Differential variable speed control assembly of dual-motor coaxial reverse propeller power device, application method and aircraft

Abstract

The invention discloses a differential speed control assembly of a dual-motor coaxial reverse propeller power device, an application method and an aircraft, and belongs to the field of aircraft power devices. The assembly comprises a double-circuit power supply controller, a power battery pack, a controller power line, a first signal line, a double-shaft tilt angle sensor, a second signal line, a horizontal electronic compass sensor, a first power line, a first motor, a second power line and a second motor. The application method comprises the steps that the horizontal electronic compass sensor and the double-shaft tilt angle sensor provide data signals for the double-circuit power supply controller, and the double-circuit power supply controller regulates and controls the rotating speed of the first motor and the rotating speed of the second motor to adjust the reaction torque so as to stabilize the attitude of the aircraft. The aircraft is an aircraft using the assembly and the application method.

Description

Technical Field

[0001] The present invention belongs to the technical field of aircraft power devices, and in particular relates to a differential speed control component of a dual-motor coaxial reverse propeller power device, an application method and an aircraft. Background Art

[0002] During the operation of a front single dual-motor coaxial counter-propeller power device, a slight counter-torque will be generated due to the slight difference in the rotation speeds of the front and rear motors, causing the aircraft to roll axially, which is not conducive to the aircraft maintaining a stable attitude during vertical take-off and landing or cruising. To overcome this problem, a differential speed control component, application method and aircraft for a dual-motor coaxial counter-propeller power device are proposed. Summary of the invention

[0003] The present invention discloses a differential speed control assembly, an application method and an aircraft of a dual-motor coaxial counter-propeller power device. The dual-motor coaxial counter-propeller power device provides power for the aircraft. During operation, a slight counter-torque is generated, which causes the aircraft to roll axially and causes the aircraft to have an unstable attitude. A power controller is used to adjust the speed of the motor to balance the counter-torque, so as to achieve the purpose of regulating the aircraft's attitude to be stable. To this end, the present invention provides the following technical solutions: The first aspect of the present invention proposes a differential speed control component for a dual-motor coaxial counter-propeller power device, wherein the component is partially disposed in a machine body and includes a dual-power controller, the power of which is provided by a power battery pack via a controller power line.

[0004] Preferably, the dual-power supply controller is connected to a dual-axis tilt sensor via a No. 1 signal line, and the dual-axis tilt sensor can provide real-time parameters of the longitudinal axis horizontal angle and the transverse axis pitch angle of the body.

[0005] Preferably, the dual-power supply controller is connected to a horizontal electronic compass sensor via a second signal line, and the horizontal electronic compass sensor can provide real-time parameters of vertical projection horizontal pointing when the body is at a vertical angle between 90 degrees and 45 degrees.

[0006] Preferably, the above components are arranged in the body.

[0007] Preferably, the power of the dual-motor coaxial counter-propeller power device is provided by motor No. 1 and motor No. 2 arranged outside the body. Motor No. 1 and motor No. 2 are a pair of coaxial motors that reverse each other and offset each other's counter-torque. Changing the relative speed of motor No. 1 and motor No. 2 can achieve the effect of adjusting the counter-torque. Motor No. 1 and motor No. 2 can be external rotation motors or internal rotation motors, or an external rotation motor plus an internal rotation motor. The following figures take two external rotation motors as an example.

[0008] Preferably, the variable power supply of the No. 1 motor is provided by the dual-way power supply controller via the No. 1 power supply line, and the dual-way power supply controller can independently change the rotation speed of the No. 1 motor.

[0009] Preferably, the variable power supply of the second motor is provided by the dual-way power supply controller via the second power supply line, and the dual-way power supply controller can independently change the rotation speed of the second motor.

