Aircraft driving mechanism, aircraft and control method

Abstract

The invention discloses an aircraft driving mechanism, an aircraft and a control method, and relates to the technical field of aircrafts, the aircraft driving mechanism comprises a propeller and a rotating shaft, the rotating shaft is connected with the propeller, the aircraft driving mechanism further comprises a rotor and a stator, the stator is provided with a winding, and the winding drives the rotor to rotate to enable the propeller to rotate after being electrified. The rotor comprises a supporting structure and a magnet, the aircraft driving mechanism further comprises a retarding electromagnet arranged opposite to the magnet and an adjuster, the adjuster is connected with the stator and the retarding electromagnet, the adjuster is used for adjusting the power of the stator and the retarding electromagnet, and the adjuster can enable the stator and the retarding electromagnet to reduce the rotating speed of the rotor. The invention provides an aircraft driving mechanism in order to solve the technical problems that a rotor of an existing aircraft driving mechanism is large in rotation inertia and difficult to decelerate, the output power of an aircraft needs to be frequently adjusted to decelerate the rotor, and the cruising ability of the aircraft is reduced.

Description

Technical Field

[0001] The present application belongs to the field of aircraft technology, and specifically relates to an aircraft drive mechanism, an aircraft, and a control method. Background Art

[0002] There is an existing aircraft, which includes a power supply, a body and a driving mechanism. The driving mechanism and the power supply are arranged on the body. The driving mechanism includes a rotating shaft and a propeller. The rotating shaft drives the propeller to rotate to realize the take-off and landing of the aircraft. In order to save space of the aircraft and provide higher power, the driving mechanism has a stator and a rotor arranged relatively, the stator is provided with a winding, and the rotor is arranged with a permanent magnet. By energizing the winding, the winding forms an electromagnet, which rotates through the action with the permanent magnet on the rotor. During the use of an aircraft with multiple driving mechanisms, it is necessary to control the rotation of the propeller to realize the ascent, descent and turning of the aircraft. At this time, it is necessary to control the propeller at the corresponding position to slow down or accelerate.

[0003] Therefore, during the flight of the aircraft, the driving mechanism needs to frequently adjust the speed of the propeller to achieve the steering and height adjustment of the aircraft. Although the aircraft using the above driving mechanism saves space, the rotor is a disc structure, and the permanent magnets arranged on the disc structure further increase the weight of the rotor. During the height adjustment and steering of the aircraft, the rotational inertia of the rotor is too large. The steering and height adjustment of the aircraft need to overcome the rotational inertia of the rotor, which makes it difficult for the aircraft to achieve fast and flexible attitude adjustment. In addition, each time the aircraft decelerates, a large amount of electric energy is consumed due to the large inertia of the rotor, which affects the endurance of the aircraft. During the deceleration process, the power supply of the existing aircraft needs to frequently change the output power to match the power adjustment of the stator, resulting in large energy loss, which is easy to affect the battery performance and the endurance of the aircraft is low. Moreover, during the emergency braking process of the aircraft, the stator also needs to generate a reverse electromagnetic torque to overcome the rotational inertia of the rotor, which further increases the consumption of electric energy and affects the endurance of the aircraft. Summary of the invention

[0004] The present application provides an aircraft drive mechanism to solve the technical problems that the rotor rotation inertia of the existing aircraft drive mechanism is large, the aircraft attitude adjustment and deceleration are difficult, and the aircraft output power needs to be frequently adjusted to decelerate the rotor, resulting in a decrease in the aircraft's endurance.

[0005] The first purpose of this application is to provide an aircraft driving mechanism, the technical solution adopted is: An aircraft drive mechanism includes a propeller and a rotating shaft, the rotating shaft is connected to the propeller, the aircraft drive mechanism also includes a rotor fixedly connected to the rotating shaft and a stator arranged opposite to the rotor, the stator is provided with a winding, and the winding drives the rotor to rotate when energized to rotate the propeller, the rotor includes a disc-shaped support structure and magnets arranged at intervals along the circumference of the support structure, the aircraft drive mechanism also includes a retarding electromagnet arranged opposite to the magnet and a regulator, the regulator is connected to the stator and the retarding electromagnet, the regulator is used to adjust the power of the stator and the retarding electromagnet, and the regulator can enable the stator and the retarding electromagnet to reduce the rotation speed of the rotor.

[0006] An aircraft driving mechanism in the first object of the present application also includes the following additional technical features: The aircraft driving mechanism also includes a shell, which is provided with a housing cavity for accommodating the stator and the rotor. The shell is also provided with a positioning groove in the housing cavity, and the deceleration electromagnet is arranged in the positioning groove.

[0007] The magnet has a positive pole facing the stator and a negative pole facing away from the stator. The deceleration electromagnet is tilted in the positioning slot and the axis of the deceleration electromagnet points to the negative pole. The angle between the axis of the deceleration electromagnet and the horizontal direction is α, and α satisfies: 5°≤α≤35°.

[0008] The positioning groove extends toward the side of the deceleration electromagnet away from the accommodating chamber and is exposed on the outer surface of the shell. The aircraft driving mechanism is also provided with a movable part in the positioning groove. The movable part is located on the side of the deceleration electromagnet away from the accommodating chamber. The upper end of the movable part is rotatably connected to the upper wall of the positioning groove. The lower wall of the positioning groove is provided with a limiting step, and the limiting step abuts against the lower end of the movable part.

[0009] A permanent magnet is arranged on the movable part, and the slowing electromagnet can drive the movable part to rotate to form an air supply channel after being energized.

[0010] The supporting structure has an installation groove, which extends toward the rotating shaft. The rotor is also provided with a moving part, which is movably arranged in the installation groove. The magnet is fixedly connected to the moving part. A traction electromagnet is also provided in the installation groove. A guide groove is provided on the side wall of the installation groove. The moving part is also provided with a guide protrusion that cooperates with the guide groove. The traction electromagnet can move the magnet after power is supplied to it.

[0011] The installation slot has an installation wall close to the rotating shaft, and the traction electromagnet is arranged on the installation wall. When the traction electromagnet is energized, the magnet moves close to the rotating shaft.

