Aircraft and aircraft drive device

Abstract

The invention relates to an aircraft and an aircraft driving device.The aircraft driving device comprises two flywheel torque motors with axial magnetic circuit structures, the two flywheel torque motors are coaxial and arranged in a mirror image mode, and each flywheel torque motor is internally provided with a coaxially-arranged cavity; the ratio of the outer diameter to the axial length of the flywheel torque motor is larger than or equal to 10 and smaller than or equal to 300. The flywheel torque motor comprises a rotor and a stator winding; the rotor comprises a magnetic steel carrier and two groups of magnetic steel; the inner side wall of the magnetic steel carrier is recessed outwards in the radial direction to form a stator groove, and the two sets of magnetic steel are arranged on the two groove walls, opposite in the axial direction, of the stator groove respectively. And the stator winding and the rotor are coaxially arranged, and the stator winding partially extends into the stator groove along the radial direction and is positioned between the two groups of magnetic steel along the axial direction. According to the invention, the stability and load-carrying performance of the aircraft during navigation can be improved.

Description

Technical Field

[0001] This application relates to the field of aircraft technology, and more specifically, to an aircraft and an aircraft drive device. Background Technology

[0002] Helicopters can perform flight operations by controlling the rotor blades through operators. Currently, aircraft still have a relatively poor ability to maintain natural stability during flight, and flight stability and load-bearing capacity need to be improved. Summary of the Invention

[0003] The technical problem to be solved by this application is to provide an aircraft and an aircraft drive device, in view of the above-mentioned defects of the prior art.

[0004] The technical solution adopted by this application to solve its technical problem is: to construct an aircraft drive device, including two flywheel torque motors (10) with axial magnetic circuit structure, the two flywheel torque motors (10) are coaxial and mirrored, each flywheel torque motor has a cavity arranged coaxially, and the ratio of the outer diameter to the axial length of the flywheel torque motor is greater than or equal to 10 and less than or equal to 300; The flywheel torque motor includes a rotor and a stator winding; the rotor includes a magnet carrier and two sets of magnets; the inner sidewall of the magnet carrier is recessed radially outward to form a stator slot, and the two sets of magnets are respectively disposed on two opposite slot walls of the stator slot along the axial direction; the stator winding is coaxially disposed with the rotor, extends radially into the stator slot, and is located axially between the two sets of magnets.

[0005] In some embodiments, the flywheel torque motor includes an even number of unit motors, which are grouped in pairs, with each pair of unit motors arranged symmetrically at 180°, and the windings of all unit motors of the same phase are connected in parallel.

[0006] In some embodiments, the flywheel torque motor further includes an even number of positioning structures that can be spliced ​​into a circular ring; the positioning structures are arc-shaped; and the windings of each unit motor are respectively fixed to the positioning structures.

[0007] In some embodiments, the flywheel torque motor includes an even number of independent unit motors, and the aircraft drive device further includes a driver equal to the number of unit motors; each unit motor is electrically connected to a corresponding driver.

[0008] In some embodiments, the flywheel torque motor is a fractional-slot concentrated winding motor; the stator winding includes multiple coil elements; the ratio of the number of coil elements to the number of phases of the flywheel torque motor is an even number.

[0009] In some embodiments, the stator winding includes a plurality of coil elements; each coil element is formed by winding a wire. The coil element includes a first coil layer and a second coil layer stacked along the thickness direction; both the first coil layer and the second coil layer include multiple coils formed by coiling, and the innermost coil of the first coil layer is connected to the innermost coil of the second coil layer, and the two ends of the wire are the ends of the outermost coil of the first coil layer and the ends of the outermost coil of the second coil layer, respectively.

[0010] In some embodiments, the magnetic poles of the two sets of magnets are opposite at corresponding positions on the opposite slot walls of the stator slot.

[0011] In some embodiments, the magnets adopt a Heilbeck array structure, and the material of the magnet carrier on the side away from the stator winding can be a non-magnetic carbon fiber composite material.

[0012] In some embodiments, the stator winding is made of Litz copper wire.

[0013] In some embodiments, the outer periphery of the magnetic carrier is provided with a plurality of mounting structures for mounting blades at uniform intervals.

[0014] In some embodiments, a mounting bracket is also included, on which the two flywheel torque motors are coaxially and mirror-arranged.