[0010] The second aspect of the present invention proposes an application method of a differential speed control component of a dual-motor coaxial counter-propeller power device. In order to more clearly introduce the application method, the front-powered vertical take-off and landing tilt-body level flight aircraft in the attached figure is used as an example. The application method can assist the controller to obtain a stable posture during the vertical take-off and landing stage, the transition stage, and the cruising stage. When autonomous control is selected, the differential speed control function provided by the application method can be shut down.

[0011] The application method in the vertical take-off and landing stage is applied to the aircraft in the vertical take-off and landing stage. The aircraft is in a vertical state in the air. In order to avoid unnecessary rotation of the aircraft body due to the counter-torque that may be generated by the power device, the application method is: The original horizontal direction of the aircraft is recorded as a reference direction value by the horizontal electronic compass sensor, and the horizontal electronic compass sensor continues to monitor the horizontal direction parameters of the body 12. If the power unit has a counter-torque that causes the body to deviate from the original horizontal direction by a certain value (such as 2 degrees to the left or right), the data signal is transmitted to the dual-way power supply controller through the second signal line, and the dual-way power supply controller intermittently increases the speed of the first motor and reduces the speed of the second motor, or intermittently reduces the speed of the first motor and increases the speed of the second motor, reversely changes the original counter-torque to correct the deviation angle, and stabilizes the attitude of the aircraft by adjusting the counter-torque. During the correction process, under the coordination of the dual-way power supply controller, the power unit can still maintain the output of the originally planned pulling force to control the aircraft to take off or land vertically smoothly.

[0012] If it is necessary to actively change the original direction, autonomous control is performed instead, and the differential speed control function provided by the application method is turned off.

[0013] The cruise stage application method is applied to the aircraft in the cruise stage, when the aircraft is in a horizontal state or a certain pitch angle state in the air. In order to prevent the aircraft body from unnecessary rolling due to the counter-torque that may be generated by the power device, the method is: The dual-axis inclination sensor is used to monitor the horizontal parameters on the longitudinal axis of the fuselage. If the power unit has a counter-torque that causes a certain horizontal inclination (such as an inclination of 2 degrees), the data signal is transmitted to the dual-way power controller through the No. 1 signal line. The dual-way power controller intermittently increases the speed of the No. 1 motor and decreases the speed of the No. 2 motor, or intermittently decreases the speed of the No. 1 motor and increases the speed of the No. 2 motor, thereby reversely changing the original counter-torque to correct the horizontal angle of the fuselage and keep the fuselage horizontal. The attitude of the aircraft is stabilized by adjusting the counter-torque. During the correction process, under the coordination of the dual-way power controller, the power unit can still maintain the output of the originally planned pulling force to control the aircraft to run smoothly.

[0014] During cruising, if it is necessary to actively change the pitch angle of the aircraft body, the differential speed control function provided by the application method can continue to be used to keep the aircraft body axial level; if it is necessary to perform maneuvers such as rolling turns, autonomous control is performed instead, and the differential speed control function provided by the application method is turned off.

[0015] The transition phase application method is: The transition phase refers to the process of conversion between the vertical take-off and landing phase and the cruise phase after the fuselage tilts and flies level. During the process, the lateral axis inclination of the fuselage is monitored by the dual-axis inclination sensor. When the fuselage is at a vertical angle between 90 degrees and 45 degrees, the vertical take-off and landing phase application method can be adopted. When the fuselage is at a horizontal angle between 45 degrees and 0 degrees, the cruise phase application method can be adopted.

[0016] The third aspect of the present invention proposes an aircraft, including an aircraft using the differential speed control assembly and application method of the dual-motor coaxial reverse propeller power device as described above, Preferably, the aircraft is an electric aircraft using only one dual-motor coaxial counter-propeller power device.

[0017] Preferably, the dual outboard motor coaxial reverse propeller power device can be arranged at the front of the aircraft to provide pulling force, or can be arranged at the rear to provide thrust.