[0012] The regulator can adjust the power of the traction electromagnet. The rotating shaft is provided with a fixed wire hole. The lower end of the rotating shaft is provided with a conductive slip ring that rotates synchronously with the rotating shaft. The traction electromagnet is connected to the conductive slip ring through a connecting wire, and the connecting wire is set in the fixed wire hole. The regulator includes a brush that cooperates with the conductive slip ring.

[0013] The second object of the present application is to provide an aircraft, utilizing the aircraft drive mechanism as described in the first object, the aircraft including a body and a power supply connected to a regulator, the power supply being connected to a stator and a retarder electromagnet through the regulator, the body being provided with an installation compartment for fixing the aircraft drive mechanism, the installation compartment being provided with an opening facing the propeller.

[0014] The third object of the present application is to provide a method for controlling an aircraft, using the aircraft as described in the second object, the aircraft also includes a control system, and the control method includes: The control system obtains user instructions and determines the flight state of the propeller according to the user instructions; The control system controls the regulator to adjust the power of the stator and the retarder electromagnet according to the flight status; Determining the propeller flight status based on user instructions includes: The flight state includes at least one of deceleration, acceleration, and constant speed; The user command includes at least one of forward, backward, left turn, right turn, ascend, and descend; At least one aircraft driving mechanism is provided to determine the flight state of each propeller according to user instructions; The control system controls the regulator to adjust the power of the stator and the retarder electromagnet according to the flight status, including: Determining that the flight state is deceleration, controlling the regulator to reduce the power of the stator and increase the power of the deceleration electromagnet; Determine that the flight state is acceleration, and obtain the state of the deceleration electromagnet; when the deceleration electromagnet is in a working state, control the regulator to increase the power of the stator and reduce the power of the deceleration electromagnet; when the deceleration electromagnet is in a non-working state, control the regulator to increase the power of the stator; Determine that the flight state is uniform speed, and obtain the state of the deceleration electromagnet; when the deceleration electromagnet is in a working state, control the regulator to reduce the power of the deceleration electromagnet and reduce the power of the stator; when the deceleration electromagnet is in a non-working state, control the regulator to keep the power of the stator stable.

[0015] Due to the adoption of the above technical solution, the beneficial effects achieved by this application are as follows: 1. The present application provides a rotor including a disc-shaped support structure and magnets arranged at intervals along the circumference of the support structure, and drives the rotor to rotate after the winding is energized, so as to reduce the axial space of the aircraft drive mechanism and save the space of the aircraft. By providing a slow-speed electromagnet, the regulator can reduce the magnetic field strength of the stator by controlling the power of the stator and the slow-speed electromagnet, and offset the rotational inertia of the rotor by the electromagnetic force generated by the slow-speed electromagnet, so as to achieve rapid deceleration of the rotor, and enable the aircraft to quickly and flexibly adjust its attitude. At the same time, the stator does not need to generate a reverse electromagnetic torque, which can effectively avoid the stator from consuming a large amount of electric energy. The slow-speed electromagnet is mainly for the rotor deceleration process, and the slow-speed electromagnet is arranged relative to the magnet, which can more directly hinder the rotation of the rotor. When the slow-speed electromagnet generates a braking magnetic field, it can make full use of electric energy. In one embodiment, the slow-speed electromagnet only needs to work briefly in the deceleration stage, and the current required for it to generate an effective braking magnetic field is relatively small, so the energy consumption is lower. Moreover, the magnetic field generated by the slow-speed electromagnet mainly acts on the local area of ​​the rotor. Compared with the large-scale rotating magnetic field generated by the stator, the slow-speed electromagnet has a concentrated range of action, which avoids the waste of magnetic field energy. By setting a regulator, the power of the stator and the retarding electromagnet can be accurately adjusted, and the deceleration and acceleration of the propeller can be achieved when the output power of the aircraft remains unchanged, avoiding the loss of electric energy caused by frequent adjustment of the output power of the aircraft. In one embodiment, the aircraft needs to adjust the propeller speed frequently. When the propeller deceleration needs to be adjusted, the regulator reduces the power of the stator and increases the power of the retarding electromagnet, which not only reduces the intensity of the rotating magnetic field but also enables the retarding electromagnet to generate a braking magnetic field. The rotor speed can be reduced while ensuring that the output power of the aircraft remains unchanged. At the same time, the deceleration process of the rotor can be optimized, so that the rotor can be decelerated smoothly. Moreover, through the cooperation of the retarding electromagnet and the stator, it is helpful to achieve smooth switching of the speed of the aircraft and improve the flexibility of the aircraft. When the propeller needs to be accelerated, the power of the retarding electromagnet is reduced and the power of the stator is increased to achieve rapid speed-up of the rotor, avoiding the aircraft from adjusting the power significantly, resulting in energy waste and causing the power supply performance failure of the aircraft.

[0016] 2. As a preferred embodiment of the present application, by providing a shell and a receiving chamber, the aircraft drive mechanism is modularized to facilitate the installation, replacement and maintenance of the aircraft drive mechanism. By providing a positioning groove in the receiving chamber, it is convenient to install and position the deceleration electromagnet. The design of the positioning groove provides a special placement space for the deceleration electromagnet, making the internal layout of the aircraft drive mechanism more compact and reasonable. The deceleration electromagnet is installed in the positioning groove and can be well supported and fixed.

[0017] 3. As a preferred embodiment of the present application, the deceleration electromagnet is arranged to be tilted in the positioning slot and point to the negative magnetic pole, and the angle between the axis of the deceleration electromagnet and the horizontal direction is α, and α satisfies: 5°≤α≤35°, so that the magnetic field of the deceleration electromagnet mainly acts on the negative magnetic pole, thereby improving the braking effect on the rotor. Moreover, the magnetic field of the deceleration electromagnet can be relatively independent from the stator rotating magnetic field, and the magnetic field of the deceleration electromagnet and the stator rotating magnetic field are well separated in space, and no excessive magnetic field superposition is generated in the stator rotating magnetic field. Moreover, α satisfies: 5°≤α≤35°, which can enable the magnetic field of the deceleration electromagnet to function in the effective action area avoiding the stator rotating magnetic field, reduce interference with the stator rotating magnetic field, and reduce the complexity of magnetic domain reversal, thereby reducing hysteresis loss and energy waste.

