An aircraft drive mechanism, an aircraft, and a control method

Abstract

The application discloses an aircraft driving mechanism, an aircraft and a control method, relates to the technical field of aircrafts, and 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, the winding drives the rotor to rotate to make the propeller rotate after being electrified, the rotor comprises a support structure and a magnet, the aircraft driving mechanism further comprises a speed reduction electromagnet and an adjuster which are arranged opposite to the magnet, the adjuster is connected with the stator and the speed reduction electromagnet, the adjuster is used for adjusting the power of the stator and the speed reduction electromagnet, and the adjuster can reduce the rotating speed of the rotor. The application provides an aircraft driving mechanism, so as to solve the technical problem that the rotating inertia of the rotor of the existing aircraft driving mechanism is large, speed reduction is difficult, the output power of the aircraft needs to be frequently adjusted to reduce the rotating speed of the rotor, and the endurance of the aircraft is reduced.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of aircraft, and particularly relates to an aircraft driving mechanism, an aircraft and a control method. BACKGROUND

[0002] The existing aircraft 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 take-off and landing of the aircraft. In order to save the space of the aircraft and provide higher power, the driving mechanism has a stator and a rotor arranged oppositely. The stator is provided with a winding, and the rotor is arranged with a permanent magnet. The winding forms an electromagnet by being electrified, and the rotor rotates by acting on the permanent magnet on the rotor. During use of the aircraft with multiple driving mechanisms, the aircraft needs to be raised, lowered and turned by controlling the rotation of the propeller. At this time, the propeller at the corresponding position needs to be decelerated or accelerated.

[0003] Therefore, during flight of the aircraft, the driving mechanism needs to frequently adjust the speed of the propeller to realize turning 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 magnet arranged on the disc structure further increases the weight of the rotor. During height adjustment and turning of the aircraft, the rotational inertia of the rotor is too large. The turning and height adjustment of the aircraft need to overcome the rotational inertia of the rotor, which makes it difficult for the aircraft to realize rapid and flexible attitude adjustment. Moreover, the aircraft consumes a large amount of electric energy due to the large inertia of the rotor each time the aircraft is decelerated, which affects the endurance of the aircraft. The power supply of the existing aircraft needs to frequently change the output power to match the power adjustment of the stator during deceleration, which leads to large energy loss, easily affects the performance of the battery, and causes low endurance of the aircraft. Moreover, during emergency braking of the aircraft, the stator 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

[0004] The present application provides an aircraft driving mechanism to solve the technical problems that the rotational inertia of the rotor of the existing aircraft driving mechanism is large, the aircraft is difficult to adjust attitude and decelerate, the output power of the aircraft needs to be frequently adjusted to decelerate the rotor, and the endurance of the aircraft is reduced.

[0005] The first object of the present application is to provide an aircraft driving mechanism, and the technical scheme adopted is as follows:

[0006] The application discloses an aircraft driving mechanism, which comprises a propeller, a rotating shaft connected with the propeller, a rotor fixedly connected with the rotating shaft, a stator oppositely arranged with the rotor, a winding provided on the stator, a magnet provided on the rotor, a brake electromagnet oppositely arranged with the magnet, and an adjuster connected with the stator and the brake electromagnet.

[0007] The aircraft driving mechanism further comprises the following additional technical features in the first aspect of the application.

[0008] The aircraft driving mechanism further comprises a shell, wherein the shell is provided with a receiving cavity for accommodating the stator and the rotor, and the shell is further provided with a positioning groove in the receiving cavity, and the brake electromagnet is arranged in the positioning groove.

[0009] The magnet is provided with a positive magnetic pole facing the stator and a negative magnetic pole facing away from the stator, the brake electromagnet is arranged in the positioning groove in an inclined manner, and an axis of the brake electromagnet is directed to the negative magnetic pole, wherein an included angle between the axis of the brake electromagnet and a horizontal direction is alpha (α), and the alpha satisfies 5°≤α≤35°.

[0010] The positioning groove extends towards a side, away from the receiving cavity, of the brake electromagnet and exposes an outer surface of the shell, and the aircraft driving mechanism is further provided with a movable piece in the positioning groove, wherein the movable piece is located at the side, away from the receiving cavity, of the brake electromagnet, an upper wall of the positioning groove is rotationally connected with an upper end of the movable piece, a lower wall of the positioning groove is provided with a limiting step, and the limiting step is in abutment with a lower end of the movable piece.

[0011] The movable piece is provided with a permanent magnet, and the brake electromagnet can drive the movable piece to rotate to form an air supply channel when the brake electromagnet is electrified.

[0012] The support structure is provided with a mounting groove extending towards the rotating shaft, the rotor is further provided with a moving piece movably arranged in the mounting groove, the magnet is fixedly connected with the moving piece, the mounting groove is further provided with a traction electromagnet, a side wall of the mounting groove is provided with a guide groove, and the moving piece is further provided with a guide protrusion matched with the guide groove, and the magnet can be moved when the traction electromagnet is electrified.

[0013] The mounting groove is provided with a mounting wall close to the rotating shaft, and the traction electromagnet is arranged on the mounting wall, so that the magnet can be moved close to the rotating shaft when the traction electromagnet is electrified.

[0014] The adjuster can adjust the power of the traction electromagnet, the rotating shaft is provided with a wire fixing hole, a conductive slip ring is arranged on the lower end of the rotating shaft and rotates synchronously with the rotating shaft, the traction electromagnet is connected with the conductive slip ring through a connecting wire, the connecting wire is arranged in the wire fixing hole, and the adjuster comprises an electric brush matched with the conductive slip ring.