[0018] Preferably, when the aircraft is taking off, landing, or cruising, the above-mentioned components and application methods can be used to assist the flight controller to easily maintain the stability of the aircraft's attitude at a specific stage. The flight controller includes but is not limited to the remote controller, the onboard pilot, artificial intelligence equipment, etc.

[0019] The beneficial effects of the present invention are: The differential speed control component, application method and aircraft of the dual-motor coaxial reverse propeller power device can help the flight controller to more easily maintain the stability of the aircraft's attitude at a specific stage, reduce the use of ailerons, reduce control intensity, and make flight control simpler and easier. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The accompanying drawings are used to provide further understanding of the present invention and constitute a part of the specification. They are used to explain the present invention together with the embodiments of the present invention and do not constitute a limitation of the present invention.

[0021] In the attached picture: Figure 1 Schematic diagram of the differential speed control assembly of the dual-motor coaxial reverse propeller power unit Figure 2 for Figure 1 Enlarged diagram of point A in the middle Figure 3 Schematic diagram of the aircraft's level flight attitude Figure 4 Schematic diagram of aircraft attitude change In the figure: 1. Dual power controller 2. Power line 1 3. Power line 2 4. Motor 1 5. Motor 2 6. Dual-axis inclination sensor 7. Horizontal electronic compass sensor 8. Power battery pack 9. Controller power line 10. Signal line 1 11. Signal line 2 12. Machine body DETAILED DESCRIPTION

[0022] The preferred embodiments of the present invention are described below in conjunction with the accompanying drawings. It should be understood that the preferred embodiments described herein are only used to illustrate and explain the present invention and are not used to limit the present invention. The following is an example of a tail-seat vertical take-off and landing tilt-level flight fixed-wing aircraft.

[0023] Example: Figure 1 , Figure 4 As shown, during the vertical take-off phase of the aircraft with a dual-motor coaxial counter-propeller power device, the dual-motor coaxial counter-propeller power device is started, and the horizontal electronic compass sensor 7 is enabled to record the original horizontal orientation of the aircraft body 12 .

[0024] Further, if Figure 1 , Figure 4As shown, the aircraft leaves the ground and continues to rise upward, and (Application 1) is used to execute during the process; the (Application 1) is: the horizontal pointing parameters of the body 12 are monitored by the horizontal electronic compass sensor 7. If the power device has a reverse torque that causes the body 12 to deviate from the original horizontal pointing by a certain value (such as 2 degrees to the left or right), the horizontal electronic compass sensor 7 transmits the data signal to the dual-way power supply controller 1 through the second signal line 11, and the dual-way power supply controller 1 intermittently increases the speed of the first motor 4 and reduces the speed of the second motor 5, or intermittently reduces the speed of the first motor 4 and increases the speed of the second motor 5, and reversely changes the original reverse torque to correct the deviation angle. During the correction process, under the coordination of the dual-way power supply controller 1, the power device still needs to maintain the output of the originally planned required pulling force to control the aircraft to run smoothly.

[0025] Further, if Figure 1 , Figure 4 As shown, when the aircraft rises to a suitable height, the tail rudder is used to tilt the aircraft from a vertical attitude to a horizontal attitude. During the process, the lateral axis tilt angle of the body 12 is monitored by the dual-axis tilt sensor 6. The dual-axis tilt sensor 6 transmits the data signal to the dual-channel power supply controller 1 through the first signal line 10. When the body 12 changes from a vertical angle of 90 degrees to a 45-degree angle, the (application one) is used for execution.