[0018] 4. As a preferred embodiment of the present application, the positioning groove extends toward the side of the deceleration electromagnet away from the accommodating chamber and exposes the outer surface of the shell to form an air channel. By setting movable parts, the heat generated by the deceleration electromagnet is different under different flight conditions. Through the flexible adjustment of the movable parts, it can be optimized according to the actual heat dissipation needs. For example, under long-term continuous braking conditions, the movable parts can maintain a larger opening to ensure good heat dissipation; while in short braking or normal flight stages, the movable parts can appropriately reduce the opening, which not only ensures a certain amount of heat dissipation, but also prevents excessive dust and debris from entering the positioning groove, which helps the deceleration electromagnet maintain a good heat dissipation state, extends its service life and ensures stable performance.

[0019] Furthermore, by setting the movable part with a permanent magnet, the movable part is opened when the deceleration electromagnet is working. On the one hand, it can accurately dissipate heat for the deceleration electromagnet in the working state, and when the power of the deceleration electromagnet is large, the opening of the movable part becomes larger, and when the power of the deceleration electromagnet is small, the opening of the movable part becomes smaller; on the other hand, an air supply channel is formed by the movable part and the positioning groove, and the inclined deceleration electromagnet can play a role in guiding the airflow, guiding the airflow to impact the rotor, improving the heat dissipation of the rotor while increasing the wind resistance of the rotor, and further improving the deceleration effect on the rotor. At the same time, because the deceleration electromagnet is arranged at an angle, the rotation range of the movable part is small. After the deceleration electromagnet finishes the operation, the movable part can rely on gravity to return to the initial position, making the adjustment of the movable part more flexible and timely, and more adaptable to the process of frequent adjustment of the propeller speed of the aircraft.

[0020] 5. As a preferred embodiment of the present application, by setting the traction electromagnet to move the magnet after being energized, the distribution of the magnet on the rotor can be adjusted, and the movement of the magnet can dynamically optimize the magnetic field coupling effect between the rotor and the stator. As the position of the magnet in the installation slot changes, the direction and magnitude of the electromagnetic force on the rotor can be adjusted in real time to reduce the distortion of the magnetic field and energy loss. By setting the guide slot and the guide protrusion, accurate positioning is provided for the movement of the moving part.

[0021] Furthermore, by setting up a traction electromagnet to move the magnet closer to the shaft and changing the weight distribution of the rotor, the rotational inertia of the rotor can be reduced, making it easier to control the deceleration of the rotor. At the same time, the magnet close to the shaft can reduce the magnetic density between the stator and the rotor, thereby reducing the electromagnetic torque generated by the stator and achieving deceleration of the rotor.

[0022] 6. As a preferred embodiment of the present application, a regulator is provided to adjust the power of the stator, the retarding electromagnet and the traction electromagnet. During the deceleration process of the rotor, when the output power of the aircraft remains unchanged, the power of the stator is reduced by the regulator, and the power of the retarding electromagnet and the traction electromagnet is increased, so that the rotor can be decelerated quickly while avoiding the power adjustment of the aircraft, optimizing the deceleration process of the rotor and reducing power loss. By providing a conductive slip ring and a brush, the regulator can stably provide current to the traction electromagnet, realize accurate control of the traction distance and traction timing of the traction electromagnet, and realize the coordinated operation of the traction electromagnet and the retarding electromagnet.

[0023] 7. The present application discloses an aircraft, which has an installation compartment that fixes and protects the aircraft drive mechanism, and at the same time provides precise installation positioning for the aircraft drive mechanism.

[0024] 8. The present application discloses a method for controlling an aircraft. By setting a control system to determine the flight state of the propeller according to user instructions, the control system can accurately respond to instructions and flexibly adjust the flight state, so that the aircraft can flexibly respond to various flight requirements. The regulator can accurately adjust the different flight states, improve the stability of the aircraft flight, optimize power regulation, improve energy utilization efficiency, and improve the endurance of the aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings: Figure 1 This is a schematic diagram of an aircraft in a preferred embodiment of the present application; Figure 2 This is an axial side view of an aircraft drive mechanism according to a preferred embodiment of the present application; Figure 3 This is a schematic diagram of the installation of the rotating shaft of the aircraft driving mechanism in a preferred embodiment of the present application; Figure 4 A top view of the rotating shaft assembly of the aircraft drive mechanism in a preferred embodiment of the present application; Figure 5 for Figure 4 AA section view; Figure 6 for Figure 5 A magnified view of part A; Figure 7 This is a schematic diagram of the installation of a stator, a rotating shaft and a rotor in a preferred embodiment of the present application; Figure 8 for Figure 7 BB section view; Fig. 9 for Figure 8 Enlarged view of part B.

[0026] Reference numerals: 1. Machine body; 11. Installation compartment; 2. Propeller; 3. Aircraft driving mechanism; 31. Rotor; 311. Support structure; 3111. Mounting slot; 3112. Guide slot; 3113. Mounting wall; 312. Magnet; 3121. Positive magnetic pole; 3122. Negative magnetic pole; 313. Moving part; 3131. Guide protrusion; 32. Stator; 321. Winding; 33. Retarding electromagnet; 34. Shell; 341. Accommodating cavity; 342. Positioning slot; 35. Moving part; 36. Traction electromagnet; 4. Regulator; 41. Brush; 5. Rotating shaft; 51. Conductive slip ring. DETAILED DESCRIPTION

[0027] In order to more clearly illustrate the overall concept of the present application, a detailed description is given below in an illustrative manner in conjunction with the accompanying drawings.

[0028] In the following description, many specific details are set forth to facilitate a full understanding of the present application. However, the present application may also be implemented in other ways different from those described herein. Therefore, the protection scope of the present application is not limited by the specific embodiments disclosed below. It should be noted that the embodiments of the present application and the features in each embodiment may be combined with each other without conflict.

