion assembly. As shown, motor 124 at the right wingtip is not powered and no longer consumes power in order to offset the losses of the left wingtip motor. Currently, each battery powers two motors instead of the previous three, and each motor receives power from two batteries instead of the previous three. Each battery can operate at the same power output level, and each motor winding and its associated inverter can also operate at the same power level.

[0034]

[0060] Figure 11D shows a battery failure condition, in this example being the first battery 111. In this situation, each of the remaining batteries provides the same output level, but different motors operate at different output levels to balance the thrust generated on either side of the aircraft's longitudinal centerline.

[0035]

[0061] Figure 12 shows a hexagram architecture 200 of six batteries and six motors according to several embodiments of the present invention. In the hexagram architecture shown in Figure 12, similar to the ring architecture, each of the six batteries powers two motors. Each motor is powered by two batteries, except that the first battery powers the first and third motors, and the second battery powers the second and fifth motors. This hexagram architecture creates two separate rings, one containing the first, third, and sixth motors, and the other containing the second, fourth, and fifth motors. By connecting the battery powering the furthest outboard motor to the motor on the opposite side of the aircraft's centerline, a battery failure spreads its impact throughout the entire aircraft, reducing the amount of attitude offset caused by battery failure. For example, if a motor failure occurs in the first motor, power to the fourth motor may be instantaneously reduced to compensate for the failure. However, the power-sharing compensation scheme in the hexagonal architecture using the remaining motors can reduce the inverter load in the inverter-optimized system compared to the ring architecture. Furthermore, the power-sharing compensation mechanism in the hexagonal architecture, which utilizes the remaining motors, can reduce the battery load in battery-optimized systems compared to ring architectures. Figure 16 shows the maximum loads of the inverter, battery, and motor in the inverter-optimized, battery-optimized, and motor-optimized solutions during battery failure in the various motor-battery architectures described here. In Figure 16, the hexagram architecture is represented by a symbol, unlike the names of the other architectures.

[0036]

[0062] Figures 13 and 14 show a 6-motor 4-battery system according to several embodiments of the present invention. Figure 13 shows a star architecture in which four batteries power six motors. Each battery is connected to three motors. Figure 14 shows a mesh architecture comprising four batteries and six motors.

[0037]

[0063] Figures 16A, 16B, and 16C show the maximum loads of the inverter, battery, and motor in inverter optimization, battery optimization, and motor optimization solutions for the various motor-battery architectures described in this book, respectively, in the event of a motor failure. The hexagram architecture is represented by symbols, in contrast to the names of other architectures. As shown in the figures, the hexagram architecture provides the best solution when considering all optimizations (inverter optimization, battery optimization, and motor optimization).

[0038]

[0064] As will be apparent from the above description, a wide variety of embodiments can be constructed from the description herein, and additional advantages and modifications will readily arise for those skilled in the art. Therefore, the invention in its broader embodiments is not limited to the specific details and exemplary examples illustrated and described herein. Embodiments described herein may include physical structures as well as methods of use. Thus, deviations from these details can be made without departing from the overall intent or scope of the applicant's invention.

Claims

1. In electric vertical takeoff and landing aircraft, A propulsion assembly comprising multiple propulsion assemblies, each comprising one electric motor, The system comprises multiple batteries, each connected to two or more of the aforementioned electric motors. The aircraft is characterized in that each of the electric motors comprises multiple motor winding circuits, and each of the winding circuits of one motor is connected to a different battery.

2. The aircraft according to claim 1, further comprising a plurality of inverters, wherein each of the batteries is connected to each of the electric motors via one inverter.

3. The aircraft according to claim 1, further comprising a flight control system adapted to autonomously adjust the power supplied to the electric motor by the battery in order to maintain a desired aircraft attitude in the event of motor failure.

4. The aircraft according to claim 2, further comprising a flight control system adapted to autonomously adjust the power supplied to the electric motor by the battery in order to maintain a desired aircraft attitude in the event of motor failure.

5. The aircraft according to claim 1, further comprising a flight control system adapted to autonomously adjust the power supplied by the battery to the electric motor in order to maintain a desired aircraft attitude in the event of a battery failure.

6. The aircraft according to claim 2, further comprising a flight control system adapted to autonomously adjust the power supplied by the battery to the electric motor in order to maintain a desired aircraft attitude in the event of a battery failure.

7. The aircraft according to claim 1, wherein each of the electric motors comprises a plurality of motor winding circuits, and each of the plurality of motor winding circuits of one motor is connected to a different battery.

8. The aircraft according to claim 2, wherein each of the electric motors comprises a plurality of motor winding circuits, and each of the plurality of motor winding circuits of one motor is connected to a different battery.

9. The aircraft according to claim 4, wherein each of the electric motors comprises a plurality of motor winding circuits, and each of the winding circuits among the plurality of motor winding circuits of one motor is connected to a different battery.

10. The aircraft according to claim 6, wherein each of the electric motors comprises a plurality of motor winding circuits, and each of the plurality of motor winding circuits of one motor is connected to a different battery.

11. The aircraft according to claim 1, wherein each of the plurality of batteries is connected to one or more motors located on the left side of the aircraft's vertical axis, and each of the plurality of batteries is connected to one or more motors located on the right side of the aircraft's vertical axis.

12. The aircraft according to claim 2, wherein each of the plurality of batteries is connected to one or more motors located on the left side of the vertical axis of the aircraft, and each of the plurality of batteries is connected to one or more motors located on the right side of the vertical axis of the aircraft.

13. The aircraft according to claim 7, wherein each of the plurality of batteries is connected to one or more motors located on the left side of the aircraft's vertical axis, and each of the plurality of batteries is connected to one or more motors located on the right side of the aircraft's vertical axis.

14. The aircraft according to claim 8, wherein each of the plurality of batteries is connected to one or more motors located on the left side of the aircraft's vertical axis, and each of the plurality of batteries is connected to one or more motors located on the right side of the aircraft's vertical axis.

15. A method for responding to a motor failure of a first motor in the power and propulsion system of a vertical takeoff and landing aircraft, wherein the aircraft Multiple propulsion assemblies, each equipped with one electric motor, Each comprises a plurality of batteries, each connected to two or more of the aforementioned electric motors, Each of the aforementioned electric motors is equipped with multiple motor winding circuits, and each of the winding circuits of one motor is coupled to a different battery. The method described above is A step of turning off the power to the second motor, wherein the second motor is located on the opposite side of the longitudinal centerline of the aircraft relative to the first motor, A method comprising the step of increasing the power supplied to a portion or front of the remaining motor in order to maintain the required thrust.

16. The method according to claim 15, wherein each of the plurality of batteries is connected to one or more motors located on the left side of the vertical axis of the aircraft, and each of the plurality of batteries is connected to one or more motors located on the right side of the vertical axis of the aircraft.

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