[0015] The second object of the present application is to provide an aircraft, which utilizes the aircraft driving mechanism as described in the first object, the aircraft comprising a body and a power supply connected with the regulator, the power supply being connected with the stator and the retarder electromagnet through the regulator, the body being provided with a mounting bin for fixing the aircraft driving mechanism, the mounting bin being provided with an opening facing the propeller.

[0016] The third object of the present application is to provide a control method of an aircraft, which utilizes the aircraft as described in the second object, the aircraft further comprising a control system, the control method comprising:

[0017] The control system obtains a user instruction, and determines a flight state of the propeller according to the user instruction;

[0018] The control system controls the regulator to adjust the power of the stator and the retarder electromagnet according to the flight state;

[0019] The determination of the flight state of the propeller according to the user instruction comprises:

[0020] The flight state comprises at least one of deceleration, acceleration and constant speed;

[0021] The user instruction comprises at least one of forward, backward, left steering, right steering, ascending and descending;

[0022] The aircraft driving mechanism is provided with at least one, and the flight state of each propeller is determined according to the user instruction;

[0023] The control of the control system according to the flight state comprises:

[0024] When the flight state is determined as deceleration, the control system controls the regulator to reduce the power of the stator and increase the power of the retarder electromagnet;

[0025] When the flight state is determined as acceleration, the state of the retarder electromagnet is obtained; when the retarder electromagnet is in a working state, the control system controls the regulator to increase the power of the stator and reduce the power of the retarder electromagnet; when the retarder electromagnet is in a non-working state, the control system controls the regulator to increase the power of the stator;

[0026] When the flight state is determined as constant speed, the state of the retarder electromagnet is obtained; when the retarder electromagnet is in a working state, the control system controls the regulator to reduce the power of the retarder electromagnet and reduce the power of the stator; when the retarder electromagnet is in a non-working state, the control system controls the regulator to keep the power of the stator stable.

[0027] By adopting the above technical solutions, the present application has the following beneficial effects:

[0028] 1、The application sets the rotor to include a disc-shaped support structure and magnets arranged circumferentially along the support structure, and the rotor is driven to rotate by the energization of the winding, which can reduce the axial space of the aircraft driving mechanism and save the space of the aircraft. By setting the deceleration electromagnet, the regulator can control the power of the stator and the deceleration electromagnet to reduce the magnetic field strength of the stator, and the electromagnetic force generated by the deceleration electromagnet can offset the rotational inertia of the rotor to achieve rapid deceleration of the rotor, so that the aircraft can quickly and flexibly adjust the attitude. At the same time, the stator does not need to generate a reverse electromagnetic torque to effectively avoid the consumption of a large amount of electric energy by the stator. The deceleration electromagnet is mainly used for the deceleration process of the rotor, and is arranged opposite to the magnet, which can more directly hinder the rotation of the rotor. When the deceleration electromagnet generates a braking magnetic field, it can fully utilize electric energy. In an embodiment, the deceleration electromagnet only needs to work for a short time during the deceleration stage, 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 deceleration electromagnet mainly acts on a local area of the rotor, and compared with the large-scale rotating magnetic field generated by the stator, the range of action of the deceleration electromagnet is concentrated, avoiding the waste of magnetic field energy. By setting the regulator, the power of the stator and the deceleration electromagnet can be accurately adjusted, the deceleration and acceleration of the propeller can be realized under the condition that the output power of the aircraft remains unchanged, and energy loss caused by frequent adjustment of the output power of the aircraft can be avoided. In an embodiment, the aircraft needs to frequently adjust the propeller speed, and when the propeller needs to be decelerated, the regulator reduces the power of the stator and increases the power of the deceleration electromagnet, which not only reduces the strength of the rotating magnetic field but also enables the deceleration electromagnet to generate a braking magnetic field. The rotor speed can be reduced while ensuring that the output power of the aircraft remains unchanged, and the deceleration process of the rotor can be optimized to enable the rotor to decelerate smoothly. Moreover, the cooperation of the deceleration electromagnet and the stator helps to realize 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 deceleration electromagnet is reduced and the power of the stator is increased to realize rapid acceleration of the rotor, avoiding a large adjustment of the power of the aircraft, which leads to energy waste and causes the performance of the power supply of the aircraft to deteriorate.

[0029] 2、As a preferred embodiment of the application, the housing and the accommodating cavity are provided to modularize the aircraft driving mechanism, which facilitates the installation, replacement and maintenance of the aircraft driving mechanism. The positioning groove provided in the accommodating cavity facilitates the installation and positioning of the deceleration electromagnet, and the design of the positioning groove provides a special space for the deceleration electromagnet, making the internal layout of the aircraft driving mechanism more compact and reasonable. The deceleration electromagnet installed in the positioning groove can be well supported and fixed.

[0030] 3. In a preferred embodiment of this application, a decelerating electromagnet is inclinedly positioned in the positioning slot and points towards the negative magnetic pole. The angle between the axis of the decelerating electromagnet and the horizontal direction is α, where α satisfies 5°≤α≤35°. This ensures that the magnetic field of the decelerating electromagnet primarily acts on the negative magnetic pole, improving the braking effect on the rotor. Furthermore, it allows the magnetic field of the decelerating electromagnet to be relatively independent from the stator's rotating magnetic field, providing good spatial separation and preventing excessive magnetic field superposition within the stator's rotating magnetic field. The α value of 5°≤α≤35° also ensures that the magnetic field of the decelerating electromagnet functions within the effective area avoiding the stator's rotating magnetic field, reducing interference and simplifying domain flipping, thereby reducing hysteresis loss and energy waste.