[0029] like Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6As shown, an aircraft driving mechanism 3 is provided. The aircraft driving mechanism 3 includes a propeller 2 and a rotating shaft 5. The rotating shaft 5 is connected to the propeller 2. The aircraft driving mechanism 3 includes a rotor 31 fixedly connected to the rotating shaft 5 and a stator 32 arranged opposite to the rotor 31. The stator 32 is provided with a winding 321. When the winding 321 is energized, it drives the rotor 31 to rotate so as to rotate the propeller 5. The rotor 31 includes a disc-shaped supporting structure 311 and magnets 312 arranged at intervals along the circumferential direction of the supporting structure 311. The aircraft driving mechanism 3 also includes a retarding electromagnet 33 arranged opposite to the magnet 312 and a regulator 4. The regulator 4 is connected to the stator 32 and the retarding electromagnet 33. The regulator 4 is used to adjust the power of the stator 32 and the retarding electromagnet 33. The regulator 4 can make the stator 32 and the retarding electromagnet 33 reduce the rotation speed of the rotor 31.

[0030] The present application provides a rotor 31 including a disc-shaped support structure 311 and magnets 312 arranged at intervals along the circumference of the support structure 311, and drives the rotor 31 to rotate after the winding 321 is energized, so as to reduce the axial space of the aircraft drive mechanism 3 and save the space of the aircraft. By providing a slowing electromagnet 33, the regulator 4 can reduce the magnetic field strength of the stator 32 by controlling the power of the stator 32 and the slowing electromagnet 33, and the electromagnetic force generated by the slowing electromagnet 33 offsets the rotational inertia of the rotor 31, so as to achieve rapid deceleration of the rotor 31, so that the aircraft can quickly and flexibly adjust its attitude. At the same time, the stator 32 does not need to generate a reverse electromagnetic torque, which can effectively avoid the stator 32 from consuming a large amount of electric energy. The slowing electromagnet 33 is mainly for the deceleration process of the rotor 31, and the slowing electromagnet 33 is arranged relative to the magnet 312, which can more directly hinder the rotation of the rotor 31. The slowing electromagnet 33 can make full use of electric energy when generating a braking magnetic field. In one embodiment, the retarding electromagnet 33 only needs to work briefly during the deceleration phase, and the current required to generate an effective braking magnetic field is relatively small, so the energy consumption is lower. Moreover, the magnetic field generated by the retarding electromagnet 33 mainly acts on a local area of ​​the rotor 31. Compared with the large-scale rotating magnetic field generated by the stator 32, the retarding electromagnet 33 has a concentrated range of action, thereby avoiding waste of magnetic field energy. By setting the regulator 4, the power of the stator 32 and the retarding electromagnet 33 can be accurately adjusted, and the deceleration and acceleration of the propeller 2 can be achieved when the output power of the aircraft remains unchanged, thereby avoiding power loss caused by frequent adjustment of the output power of the aircraft. In one embodiment, the aircraft needs to frequently adjust the speed of the propeller 2. When the propeller 2 needs to be decelerated, the regulator reduces the power of the stator 32 and increases the power of the retarding electromagnet 33, which not only reduces the intensity of the rotating magnetic field but also enables the retarding electromagnet 33 to generate a braking magnetic field. The rotation speed of the rotor 31 can be reduced while ensuring that the output power of the aircraft remains unchanged. At the same time, the deceleration process of the rotor 31 can be optimized, so that the rotor 31 can be decelerated smoothly. Moreover, through the coordination of the retarding electromagnet 33 and the stator 32, it is helpful to achieve smooth speed switching of the aircraft and improve the flexibility of the aircraft. When the propeller 2 needs to be accelerated, the power of the retarding electromagnet 33 is reduced and the power of the stator 32 is increased to achieve rapid speed increase of the rotor 31, avoiding the aircraft from adjusting the power significantly, resulting in energy waste and causing the failure of the aircraft power supply performance.

[0031] It is clear to those skilled in the art that the magnet 312 may be an electromagnet or a permanent magnet, and the present application does not limit the number of the magnets 312 .

[0032] In the present application, the deceleration electromagnet 33 may be arranged in any of the following embodiments: Implementation method 1: Figure 2 , Figure 4 , Figure 5 , Figure 6 As shown, the aircraft drive mechanism 3 also includes a shell 34, and the shell 34 is provided with a housing chamber 341 for accommodating the stator 32 and the rotor 31. The shell 34 is also provided with a positioning groove 342 in the housing chamber 341, and the deceleration electromagnet 33 is arranged in the positioning groove 342. By providing the shell 34 and the housing chamber 341, the aircraft drive mechanism 3 is modularized to facilitate the installation and replacement and maintenance of the aircraft drive mechanism 3. By providing the positioning groove 342 in the housing chamber 341, it is convenient to realize the installation and positioning of the deceleration electromagnet 33. The design of the positioning groove 342 provides a special placement space for the deceleration electromagnet 33, making the internal layout of the aircraft drive mechanism 3 more compact and reasonable. The deceleration electromagnet 33 is installed in the positioning groove 342, and can be well supported and fixed.

[0033] Embodiment 2: This embodiment 2 is not shown in the figure. The aircraft driving mechanism also includes a shell. The shell is provided with a housing cavity for accommodating the stator and the rotor. The shell is provided with a protrusion in the housing cavity, and the deceleration electromagnet is fixed to the protrusion.

[0034] In the first embodiment, the deceleration electromagnet 33 is arranged in the positioning groove 342 in any of the following embodiments: Example 1: Figure 5 , Figure 6 As shown, the magnet 312 has a positive magnetic pole 3121 facing the stator 32 and a negative magnetic pole 3122 facing away from the stator 32. The deceleration electromagnet 33 is tilted in the positioning groove 342 and the axis of the deceleration electromagnet 33 points to the negative magnetic pole 3122. The angle between the axis of the deceleration electromagnet 33 and the horizontal direction is α, and α satisfies: 5°≤α≤35°. In this embodiment 1, by statistically analyzing the changes in the deceleration of the rotor 31 at different values ​​of the angle α, it can be concluded that when 15°≤α≤25°, the deceleration electromagnet 33 can guide a larger airflow, and the generated braking magnetic field can better act on the rotor 3, further optimizing the deceleration process of the rotor 3. By setting the deceleration electromagnet 33 to be tilted in the positioning groove 342 and pointing to the negative magnetic pole 3122, the angle between the axis of the deceleration electromagnet 33 and the horizontal direction is α, and α satisfies: 5°≤α≤35°, so that the magnetic field of the deceleration electromagnet 33 mainly acts on the negative magnetic pole 3122, thereby improving the braking effect on the rotor 31. Moreover, the magnetic field of the deceleration electromagnet 33 can be relatively independent from the rotating magnetic field of the stator 32, and the magnetic field of the deceleration electromagnet 33 and the rotating magnetic field of the stator 32 are well separated in space, and no excessive magnetic field superposition is generated in the rotating magnetic field of the stator 32. Moreover, α satisfies: 5°≤α≤35°, which can make the magnetic field of the deceleration electromagnet 33 function in the effective action area of ​​avoiding the rotating magnetic field of the stator 32, reduce the interference with the rotating magnetic field of the stator 32, and reduce the complexity of magnetic domain reversal, thereby reducing hysteresis loss and energy waste.