[0026] Further, if Figure 1 , Figure 4 As shown, the body 12 continues to change its inclination. During the process of the body 12 changing from an angle of 45 degrees to a horizontal angle of 0 degrees, the execution of (application one) is cancelled and (application two) is adopted for execution; the (application two) is: the horizontal parameters on the longitudinal axis of the body 12 are monitored by the dual-axis inclination sensor 6. If the power device has a counter-torque causing a certain horizontal inclination (such as an inclination of 2 degrees), the dual-axis inclination sensor 6 transmits a data signal to the dual-way power supply controller 1 through the first signal line 10, and the dual-way power supply controller 1 intermittently increases the speed of the first motor 4 and reduces the speed of the second motor 5, or intermittently reduces the speed of the first motor 4 and increases the speed of the second motor 5, and reversely changes the original counter-torque to correct the horizontal angle of the body, so that the body 12 remains horizontal. During the correction process, under the coordination of the dual-way power supply controller 1, the power device can still maintain the output of the originally planned required pulling force to control the smooth operation of the aircraft.

[0027] Further, if Figure 1 , Figure 4As shown, the aircraft enters the level flight cruise phase, at which time the (Application 2) continues to be used. During the cruise, when performing maneuvers to change the pitch angle of the aircraft 12, the (Application 2) is still used. During the cruise, when performing maneuvers such as rolling turns, the (Application 2) will be temporarily cancelled.

[0028] Further, if Figure 1 , Figure 4 As shown, the aircraft enters the vertical landing stage, and the tail rudder is used to tilt the aircraft from a horizontal attitude to a vertical attitude. During the process, the lateral axis tilt angle of the body 12 is monitored by the dual-axis tilt sensor 6. During the process of the body 12 changing from a horizontal angle of 0 degrees to an angle of 45 degrees, the (application two) is executed.

[0029] Further, if Figure 1 , Figure 4 As shown, during the transformation of the machine body 12 from a 45-degree angle to a vertical 90-degree angle, the (application two) is canceled and the (application one) is adopted.

[0030] Further, if Figure 1 , Figure 4 As shown, the aircraft continues to descend vertically and continues to use the (application one) until landing is completed.

[0031] So far, the aircraft has completed the entire flight process of vertical take-off, cruising, and vertical landing with the assistance of (application one) and (application two).

[0032] The above description is only a specific embodiment of the present invention. The present invention is described in detail. The parts not described in detail are conventional technologies. For those skilled in the art, changes, modifications, substitutions and variations made under the principles and spirit of the present invention should fall within the scope of protection of the present invention.

Claims

1. The present invention proposes a differential speed control component of a dual-motor coaxial reverse propeller power device, wherein some components are arranged in a body 12, including a dual-way power controller 1, wherein the power of the dual-way power controller 1 is provided by a power battery pack 8 via a controller power line 9, wherein the dual-way power controller 1 is connected to a dual-axis tilt sensor 6 via a No. 1 signal line 10, wherein the dual-axis tilt sensor 6 can provide real-time parameters of the longitudinal horizontal angle and the transverse pitch angle of the body 12, wherein the dual-way power controller 1 is connected to a horizontal electronic compass sensor 7 via a No. 2 signal line 11, wherein the horizontal electronic compass sensor 7 is disposed in the body 1 2 can provide real-time parameters of vertical projection horizontal pointing when the angle is between 90 degrees and 45 degrees vertically. The above components are arranged in the body 12; the power of the dual-motor coaxial reverse propeller power device is provided by the No. 1 motor 4 and the No. 2 motor 5 arranged outside the body 12, the variable power supply of the No. 1 motor 4 is provided by the dual-way power supply controller 1 via the No. 1 power line 2, and the dual-way power supply controller 1 can independently change the speed of the No. 1 motor 4, the variable power supply of the No. 2 motor 5 is provided by the dual-way power supply controller 1 via the No. 2 power line 3, and the dual-way power supply controller 1 can independently change the speed of the No. 2 motor 5.