[0031] 4. In a preferred embodiment of this application, the positioning groove extends toward the side of the decelerating electromagnet away from the receiving cavity and protrudes from the outer surface of the shell, forming an air channel. By setting movable parts, the heat generated by the decelerating electromagnet varies under different flight conditions. Through flexible adjustment of the movable parts, it can be optimized according to the actual heat dissipation requirements. For example, under the condition of long-term continuous braking, the movable parts can maintain a large opening to ensure good heat dissipation; while during short-term braking or normal flight, the movable parts can appropriately reduce the opening to ensure a certain amount of heat dissipation and prevent too much dust and debris from entering the positioning groove. This helps the decelerating electromagnet maintain a good heat dissipation state, extend its service life, and ensure stable performance.

[0032] Furthermore, by incorporating permanent magnets into the movable components, the components open when the decelerating electromagnet is in operation. This allows for precise heat dissipation of the electromagnet during operation; the opening of the components increases when the electromagnet's power is high and decreases when its power is low. Additionally, the movable components and positioning slots form an airflow channel, and the tilted electromagnet guides the airflow, impacting the rotor and improving heat dissipation while increasing wind resistance, further enhancing the rotor's deceleration effect. Simultaneously, the tilted arrangement of the electromagnet limits the rotation range of the movable components, allowing them to return to their initial position by gravity after operation. This makes adjustments more flexible and timely, better suited to the frequent propeller speed adjustments required by the aircraft.

[0033] 5. In a preferred embodiment of this application, by energizing the traction electromagnet, the magnet can be moved, thereby adjusting the distribution of magnets on the rotor. The movement of the magnets can dynamically optimize the magnetic field coupling effect between the rotor and the stator. As the position of the magnets changes within the mounting slot, the direction and magnitude of the electromagnetic force on the rotor can be adjusted in real time, reducing magnetic field distortion and energy loss. By providing guide slots and guide protrusions, precise positioning is provided for the movement of the moving parts.

[0034] Further, by setting the traction electromagnet to move the magnet close to the rotating shaft, the weight distribution of the rotor is changed, the rotational inertia of the rotor is reduced, the speed reduction control of the rotor is facilitated, and the magnet close to the rotating shaft can reduce the magnetic density between the stator and the rotor, so that the electromagnetic torque generated by the stator is reduced, and the speed reduction of the rotor is realized.

[0035] 6、As a preferred embodiment of the present application, by setting the regulator to adjust the power of the stator, the speed reduction electromagnet and the traction electromagnet, during the speed reduction process of the rotor, the power of the stator is reduced by the regulator, and the power of the speed reduction electromagnet and the traction electromagnet is increased, so that the rotor can be quickly speeded down while avoiding the power adjustment of the aircraft, optimizing the speed reduction process of the rotor, and reducing the power loss. By setting the conductive slip ring and the brush, the regulator can stably provide current to the traction electromagnet, accurately control the traction distance and traction timing of the traction electromagnet, and realize the cooperation of the traction electromagnet and the speed reduction electromagnet.

[0036] 7、The present application discloses a kind of aircraft, by setting installation warehouse, installation warehouse plays the role of fixing and protection to aircraft driving mechanism, simultaneously installation warehouse provides accurate installation positioning for aircraft driving mechanism.

[0037] 8、The present application discloses a kind of control method of aircraft, by setting control system according to user instruction to determine the flight state of propeller, can accurately respond instruction, flexibly adjust flight state, so that aircraft can flexibly respond to various flight needs. By regulator, accurate adjustment can be carried out for different flight states, improve the stability of aircraft flight, can optimize power regulation, improve energy utilization efficiency, improve the endurance of aircraft. BRIEF DESCRIPTION OF DRAWINGS

[0038] The drawings described herein are used to provide further understanding of the present application, and form 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 improper limitation on the present application. In the drawings:

[0039] Figure 1 is a schematic diagram of the aircraft in a preferred embodiment of the present application;

[0040] Figure 2 is a shaft side view of the aircraft driving mechanism in a preferred embodiment of the present application;

[0041] Figure 3 is a schematic diagram of the rotating shaft installation of the aircraft driving mechanism in a preferred embodiment of the present application;

[0042] Figure 4 is an assembly top view of the rotating shaft of the aircraft driving mechanism in a preferred embodiment of the present application;

[0043] Figure 5 for Figure 4 Sectional view along axis AA;

[0044] Figure 6 for Figure 5 Enlarged view of part A;

[0045] Figure 7 This is a schematic diagram of the installation of the stator, shaft, and rotor according to a preferred embodiment of this application;

[0046] Figure 8 for Figure 7 BB-direction sectional view;

[0047] Figure 9 for Figure 8 Enlarged view of part B.

[0048] Figure label:

[0049] 1. Body; 11. Installation compartment;

[0050] 2. Propeller;

[0051] 3. Aircraft drive 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. Decelerating electromagnet; 34. Shell; 341. Receiving cavity; 342. Positioning slot; 35. Moving part; 36. Traction electromagnet;

[0052] 4. Regulator; 41. Brush;

[0053] 5. Rotating shaft; 51. Conductive slip ring. Detailed Implementation

[0054] To more clearly illustrate the overall concept of this application, a detailed explanation is provided below with reference to the accompanying drawings.

[0055] Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application may also be implemented in other ways different from those described herein. Therefore, the scope of protection of this application is not limited to the specific embodiments disclosed below. It should be noted that, unless otherwise specified, the embodiments of this application and the features thereof can be combined with each other.