[0035] In Embodiment 1, the deceleration electromagnet 33 may be tilted in any of the following ways: Example 1: This example 1 is not shown in the figure. The positioning groove is provided with a fixed support. The deceleration electromagnet is installed on the fixed support. The fixed support has a fixed part connected to the groove wall of the positioning groove and a connecting part. The connecting part has a receiving hole for receiving the deceleration electromagnet. Preferably, the connecting part is rotatably arranged on the fixed part, and the user can adjust the deceleration electromagnet to achieve the adjustment size to adjust the braking effect on the rotor.

[0036] Example 2: This Example 2 is not shown in the figure. The positioning groove is provided with a limiting structure. The deceleration electromagnet has a shell, and the shell is engaged with the limiting structure.

[0037] Embodiment 2: This embodiment 2 is not shown in the figure. The magnet has a positive pole facing the stator and a negative pole facing away from the stator. The deceleration electromagnet is horizontally arranged in the positioning groove and the axis of the deceleration electromagnet points to the negative pole.

[0038] As a preferred embodiment 3 of the implementation method, Figure 5 , Figure 6 As shown, the positioning groove 342 extends toward the side of the deceleration electromagnet 33 away from the accommodating chamber 341 and exposes the outer surface of the shell 34. The aircraft drive mechanism 3 is also provided with a movable part 35 in the positioning groove 342. The movable part 35 is located on the side of the deceleration electromagnet 33 away from the accommodating chamber 341. The upper end of the movable part 35 is rotatably connected to the upper wall of the positioning groove 342. The lower wall of the positioning groove 342 is provided with a limiting step (not shown in the drawings), and the limiting step abuts against the lower end of the movable part 35. The positioning groove 342 extends toward the side away from the accommodating chamber 341 of the deceleration electromagnet 33 and exposes the outer surface of the shell 34 to form an air channel. By setting the movable part 35, the heat generated by the deceleration electromagnet 33 is different under different flight conditions. Through the flexible adjustment of the movable part 35, it can be optimized according to the actual heat dissipation requirements. For example, under the condition of long-term continuous braking, the movable part 35 can maintain a large opening to ensure good heat dissipation; while in the short braking or normal flight stage, the movable part 35 can appropriately reduce the opening, which not only ensures a certain amount of heat dissipation, but also prevents excessive dust and debris from entering the positioning groove 342, which helps the deceleration electromagnet 33 maintain a good heat dissipation state, prolongs its service life and ensures stable performance.

[0039] As a preferred specific example 1 under embodiment 3: Figure 5 , Figure 6As shown, a permanent magnet is provided on the movable part 35 (not shown in the drawings), and the deceleration electromagnet 33 can drive the movable part 35 to rotate to form an air supply channel after being energized. Further, by setting the movable part 35 with a permanent magnet, the movable part 35 is opened when the deceleration electromagnet 33 is working. On the one hand, the deceleration electromagnet 33 in the working state can be accurately dissipated. When the power of the deceleration electromagnet 33 is large, the opening of the movable part 35 becomes larger, and when the power of the deceleration electromagnet 33 is small, the opening of the movable part 35 becomes smaller; on the other hand, the air supply channel is formed by the movable part 35 and the positioning groove 342, and the inclined deceleration electromagnet 33 can play a role in guiding the airflow, guiding the airflow to impact the rotor 31, improving the heat dissipation of the rotor 31 while increasing the wind resistance of the rotor 31, and further improving the deceleration effect on the rotor 31. At the same time, because the deceleration electromagnet 33 is arranged obliquely, the rotation range of the movable part 35 is not large. After the deceleration electromagnet 33 finishes its operation, the movable part 35 can rely on gravity to return to the initial position, making the adjustment of the movable part 35 more flexible and timely, and more suitable for the process of the aircraft frequently adjusting the speed of the propeller 2. It is clear to those skilled in the art that the moving part 35 can also be moved by arranging a driving part in the positioning groove, the driving part is connected to the movable part 35, and the rotation of the movable part 35 is controlled by the driving part.

[0040] It is clear to those skilled in the art that, in the present application, the negative magnetic pole 3122 may be exposed on the upper surface of the rotor 31, or may be embedded in the rotor 31, and the present application does not limit this. The positive magnetic pole 3121 may be an N pole or an S pole. In the present application, a plurality of magnets 312 may be provided, and the positive magnetic poles 3121 of the plurality of magnets 312 may be provided to be the same, or the positive magnetic poles of two adjacent magnets 312 may be provided to be different.

[0041] In the present application, the deceleration electromagnet 33 may be arranged in any of the following embodiments: Embodiment 3: This embodiment 3 is not shown in the figure, and the winding of the deceleration electromagnet is arranged. When the deceleration electromagnet is energized, it can generate a magnetic field that hinders the rotation of the rotor.

[0042] Embodiment 4: This embodiment 4 is not shown in the figure. The direction of the current passing through the deceleration electromagnet is controlled so that the deceleration electromagnet generates a magnetic field that hinders the rotation of the rotor.