2. According to claim 1, a differential speed control component of a dual-motor coaxial counter-propeller power device, the present invention proposes an application method of the differential speed control component of the dual-motor coaxial counter-propeller power device, the application method can assist the controller to obtain a stable posture during the vertical take-off and landing stage, the transition stage, and the cruising stage, and the differential speed control function provided by the application method can be shut down when autonomous control is selected.The application method in the vertical take-off and landing stage is used when the aircraft is in the vertical take-off and landing stage. The aircraft is in a vertical state in the air. In order to prevent the body from unnecessary rotation due to the counter-torque that may be generated by the power device, specifically: the original horizontal direction of the aircraft is recorded by the horizontal electronic compass sensor 7 as the reference direction value, and the horizontal electronic compass sensor 7 continues to monitor the horizontal direction parameters of the body 12. If the power device has a counter-torque that causes the body 12 to deviate from the original horizontal direction by a certain value (such as 2 degrees to the left or right), the data signal is transmitted to the dual-way power supply controller 1 through the second signal line 11, and the dual-way power supply controller 1 intermittently increases the rotation speed of the first motor. 4 speed and reduce the speed of the second motor 5, or intermittently reduce the speed of the first motor 4 and increase the speed of the second motor 5, reversely change the original counter-torque to correct the deviation angle, and in the correction process, under the coordination of the dual-way power supply controller 1, the power device can still maintain the output of the original planned pulling force to control the aircraft to take off or land vertically smoothly. If it is necessary to actively change the original direction, it is changed to autonomous control, and the differential speed control function provided by the differential speed control component is turned off; the application method in the cruise stage, when the aircraft is in the cruise stage, the aircraft is in the state of flying level or a certain pitch angle. In order to avoid unnecessary rolling of the body 12 due to the counter-torque that may be generated by the power device, specifically: The dual-axis inclination sensor 6 is used to monitor the horizontal parameters on the longitudinal axis of the fuselage. If the power device has a counter-torque that causes a certain horizontal inclination (such as an inclination of 2 degrees), the data signal is transmitted to the dual-way power supply controller 1 through the No. 1 signal line 10. The dual-way power supply controller 1 intermittently increases the speed of the No. 1 motor 4 and reduces the speed of the No. 2 motor 5, or intermittently reduces the speed of the No. 1 motor 4 and increases the speed of the No. 2 motor 5, and reversely changes the original counter-torque to correct the horizontal angle of the fuselage to keep the fuselage level. During the correction process, under the coordination of the dual-way power supply controller 1, the power device can still maintain the output of the originally planned pulling force to control the smooth operation of the aircraft. During the cruise, if it is necessary to actively change the When the fuselage 12 has a certain pitch angle, the differential speed control function provided by the differential speed control component can continue to be used to keep the axial direction of the fuselage 12 horizontal; if rolling turns and other maneuvers are required, autonomous control is performed instead, and the differential speed control function provided by the differential speed control component is shut down; the transition stage application method is specifically: the transition stage refers to the process of mutual conversion between the vertical take-off and landing stage and the cruise stage after the fuselage tilts and level flight. During the process, the lateral axis inclination of the fuselage 12 is monitored by the dual-axis inclination sensor 6. When the fuselage is at a vertical angle between 90 degrees and 45 degrees, the vertical take-off and landing stage application method can be implemented; when the fuselage is at a horizontal angle between 45 degrees and 0 degrees, the cruise stage application method can be implemented.

3. The present invention provides an aircraft, characterized in that: An aircraft comprising a differential speed control component and an application method of a dual-motor coaxial counter-propeller power device as described in any one of claims 1-2, wherein the aircraft is an electric aircraft using only one dual-motor coaxial counter-propeller power device.

4. The aircraft according to claim 3, characterized in that: The dual outboard motor coaxial reverse propeller power device can be arranged at the front of the aircraft to provide pulling force, and can also be arranged at the rear to provide thrust.

5. The aircraft according to claim 3, characterized in that: When the aircraft is taking off, landing, or cruising, the above-mentioned components and application methods can be used to assist the flight controller to easily maintain the stability of the aircraft's attitude at a specific stage. The flight controller includes but is not limited to the remote controller, the onboard pilot, artificial intelligence equipment, etc.

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