[0056] like Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 ,Figure 6 As shown in the figure, an aircraft driving mechanism 3, the aircraft driving mechanism 3 includes a propeller 2 and a rotating shaft 5, the rotating shaft 5 is connected with the propeller 2, the aircraft driving mechanism 3 includes a rotor 31 fixedly connected with the rotating shaft 5 and a stator 32 oppositely arranged with the rotor 31, the stator 32 is provided with a winding 321, the winding 321 drives the rotor 31 to rotate to make the propeller 5 rotate after being electrified, the rotor 31 includes a disc-shaped support structure 311 and a plurality of magnetic bodies 312 arranged along the circumference of the support structure 311 at intervals, the aircraft driving mechanism 3 further includes a retarder electromagnet 33 oppositely arranged with the magnetic body 312 and an adjuster 4, the adjuster 4 is connected with the stator 32 and the retarder electromagnet 33, the adjuster 4 is used for adjusting the power of the stator 32 and the retarder electromagnet 33, and the adjuster 4 can make the stator 32 and the retarder electromagnet 33 reduce the rotating speed of the rotor 31.

[0057] The application can reduce the axial space of the aircraft driving mechanism 3, save the space of the aircraft by setting the rotor 31 including a disc-shaped support structure 311 and magnets 312 arranged along the circumference of the support structure 311, and driving the rotor 31 to rotate by energizing the winding 321. The governor 4 can reduce the magnetic field strength of the stator 32 by controlling the power of the stator 32 and the deceleration electromagnet 33, offset the rotational inertia of the rotor 31 by the electromagnetic force generated by the deceleration electromagnet 33, realize the rapid deceleration of the rotor 31, and make the aircraft quickly and flexibly adjust the attitude. At the same time, the stator 32 does not need to generate a reverse electromagnetic torque to effectively avoid the stator 32 from consuming a large amount of electric energy. The deceleration electromagnet 33 is mainly aimed at the deceleration process of the rotor 31, and is arranged opposite to the magnets 312, which can more directly hinder the rotation of the rotor 31. The deceleration electromagnet 33 can fully utilize the electric energy when generating the braking magnetic field. In an embodiment, the deceleration electromagnet 33 only needs to work for a short time in the deceleration stage, 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 deceleration electromagnet 33 mainly acts on the local area of the rotor 31, compared with the large range of rotating magnetic field generated by the stator 32, the range of action of the deceleration electromagnet 33 is concentrated, avoiding the waste of magnetic field energy. By setting the governor 4, the power of the stator 32 and the deceleration electromagnet 33 can be accurately adjusted, the deceleration and acceleration of the propeller 2 can be realized under the condition that the output power of the aircraft is unchanged, and the electric energy loss caused by frequent adjustment of the output power of the aircraft can be avoided. In an embodiment, the aircraft needs to frequently adjust the speed of the propeller 2. When the propeller 2 needs to be decelerated, the governor reduces the power of the stator 32 and increases the power of the deceleration electromagnet 33, which can not only reduce the strength of the rotating magnetic field but also make the deceleration electromagnet 33 generate a braking magnetic field. The speed of the rotor 31 can be reduced under the condition that the output power of the aircraft is unchanged, and the deceleration process of the rotor 31 can be optimized to make the rotor 31 decelerate smoothly. Moreover, the cooperation of the deceleration electromagnet 33 and the stator 32 is helpful to realize the smooth switching of the speed of the aircraft and improve the flexibility of the aircraft. When the propeller 2 needs to be accelerated, the power of the deceleration electromagnet 33 is reduced and the power of the stator 32 is increased to realize the rapid acceleration of the rotor 31, avoiding the large adjustment of the power of the aircraft, which can cause energy waste and cause the performance of the power supply of the aircraft to decline.

[0058] As can be clearly seen by those skilled in the art, the magnets 312 can be electromagnets or permanent magnets, and the number of the magnets 312 is not limited in the application.

[0059] In the application, the deceleration electromagnet 33 can be arranged in any of the following embodiments:

[0060] Embodiment one: as Figure 2 , Figure 4 ,Figure 5 , Figure 6 As shown, the aircraft drive mechanism 3 also includes a housing 34. The housing 34 has a receiving cavity 341 for accommodating the stator 32 and the rotor 31. The housing 34 also has a positioning groove 342 in the receiving cavity 341, and the decelerating electromagnet 33 is disposed in the positioning groove 342. By setting the housing 34 and the receiving cavity 341, the aircraft drive mechanism 3 can be modularized, which facilitates the installation, replacement and maintenance of the aircraft drive mechanism 3. The positioning groove 342 in the receiving cavity 341 facilitates the installation and positioning of the decelerating electromagnet 33. The design of the positioning groove 342 provides a dedicated space for the decelerating electromagnet 33, making the internal layout of the aircraft drive mechanism 3 more compact and reasonable. The decelerating electromagnet 33 is well supported and fixed when installed in the positioning groove 342.

[0061] Implementation Method 2: This implementation method is not illustrated. The aircraft drive mechanism also includes a housing. The housing has a receiving cavity for accommodating the stator and the rotor. The housing has a protrusion in the receiving cavity, and the slowing electromagnet is fixed to the protrusion.

[0062] In the first embodiment, the slow-moving electromagnet 33 can be disposed in the positioning groove 342 in any of the following embodiments:

[0063] Example 1: As Figure 5 , Figure 6 As shown, magnet 312 has a positive magnetic pole 3121 facing the stator 32 and a negative magnetic pole 3122 facing away from the stator 32. Decelerating electromagnet 33 is inclinedly disposed in positioning groove 342, with its axis pointing towards the negative magnetic pole 3122. The angle between the axis of decelerating electromagnet 33 and the horizontal direction is α, where α satisfies: 5°≤α≤35°. In this embodiment 1, by statistically analyzing the changes in the deceleration of rotor 31 under different angle α values, it can be concluded that when 15°≤α≤25°, the decelerating electromagnet 33 can guide a larger airflow, and the generated braking magnetic field can better act on rotor 3, further optimizing the deceleration process of rotor 3. By setting the decelerating electromagnet 33 at an angle in the positioning slot 342 and pointing towards the negative magnetic pole 3122, with the axis of the decelerating electromagnet 33 making an angle α with the horizontal direction, where α satisfies 5°≤α≤35°, the magnetic field of the decelerating electromagnet 33 mainly acts on the negative magnetic pole 3122, improving the braking effect on the rotor 31. Furthermore, it allows the magnetic field of the decelerating electromagnet 33 to be relatively independent from the rotating magnetic field of the stator 32, ensuring good spatial separation and preventing excessive magnetic field superposition within the rotating magnetic field of the stator 32. Moreover, the α-satisfaction of 5°≤α≤35° allows the magnetic field of the decelerating electromagnet 33 to function effectively within the region avoiding the rotating magnetic field of the stator 32, reducing interference with the rotating magnetic field of the stator 32, lowering the complexity of domain flipping, and thus reducing hysteresis loss and energy waste.

[0064] In embodiment 1, the retarder electromagnet 33 can be arranged in any of the following manners:

[0065] Example 1: In this example 1, the positioning slot is provided with a fixed support, the retarder electromagnet is mounted on the fixed support, the fixed support has a fixed part connected with the slot wall of the positioning slot and a connecting part, the connecting part has a receiving hole for receiving the retarder electromagnet. As a preferred embodiment, the connecting part is rotatably arranged on the fixed part, and the user can adjust the retarder electromagnet to achieve the desired size of adjustment to adjust the braking effect on the rotor.

[0066] Example 2: In this example 2, the positioning slot is provided with a limiting structure, and the retarder electromagnet has a shell which is clamped with the limiting structure.

[0067] Embodiment 2: In this embodiment 2, the magnet has a positive magnetic pole facing the stator and a negative magnetic pole facing away from the stator, and the retarder electromagnet is arranged horizontally in the positioning slot with the axis of the retarder electromagnet pointing to the negative magnetic pole.

[0068] As a preferred embodiment 3 under the implementation manner, as shown in Figure 5 、 Figure 6 The positioning slot 342 extends towards the side of the retarder electromagnet 33 away from the receiving cavity 341 and exposes the outer surface of the shell 34, and the aircraft driving mechanism 3 is further provided with a movable piece 35 in the positioning slot 342, which is located on the side of the retarder electromagnet 33 away from the receiving cavity 341, the upper end of the movable piece 35 is rotatably connected with the upper wall of the positioning slot 342, and the lower wall of the positioning slot 342 is provided with a limiting step (not shown in the figure), which abuts against the lower end of the movable piece 35. The positioning slot 342 extends towards the side of the retarder electromagnet 33 away from the receiving cavity 341 and exposes the outer surface of the shell 34, forming an air passage. By arranging the movable piece 35, the heat generated by the retarder electromagnet 33 is different under different flight conditions, and by adjusting the movable piece 35 flexibly, the actual heat dissipation demand can be optimized, such as keeping a large opening of the movable piece 35 under the condition of long-time continuous braking to ensure good heat dissipation; while in the stage of short-time braking or normal flight, the opening of the movable piece 35 can be appropriately reduced, which not only ensures a certain heat dissipation, but also prevents too much dust and debris from entering the positioning slot 342, which helps to keep the retarder electromagnet 33 in good heat dissipation state, prolongs its service life and ensures stable performance.

[0069] As a preferred specific example 1 under embodiment 3: as shown in Figure 5 、 Figure 6As shown, the movable part 35 is provided with a permanent magnet (not shown in the figure), and the slow-speed electromagnet 33 can drive the movable part 35 to rotate to form an air supply channel after being powered on. Further, by providing the movable part 35 with a permanent magnet, the movable part 35 is opened when the slow-speed electromagnet 33 is working, which can on one hand accurately cool the slow-speed electromagnet 33 in the working state, and make the opening of the movable part 35 larger when the power of the slow-speed electromagnet 33 is larger, and make the opening of the movable part 35 smaller when the power of the slow-speed electromagnet 33 is smaller; on the other hand, the slow-speed electromagnet 33 is arranged obliquely to guide the airflow, and the guided airflow impacts the rotor 31, which increases the wind resistance of the rotor 31 and further improves the deceleration effect on the rotor 31. At the same time, because the slow-speed electromagnet 33 is arranged obliquely, the rotation range of the movable part 35 is not large, and after the slow-speed electromagnet 33 finishes working, the movable part 35 can return to the initial position by gravity, which makes the adjustment of the movable part 35 more flexible and timely, and more suitable for the process of frequently adjusting the rotation speed of the propeller 2 of the aircraft. It can be clearly understood by those skilled in the art that the moving mode of the movable part 35 can also be achieved by providing a driving part in the positioning groove, and the driving part is connected to the movable part 35, and the rotation of the movable part 35 is controlled by the driving part.

[0070] It can be clearly understood by those skilled in the art that in the present application, the negative magnetic pole 3122 can be exposed on the upper surface of the rotor 31, or can be embedded in the rotor 31, which is not limited in the present application. The positive magnetic pole 3121 can be N pole or S pole, and in the present application, the magnet 312 can be provided with multiple, and the positive magnetic poles 3121 of the multiple magnets 312 can be the same or different.

[0071] In the present application, the slow-speed electromagnet 33 can be arranged in any of the following embodiments:

[0072] Embodiment three: this embodiment three is not shown, and the winding of the slow-speed electromagnet is arranged, and the slow-speed electromagnet can generate a magnetic field that hinders the rotation of the rotor after being powered on.

[0073] Embodiment four: this embodiment four is not shown, and the current direction through the slow-speed electromagnet is controlled to make the slow-speed electromagnet generate a magnetic field that hinders the rotation of the rotor.