[0043] In the present application, the relative arrangement of the deceleration electromagnet 33 and the magnet 312 can be any one of the following embodiments: Implementation method five: Figure 5 , Figure 6As shown, the magnet 312 has a positive magnetic pole 3121 facing the stator 32 and a negative magnetic pole 3122 facing away from the stator 32, and the deceleration electromagnet 33 is located above the side of the magnet 312 and points to the negative magnetic pole 3122. The braking magnetic field generated by the deceleration electromagnet 33 can be concentrated on the negative magnetic pole 3122, thereby improving the deceleration effect of the deceleration electromagnet 33 on the rotor 31.

[0044] Embodiment 6: This embodiment 6 is not shown in the figure. The magnet has a positive pole facing the stator and a negative pole facing away from the stator. The deceleration electromagnet is located on one side of the magnet. The deceleration electromagnet is arranged opposite to the negative pole or the positive pole.

[0045] In the present application, the magnet 312 may be arranged in any of the following embodiments: Implementation method seven: Figure 7 , Figure 8 , Fig. 9 As shown, the support structure 311 has a mounting groove 3111, and the mounting groove 3111 extends toward the rotating shaft 5. The rotor 31 is also provided with a moving member 313, and the moving member 313 is movably arranged in the mounting groove 3111. The magnet 312 is fixedly connected to the moving member 313. A traction electromagnet 36 is also provided in the mounting groove 3111. The side wall of the mounting groove 3111 is provided with a guide groove 3112. The moving member 313 is also provided with a guide protrusion 3131 that cooperates with the guide groove 3112. After the traction electromagnet 36 is energized, the magnet 312 can be moved. It is clear to those skilled in the art that the limit of the moving member 313 can be that the guide groove 3112 abuts against the guide protrusion 3131, or the width of the mounting groove 3111 is set to be smaller on the side close to the rotating shaft 5 than on the side away from the rotating shaft 5, and the limit of the moving member 313 is achieved by the abutment between the mounting groove 3111 and the moving member 313. By setting the traction electromagnet 36 to move the magnet 312 after being energized, the distribution of the magnet 312 on the rotor 31 can be adjusted, and the movement of the magnet 312 can dynamically optimize the magnetic field coupling effect between the rotor 31 and the stator 32. As the position of the magnet 312 in the installation groove 3111 changes, the direction and magnitude of the electromagnetic force on the rotor 31 can be adjusted in real time, reducing the distortion of the magnetic field and energy loss. By setting the guide groove 3112 and the guide protrusion 3131, accurate positioning is provided for the movement of the moving part 313.

[0046] Embodiment 8: Embodiment 8 is not shown in the figure. Embodiment 8 is different from Embodiment 7 in that a guide protrusion cooperating with the guide groove is provided on the magnet.

[0047] It is clear to those skilled in the art that in Embodiment 7 and Embodiment 8, a guide protrusion 3131 may be provided on the side wall of the mounting groove 3111, and a guide groove 3112 may be provided on the movable member 313 or the magnet 312, and the present application does not limit this. At the same time, a locking member may also be provided on the guide groove 3112. When the aircraft is not started, the position of the magnet 312 is adjusted to change the driving efficiency of the aircraft driving mechanism 3, and the magnet 312 is locked at the set position by the locking member.

[0048] In the seventh and eighth embodiments, the control method of the traction electromagnet 36 can be any one of the following embodiments: Embodiment 4: This embodiment 4 is not shown in the figure. The traction electromagnet has a starting state, an adjustment state, a stable state and a deceleration state. The regulator can adjust the state switching of the traction electromagnet. The traction electromagnet is in the starting state. The traction electromagnet can cooperate with the stator to work. The traction electromagnet is started to keep the magnet in the initial position, and the stator drives the rotor to rotate. After the speed of the rotor is increased, the centrifugal force of the magnet will overcome the magnetic field force of the traction electromagnet, and the magnet moves away from the shaft. The traction electromagnet enters the adjustment state, and the traction electromagnet keeps the magnetic field force unchanged; when the magnet reaches the end of the installation slot, the traction electromagnet enters the stable state, and the traction electromagnet is controlled to be closed, or the magnetic field effect is maintained unchanged; in the deceleration state, the traction electromagnet cooperates with the deceleration electromagnet and the stator to work, the deceleration electromagnet applies an obstructive magnetic field, and the stator reduces the intensity of the rotating magnetic field. After the rotor speed reaches a certain threshold, the traction electromagnet is controlled to drive the magnet to move, or the traction electromagnet and the deceleration electromagnet are started synchronously to apply a magnetic field force to the magnet to drive the magnet to move.

[0049] It is clear to those skilled in the art that, in Example 4, the speed threshold of the rotor can be set by detecting the centrifugal force of the magnet at different speeds, and this application does not limit this.

[0050] Embodiment 5: Embodiment 5 is not shown in the figure. It is different from Embodiment 4 in that the traction electromagnet gradually increases the magnetic field force as the rotor speed increases, so that the magnet remains in the initial position.

[0051] In the seventh and eighth embodiments, the traction electromagnet 36 may be arranged in any one of the following embodiments: Example 6: Figure 7 , Figure 8 , Fig. 9As shown, the mounting groove 3111 has a mounting wall 3113 close to the rotating shaft 5, and the traction electromagnet 36 is arranged on the mounting wall 3113. The traction electromagnet 36 is energized to move the magnet 312 close to the rotating shaft 5. By arranging the traction electromagnet 36 to move the magnet 312 close to the rotating shaft 5, the weight distribution of the rotor 31 is changed, the rotational inertia of the rotor 31 can be reduced, and the deceleration control of the rotor 31 is facilitated. At the same time, the magnet 312 close to the rotating shaft 5 can reduce the magnetic density between the stator 32 and the rotor 31, so that the electromagnetic torque generated by the stator 32 is reduced, and the deceleration of the rotor 31 is achieved. It can be clear to those skilled in the art that in the present application, the moving distance of the magnet 312 and the length of the mounting groove 3111 are not limited in the present application, and can be selected according to the comparison between the magnet 312 and the traction electromagnet 36, such as determining the magnetic field strength of the traction electromagnet 36 according to the centrifugal force of the magnet 312, and then determining the moving distance of the magnet 312 and the length of the mounting groove 3111.