[0074] In the present application, the slow-speed electromagnet 33 and the magnet 312 can be arranged in any of the following embodiments:

[0075] Embodiment five: as 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 the side away from the stator 32, and the retarding 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 retarding electromagnet 33 can be concentrated on the negative magnetic pole 3122, thereby improving the retarding effect of the retarding electromagnet 33 on the rotor 31.

[0076] Embodiment six: The embodiment six is not shown in the figure. The magnet has a positive magnetic pole facing the stator and a negative magnetic pole facing the side away from the stator, and the retarding electromagnet is located on one side of the magnet and is arranged opposite to the negative magnetic pole or the positive magnetic pole.

[0077] In this application, the magnet 312 can be arranged in any of the following embodiments:

[0078] Embodiment seven: As shown in the figure, Figure 7 , Figure 8 , Figure 9 The support structure 311 has a mounting groove 3111 extending towards the rotating shaft 5, and the rotor 31 further comprises a moving piece 313 movably arranged in the mounting groove 3111. The magnet 312 is fixedly connected to the moving piece 313, and the mounting groove 3111 further comprises a traction electromagnet 36. The side wall of the mounting groove 3111 is provided with a guide groove 3112, and the moving piece 313 is further provided with a guide protrusion 3131 matched with the guide groove 3112. The magnet 312 can be moved after the traction electromagnet 36 is energized. It is clear to those skilled in the art that the limit of the moving piece 313 can be the abutment of the guide groove 3112 and the guide protrusion 3131, or the width of the mounting groove 3111 near the rotating shaft 5 side can be smaller than that away from the rotating shaft 5 side, and the limit of the moving piece 313 can be achieved by abutting the mounting groove 3111 and the moving piece 313. By arranging the traction electromagnet 36, the magnet 312 can be moved after being energized, and the distribution of the magnet 312 on the rotor 31 can be adjusted. The movement of the magnet 312 can dynamically optimize the magnetic field coupling effect between the rotor 31 and the stator 32. With the change of the position of the magnet 312 in the mounting groove 3111, the direction and size of the electromagnetic force acting on the rotor 31 can be adjusted in real time, thereby reducing the distortion of the magnetic field and energy loss. By arranging the guide groove 3112 and the guide protrusion 3131, the movement of the moving piece 313 is precisely positioned.

[0079] Embodiment eight: The embodiment eight is not shown in the figure. The difference between the embodiment eight and the embodiment seven is that the magnet is provided with a guide protrusion matched with the guide groove.

[0080] It is clear to those skilled in the art that in the seventh embodiment and the eighth embodiment, the guiding protrusion 3131 can also be arranged on the side wall of the installation groove 3111, and the moving member 313 or the magnet 312 is arranged with the guide groove 3112, which is not limited in the application. Meanwhile, the guide groove 3112 can also be arranged with a locking member. In the non-starting stage of the aircraft, 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 through the locking member.

[0081] In the seventh embodiment and the eighth embodiment, the control mode of the traction electromagnet 36 can be any one of the following embodiments:

[0082] Embodiment 4: The embodiment 4 is not shown. The traction electromagnet has a starting state, an adjusting state, a stable state and a deceleration state. The regulator can adjust the state switching of the traction electromagnet. When 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 at 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, the magnet moves away from the rotating shaft, the traction electromagnet enters the adjusting state, and the traction electromagnet keeps the magnetic field force unchanged. When the magnet reaches the end of the installation groove, the traction electromagnet enters the stable state, and the control of the traction electromagnet is closed or the magnetic field force is maintained. In the deceleration state, the traction electromagnet cooperates with the retarder electromagnet and the stator to work. The retarder electromagnet applies a blocking magnetic field, and the stator reduces the strength of the rotating magnetic field. When the speed of the rotor reaches a certain threshold, the traction electromagnet is controlled to drive the magnet to move, or the traction electromagnet and the retarder electromagnet are started synchronously to exert a magnetic field force on the magnet to drive the magnet to move.

[0083] It is clear to those skilled in the art that in the embodiment 4, the speed threshold of the rotor can be set by detecting the centrifugal force of the magnet at different speeds, which is not limited in the application.

[0084] Embodiment 5: The embodiment 5 is not shown. The difference from the embodiment 4 is that the traction electromagnet gradually increases the magnetic field force with the increase of the speed of the rotor to keep the magnet at the initial position.

[0085] In the seventh embodiment and the eighth embodiment, the setting mode of the traction electromagnet 36 can be any one of the following embodiments:

[0086] Embodiment 6: As Figure 7 、 Figure 8 、 Figure 9As shown, the mounting groove 3111 has a mounting wall 3113 near the rotating shaft 5. A traction electromagnet 36 is disposed on the mounting wall 3113. When the traction electromagnet 36 is energized, the magnet 312 moves closer to the rotating shaft 5. By using the traction electromagnet 36 to move the magnet 312 closer to the rotating shaft 5, the weight distribution of the rotor 31 is changed, reducing the rotational inertia of the rotor 31 and facilitating deceleration control of the rotor 31. Simultaneously, the proximity of the magnet 312 to the rotating shaft 5 reduces the magnetic density between the stator 32 and the rotor 31, decreasing the electromagnetic torque generated by the stator 32 and achieving deceleration of the rotor 31. Those skilled in the art will understand that in this application, the moving distance of the magnet 312 and the length of the mounting groove 3111 are not limited and can be selected based on a comparison of the magnet 312 and the traction electromagnet 36. For example, the magnetic field strength of the traction electromagnet 36 can be determined based on the centrifugal force of the magnet 312, thereby determining the moving distance of the magnet 312 and the length of the mounting groove 3111.

[0087] Example 7: This example 7 is not shown. The mounting groove has a side wall on the side of the magnet away from the rotating shaft. The traction electromagnet is disposed on the side wall. When the traction electromagnet is energized, the magnet moves closer to the rotating shaft.

[0088] In embodiments seven and eight, the power supply method for the traction electromagnet 36 can be any one of the following embodiments:

[0089] Example 8: As Figure 4 , Figure 5 As shown, the regulator 4 can adjust the power of the traction electromagnet 36. The rotating shaft 5 is provided with a wire fixing hole (not shown in the attached figure). The lower end of the rotating shaft 5 is provided with a conductive slip ring 51 that rotates synchronously with the rotating shaft 5. The traction electromagnet 36 is connected to the conductive slip ring 51 through a connecting wire (not shown in the attached figure). The connecting wire is set in the wire fixing hole. 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, while keeping the output power of the aircraft constant, the regulator 4 reduces the power of the stator 32 and increases the power of the deceleration electromagnet 33 and the traction electromagnet 36. This allows the rotor 31 to decelerate quickly while avoiding power adjustment of the aircraft, optimizing the deceleration process of the rotor 31 and reducing power loss. By setting the conductive slip ring 51 and brush 41, the regulator 4 can stably provide current to the traction electromagnet 36, achieving precise control of the traction distance and traction timing of the traction electromagnet 36, and enabling the traction electromagnet 36 and the decelerating electromagnet 33 to work together. Those skilled in the art will understand that in this application, as... Figure 5As shown, the stator 32 is fixed to the housing 34, the rotating shaft 5 is rotatably arranged on the stator 32, the rotating shaft 5 extends towards the governor 4, the conductive slip ring 51 is arranged on the side of the stator 32 away from the rotor 31, and the rotating shaft 5 can be rotatably arranged on the governor 4 or spaced apart from the governor, which is not limited in the present application.

[0090] In the embodiment 9, a power supply can be arranged on the rotor to supply power to the plurality of traction electromagnets, or a plurality of power supplies can be arranged to supply power to the plurality of traction electromagnets. As a preferred arrangement of one power supply, the power supply is disc-shaped, and the axis of the power supply is collinear with the axis of the rotating shaft.

[0091] In the present application, the power supply of the aircraft is connected to the stator 32, the retarder electromagnet 33 and the traction electromagnet 36 through the governor 4. For the adjustment of the output power of the stator 32, the retarder electromagnet 33 and the traction electromagnet 36 by the governor 4, the present application is not limited, which can be adjusted by setting a power transistor, changing the ratio of the conduction time and period of the power transistor (i.e. duty cycle) to adjust the output voltage, or adjusting the resistance to achieve power adjustment.

[0092] The present application also provides a kind of aircraft, utilizes the aircraft drive mechanism 3 disclosed in the present application, as shown in Figure 1 、 Figure 2 、 Figure 4 、 Figure 5 As shown, the aircraft includes a body 1 and a power supply (not shown in the drawing) connected to the governor 4, the power supply is connected to the stator 32 and the retarder electromagnet 33 through the governor 4, the body 1 is provided with a mounting compartment 11 for accommodating the aircraft drive mechanism 3, and the mounting compartment 11 is provided with an opening (not shown in the drawing) facing the propeller 2. By arranging the mounting compartment 11, the mounting compartment 11 plays a role of fixing and protecting the aircraft drive mechanism 3, and at the same time, the mounting compartment 11 provides accurate installation positioning for the aircraft drive mechanism 3.

[0093] The present application also provides a control method for an aircraft, which utilizes the aircraft disclosed in the present application, and the aircraft further includes a control system, and the control method includes:

[0094] The control system obtains a user instruction, and determines a flight state of the propeller according to the user instruction;

[0095] The control system controls the governor to adjust the power of the stator and the retarder electromagnet according to the flight state;

[0096] Determining the flight state of the propeller according to the user instruction includes:

[0097] The flight state at least includes one of deceleration, acceleration and constant speed.

[0098] The user instruction comprises at least one of forward, backward, left steering, right steering, ascending, descending;

[0099] The aircraft driving mechanism is provided at least one, and the flight state of each propeller is determined according to the user instruction;

[0100] The control system controls the regulator to adjust the power of the stator and the power of the speed reduction electromagnet according to the flight state, which comprises:

[0101] When the flight state is determined to be deceleration, the regulator is controlled to reduce the power of the stator and increase the power of the speed reduction electromagnet;

[0102] When the flight state is determined to be acceleration, the state of the speed reduction electromagnet is obtained; when the speed reduction electromagnet is in the working state, the regulator is controlled to increase the power of the stator and reduce the power of the speed reduction electromagnet; when the speed reduction electromagnet is in the non-working state, the regulator is controlled to increase the power of the stator;

[0103] When the flight state is determined to be constant speed, the state of the speed reduction electromagnet is obtained; when the speed reduction electromagnet is in the working state, the regulator is controlled to reduce the power of the speed reduction electromagnet and reduce the power of the stator; when the speed reduction electromagnet is in the non-working state, the regulator is controlled to keep the power of the stator stable.

[0104] As can be clearly seen by those skilled in the art, the aircraft comprises the following technical features: the support structure has a mounting slot extending towards the rotating shaft, the rotor further comprises a moving piece movably arranged in the mounting slot, the magnet is fixedly connected with the moving piece, the mounting slot further comprises a traction electromagnet, the side wall of the mounting slot is provided with a guide slot, the moving piece further comprises a guide protrusion matched with the guide slot, and the magnet can be moved after the traction electromagnet is powered. In the control method disclosed in the present application, the regulator can adjust the power of the stator, the speed reduction electromagnet and the traction electromagnet, the control system obtains the speed information of the rotor, and controls the regulator to increase or reduce the power of the traction electromagnet according to the speed information of the rotor. The control method of the present application can accurately respond to the instruction, flexibly adjust the flight state, and make the aircraft flexibly respond to various flight requirements. The regulator can accurately adjust the power according to different flight states, improve the stability of the aircraft in flight, optimize the power adjustment, improve the energy utilization efficiency, and improve the endurance of the aircraft. As can be clearly seen by those skilled in the art, the aircraft of the present application can further obtain the attitude information of the aircraft in real time by setting corresponding sensors, determine the flight state of the propeller in real time by calculating the information of the sensors, and control the regulator to work according to the flight state by the control system.