[0052] Embodiment 7: Embodiment 7 is not shown in the figure. The mounting groove has a side wall on the side of the magnet away from the rotating shaft. The traction electromagnet is arranged on the side wall. The traction electromagnet is energized to move the magnet closer to the rotating shaft.

[0053] In the seventh and eighth embodiments, the energy supply configuration of the traction electromagnet 36 may be any one of the following embodiments: Example 8: Figure 4 , Figure 5 As shown, the regulator 4 can adjust the power of the traction electromagnet 36, the shaft 5 is provided with a fixed wire hole (not shown in the drawings), the lower end of the shaft 5 is provided with a conductive slip ring 51 that rotates synchronously with the shaft 5, the traction electromagnet 36 is connected to the conductive slip ring 51 through a connecting wire (not shown in the drawings), the connecting wire is set in the fixed wire hole, and the regulator 4 includes a brush 41 that cooperates with the conductive slip ring 51. By setting the regulator 4 to adjust the power of the stator 32, the deceleration electromagnet 33 and the traction electromagnet 36, during the deceleration process of the rotor 31, when the output power of the aircraft remains unchanged, the power of the stator 32 is reduced by the regulator 4, and the power of the deceleration electromagnet 33 and the traction electromagnet 36 is increased, so that the rotor 31 can be quickly decelerated while avoiding the power adjustment of the aircraft, optimizing the deceleration process of the rotor 31, and reducing power loss. By providing the conductive slip ring 51 and the brush 41, the regulator 4 can stably provide current to the traction electromagnet 36, realize accurate control of the traction distance and traction timing of the traction electromagnet 36, and realize the coordinated operation of the traction electromagnet 36 and the deceleration electromagnet 33. It is clear to those skilled in the art that in the present application, Figure 5As shown, the stator 32 is fixed to the housing 34, the rotating shaft 5 is rotatably set on the stator 32, the rotating shaft 5 extends toward the regulator 4, the conductive slip ring 51 is set on the side of the stator 32 away from the rotor 31, the rotating shaft 5 can be rotatably set on the regulator 4 or the rotating shaft 5 and the regulator can be spaced apart, which is not limited in this application.

[0054] Embodiment 9: This embodiment 9 is not shown in the figure. A power supply is provided on the rotor to supply energy to the traction electromagnet, and the regulator can wirelessly adjust the output power of the power supply. In this embodiment 9, one power supply can be provided on the rotor to supply power to multiple traction electromagnets, or multiple power supplies can be provided to supply power to multiple traction electromagnets respectively. Preferably, when one power supply is provided, the power supply is in the shape of a disk, and the axis of the power supply is colinear with the axis of the rotating shaft.

[0055] In the present application, the power supply of the aircraft is connected to the stator 32, the retarding electromagnet 33 and the traction electromagnet 36 through the regulator 4. The present application does not limit the setting of the regulator 4 to adjust the output power of the stator 32, the retarding electromagnet 33 and the traction electromagnet 36. The output voltage can be adjusted by setting a power transistor and changing the ratio of the conduction time of the power transistor to the period (i.e., the duty cycle). The power can also be adjusted by changing the resistance for voltage division, etc.

[0056] The present application also provides an aircraft, using the aircraft driving mechanism 3 disclosed in the present application, such as Figure 1 , Figure 2 , Figure 4 , Figure 5 As shown, the aircraft includes a body 1 and a power supply connected to a regulator 4 (not shown in the drawings), the power supply is connected to a stator 32 and a retarding electromagnet 33 through the regulator 4, and the body 1 is provided with an installation compartment 11 for accommodating the aircraft drive mechanism 3, and the installation compartment 11 is provided with an opening facing the propeller 2 (not shown in the drawings). By providing the installation compartment 11, the installation compartment 11 plays a role in fixing and protecting the aircraft drive mechanism 3, and at the same time, the installation compartment 11 provides accurate installation positioning for the aircraft drive mechanism 3.

[0057] The present application also provides a method for controlling an aircraft, using an aircraft disclosed in the present application, the aircraft also includes a control system, and the control method includes: The control system obtains user instructions and determines the flight state of the propeller according to the user instructions; The control system controls the regulator to adjust the power of the stator and the retarder electromagnet according to the flight status; Determining the propeller flight status based on user instructions includes: The flight state includes at least one of deceleration, acceleration, and constant speed; The user command includes at least one of forward, backward, left turn, right turn, ascend, and descend; At least one aircraft driving mechanism is provided to determine the flight state of each propeller according to user instructions; The control system controls the regulator to adjust the power of the stator and the retarder electromagnet according to the flight status, including: Determining that the flight state is deceleration, controlling the regulator to reduce the power of the stator and increase the power of the deceleration electromagnet; Determine that the flight state is acceleration, and obtain the state of the deceleration electromagnet; when the deceleration electromagnet is in a working state, control the regulator to increase the power of the stator and reduce the power of the deceleration electromagnet; when the deceleration electromagnet is in a non-working state, control the regulator to increase the power of the stator; Determine that the flight state is uniform speed, and obtain the state of the deceleration electromagnet; when the deceleration electromagnet is in a working state, control the regulator to reduce the power of the deceleration electromagnet and reduce the power of the stator; when the deceleration electromagnet is in a non-working state, control the regulator to keep the power of the stator stable.

[0058] It is clear to those skilled in the art that the aircraft includes the following technical features: the support structure has a mounting groove, the mounting groove extends toward the shaft, the rotor is also provided with a moving part, the moving part can be movably arranged in the mounting groove, the magnet is fixedly connected to the moving part, a traction electromagnet is also provided in the mounting groove, the side wall of the mounting groove is provided with a guide groove, the moving part is also provided with a guide protrusion that cooperates with the guide groove, and the traction electromagnet can move the magnet after being energized. In the control method disclosed in the present application, the regulator can adjust the power of the stator, the retarding electromagnet and the traction electromagnet, and the control system controls the regulator to increase or decrease the power of the traction electromagnet by obtaining the speed information of the rotor according to the speed information of the rotor. The control method of the present application determines the flight state of the propeller according to the user's command, can accurately respond to the command, flexibly adjust the flight state, and enable the aircraft to flexibly respond to various flight requirements. Through the regulator, accurate adjustment can be made for different flight states, the stability of the aircraft flight can be improved, the power adjustment can be optimized, the energy utilization efficiency can be improved, and the endurance of the aircraft can be improved. It is clear to those skilled in the art that the aircraft of the present application can also obtain the attitude information of the aircraft in real time by setting up corresponding sensors, determine the flight status of the propeller in real time by calculating the information of the sensors, and control the operation of the regulator automatically according to the flight status.

[0059] The present application also provides a reference for the speed-up setting of the rotor 31 . The speed-up efficiency of the rotor 31 can be improved by setting a speed-up electromagnet and arranging the speed-up electromagnet to act on the negative magnetic pole 3122 of the rotor 31 .

[0060] Anything not described in this application can be achieved by adopting or drawing on existing technologies.

[0061] The various embodiments in this specification are described in a progressive manner, and the same or similar parts between the various embodiments can be referenced to each other, and each embodiment focuses on the differences from other embodiments.

[0062] The above is only an embodiment of the present application and is not intended to limit the present application. For those skilled in the art, the present application may have various changes and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the scope of the claims of the present application.

Claims

1. An aircraft driving mechanism, comprising a propeller and a rotating shaft, wherein the rotating shaft is connected to the propeller, and further comprising a rotor fixedly connected to the rotating shaft and a stator arranged opposite to the rotor, wherein the stator is provided with a winding, and when the winding is energized, the rotor is driven to rotate so as to rotate the propeller, wherein: The rotor includes a disc-shaped support structure and magnets arranged at circumferential intervals along the support structure. The aircraft drive mechanism also includes a deceleration electromagnet and a regulator arranged opposite to the magnet. The regulator is connected to the stator and the deceleration electromagnet. The regulator is used to adjust the power of the stator and the deceleration electromagnet. The regulator can enable the stator and the deceleration electromagnet to reduce the rotation speed of the rotor.

2. An aircraft driving mechanism according to claim 1, characterized in that: The aircraft driving mechanism further comprises a shell, wherein the shell is provided with a housing cavity for accommodating the stator and the rotor, and the shell is further provided with a positioning groove in the housing cavity, and the deceleration electromagnet is arranged in the positioning groove.

3. An aircraft driving mechanism according to claim 2, characterized in that: The magnet has a positive magnetic pole facing the stator and a negative magnetic pole facing away from the stator. The deceleration electromagnet is tilted in the positioning groove and the axis of the deceleration electromagnet points to the negative magnetic pole. The angle between the axis of the deceleration electromagnet and the horizontal direction is α, and α satisfies: 5°≤α≤35°.

4. The aircraft driving mechanism according to claim 2, characterized in that: The positioning groove extends toward the side of the deceleration electromagnet away from the accommodating chamber and exposes the outer surface of the shell. The aircraft driving mechanism is also provided with a movable part in the positioning groove. The movable part is located on the side of the deceleration electromagnet away from the accommodating chamber. The upper end of the movable part is rotatably connected to the upper wall of the positioning groove. The lower wall of the positioning groove is provided with a limiting step, and the limiting step abuts against the lower end of the movable part.

5. An aircraft driving mechanism according to claim 4, characterized in that: The movable part is provided with a permanent magnet, and the slowing electromagnet can drive the movable part to rotate to form an air supply channel after being energized.

6. The aircraft driving mechanism according to claim 1, characterized in that: The supporting structure has an installation groove, which extends toward the rotating shaft. The rotor is also provided with a moving part, which is movably arranged in the installation groove. The magnet is fixedly connected to the moving part. A traction electromagnet is also provided in the installation groove. The side wall of the installation groove is provided with a guide groove. The moving part is also provided with a guide protrusion that cooperates with the guide groove. The traction electromagnet can move the magnet after power is supplied.

7. An aircraft driving mechanism according to claim 6, characterized in that: The mounting groove has a mounting wall close to the rotating shaft, the traction electromagnet is arranged on the mounting wall, and the traction electromagnet is energized to make the magnet move close to the rotating shaft.

8. An aircraft driving mechanism according to claim 7, characterized in that: The regulator can adjust the power of the traction electromagnet, the rotating shaft is provided with a wire fixing hole, the lower end of the rotating shaft is provided with a conductive slip ring that rotates synchronously with the rotating shaft, the traction electromagnet is connected to the conductive slip ring through a connecting wire, the connecting wire is set in the wire fixing hole, and the regulator includes a brush that cooperates with the conductive slip ring.

9. An aircraft, using the aircraft driving mechanism according to claim 1, characterized in that: The aircraft includes a body and a power source connected to the regulator, the power source is connected to the stator and the deceleration electromagnet through the regulator, the body is provided with an installation compartment for fixing the aircraft drive mechanism, and the installation compartment is provided with an opening facing the propeller.

10. A method for controlling an aircraft, using the aircraft as claimed in claim 9, wherein the aircraft further comprises a control system, characterized in that: The control method comprises: The control system obtains a user instruction and determines a flight state of the propeller according to the user instruction; The control system controls the regulator to adjust the power of the stator and the retarding electromagnet according to the flight state; Determining the flight state of the propeller according to the user instruction includes: The flight state includes at least one of deceleration, acceleration, and constant speed; The user instruction includes at least one of forward, left turn, right turn, ascend, and descend; At least one aircraft driving mechanism is provided to determine the flight state of each propeller according to the user instruction; The control system controls the regulator to adjust the power of the stator and the retarding electromagnet according to the flight state, including: Determining that the flight state is deceleration, controlling the regulator to reduce the power of the stator and increase the power of the deceleration electromagnet; Determine that the flight state is acceleration, and obtain the state of the deceleration electromagnet; when the deceleration electromagnet is in a working state, control the regulator to increase the power of the stator and reduce the power of the deceleration electromagnet; when the deceleration electromagnet is in a non-working state, control the regulator to increase the power of the stator; Determine that the flight state is uniform speed, and obtain the state of the deceleration electromagnet; when the deceleration electromagnet is in a working state, control the regulator to reduce the power of the deceleration electromagnet and reduce the power of the stator; when the deceleration electromagnet is in a non-working state, control the regulator to keep the power of the stator stable.

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