[0105] The application also provides reference for the speed increasing of the rotor 31, and the speed increasing efficiency of the rotor 31 can be improved by arranging the speed increasing electromagnet and applying the speed increasing electromagnet to the negative magnetic pole 3122 of the rotor 31.

[0106] The prior art can be used or referred to for the parts not described in the application.

[0107] The embodiments in the specification are described in a progressive manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment mainly describes the difference from other embodiments.

[0108] The above only describes the embodiments of the application and is not intended to limit the application. Various modifications and changes can be made to the application by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the application shall be included in the scope of the claims of the application.

Claims

1. An aircraft drive mechanism, comprising a propeller and a rotating shaft connected with the propeller, further comprising a rotor fixedly connected with the rotating shaft and a stator oppositely arranged with the rotor, the stator being provided with a winding, the winding being energized to drive the rotor to rotate so as to rotate the propeller, characterized in that, The rotor comprises a disc-shaped support structure and magnets arranged circumferentially along the support structure, the aircraft driving mechanism further comprises a retarding electromagnet arranged opposite to the magnets and an adjuster, the adjuster is connected to the stator and the retarding electromagnet, the adjuster is used to adjust the power of the stator and the retarding electromagnet, and the adjuster can reduce the rotating speed of the rotor by the stator and the retarding electromagnet; The aircraft driving mechanism further comprises a shell, the shell is provided with a containing cavity containing the stator and the rotor, and the shell is further provided with a positioning groove in the containing cavity, and the retarding electromagnet is arranged in the positioning groove; The magnets have positive magnetic poles facing the stator and negative magnetic poles facing away from the stator, the retarding electromagnet is arranged in the positioning groove in an inclined manner, and the axis of the retarding electromagnet points to the negative magnetic pole, the angle between the axis of the retarding electromagnet and the horizontal direction is α, and α satisfies: 5°≤α≤35°; The support structure has a mounting groove extending towards the rotating shaft, the rotor is further provided with a moving piece movably arranged in the mounting groove, the magnets are fixedly connected to the moving piece, and the mounting groove is further provided with a traction electromagnet, the side wall of the mounting groove is provided with a guide groove, and the moving piece is further provided with a guide protrusion matched with the guide groove, and the traction electromagnet can move the magnets after being energized.

2. An aircraft drive mechanism according to claim 1, wherein, The positioning groove extends towards the side of the retarding electromagnet away from the containing cavity and exposes the outer surface of the shell, the aircraft driving mechanism is further provided with a movable piece in the positioning groove, the movable piece is located on the side of the retarding electromagnet away from the containing cavity, the upper end of the movable piece is rotationally connected to the upper wall of the positioning groove, and the lower wall of the positioning groove is provided with a limiting step abutting against the lower end of the movable piece.

3. An aircraft drive mechanism according to claim 2, wherein, The movable piece is provided with a permanent magnet, and the retarding electromagnet can drive the movable piece to rotate to form an air supply channel after being energized.

4. An aircraft drive mechanism according to claim 1, wherein 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 can move the magnets close to the rotating shaft after being energized.

5. An aircraft drive mechanism according to claim 4, wherein, The adjuster 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 rotating synchronously with the rotating shaft, the traction electromagnet is connected to the conductive slip ring through a connecting line, the connecting line is arranged in the wire fixing hole, and the adjuster comprises an electric brush matched with the conductive slip ring.

6. An aircraft utilizing the aircraft drive mechanism of claim 1, wherein, The aircraft comprises a body and a power supply connected to the adjuster, the power supply is connected to the stator and the retarding electromagnet through the adjuster, the body is provided with a mounting bin fixing the aircraft driving mechanism, and the mounting bin is provided with an opening facing the propeller.

7. A control method of an aircraft, using the aircraft according to claim 6, the aircraft further comprising a control system, characterized in that, The control method comprises: The control system obtains a user instruction, determines the flight state of the propeller according to the user instruction; The control system controls the adjuster to adjust the power of the stator and the retarding electromagnet according to the flight state; The determination of the flight state of the propeller according to the user instruction comprises: The flight state at least includes deceleration, acceleration, constant speed, and the like; The user instruction at least includes forward, left steering, right steering, ascending, descending, and the like; The aircraft driving mechanism is at least provided with one, and the flight state of each propeller is determined according to the user instruction; The control system controls the regulator to adjust the power of the stator and the power of the retarder electromagnet according to the flight state, which includes: When the flight state is determined as deceleration, the power of the stator is reduced and the power of the retarder electromagnet is increased by controlling the regulator; When the flight state is determined as acceleration, the state of the retarder electromagnet is acquired; when the retarder electromagnet is in the working state, the power of the stator is increased and the power of the retarder electromagnet is reduced by controlling the regulator; when the retarder electromagnet is in the non-working state, the power of the stator is increased by controlling the regulator; When the flight state is determined as constant speed, the state of the retarder electromagnet is acquired; when the retarder electromagnet is in the working state, the power of the retarder electromagnet is reduced and the power of the stator is reduced by controlling the regulator; when the retarder electromagnet is in the non-working state, the power of the stator is kept stable by controlling the regulator.

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