[0015] In some embodiments, the mounting bracket is made of at least one of carbon fiber composite material, aluminum alloy material, aluminum-magnesium alloy material, and polyimide composite material.

[0016] In some embodiments, the mounting bracket includes a base plate and two frames; the two frames are coaxially and mirror-arranged on opposite sides of the base plate; the stator windings of the two flywheel torque motors are respectively fixed on the two frames, and the rotors of the two flywheel torque motors are respectively rotatably arranged on opposite sides of the base plate via bearing assemblies.

[0017] In some embodiments, the frame includes a cylindrical vertical wall; the vertical wall is erected on the substrate, the rotor is coaxially located outside the vertical wall, and the slot opening of the stator slot is disposed facing the vertical wall; the stator winding is fixed to the outer periphery of the vertical wall and extends radially into the stator slot.

[0018] In some embodiments, the vertical wall is circumferentially and evenly spaced to define a plurality of lead holes for leading out ports of the stator winding; And / or, the vertical wall is evenly spaced circumferentially with a plurality of positioning holes for fixing the stator winding.

[0019] In some embodiments, the bearing assembly includes two sets of bearings respectively disposed on the inner and outer circumferential sides of the rotor, each set including a plurality of the bearings; the plurality of bearings are evenly spaced along the circumference of the rotor, and the outer ring of each bearing is in rolling contact with the sidewall of the rotor.

[0020] Construct an aircraft including the aircraft drive unit described in any of the foregoing embodiments.

[0021] Implementing the technical solution constructed in this application has at least the following beneficial effects: This application utilizes two coaxially mirrored flywheel torque motors and sets the ratio of the outer diameter to the axial length of the flywheel torque motor 10. This allows it to function as a driver for takeoff, landing, and steering in aircraft, while also serving as the main fuselage structure, thus improving aircraft stability during operation. By incorporating a cavity 100, this application enlarges the outer diameter of the flywheel torque motor 10. Therefore, compared to related technologies, at the same rotational speed, the flywheel torque motor 10 of this application can have a larger moment of inertia, thereby generating greater performance and further improving flight stability. The stator coreless design of this application improves the lightweight design of the aircraft drive unit, thus contributing to a higher payload-to-weight ratio in the aircraft to which it is applied. Attached Figure Description

[0022] The present application will be further described below with reference to the accompanying drawings and embodiments. In the accompanying drawings: Figure 1 This is a partial structural schematic diagram of an aircraft according to one embodiment of this application; Figure 2 yes Figure 1 A magnified view of part P in the image; Figure 3 yes Figure 1 A top view of the mounting bracket, part of the stator windings, and the positioning structure. Figure 4 It constitutes Figure 3 A schematic diagram of the structure of the coil elements in the stator winding; Figure 5 yes Figure 4 The diagram shows the manufacturing process of the coil component. Figure 6 Is making Figure 4 A schematic diagram of the winding mold required for the coil element shown; Figure 7 yes Figure 3 The diagram shows the connection relationship of the coil elements in the stator winding. Figure 8This is a schematic diagram of the structure of a coil element in related technologies; Figure 9 yes Figure 8 The diagram shows the structure of the coil element at another angle; Figure 10 This is a configuration in one embodiment. Figure 2 A schematic diagram of the cross-sectional structure of the Litz copper wire in the stator winding; Figure 11 yes Figure 1 A schematic diagram showing the structure and location distribution of the bearing assembly in some embodiments; Figure 12 yes Figure 1 A schematic diagram of the stator winding connections in some embodiments; Figure 13 yes Figure 1 A schematic diagram of the stator windings in some other embodiments; Figure 14 yes Figure 1 A schematic diagram of the stator windings in some other embodiments; Figure 15 yes Figure 1 A simplified structural diagram of the flywheel torque motor in the diagram; Figure 16 yes Figure 1 A schematic diagram of the aerodynamic field generated by the aircraft's propulsion system during flight. Detailed Implementation

[0023] To provide a clearer understanding of the technical features, objectives, and effects of this application, the specific embodiments of this application are now described in detail with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0024] In the description of this application, it should be understood that the terms "longitudinal", "lateral", "up", "down", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings or the orientation or positional relationship commonly used when the product of this application is in use. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0025] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0026] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0027] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0028] Figures 1 to 15 An aircraft drive device according to one embodiment of this application is shown. This aircraft drive device can be used to drive an aircraft to take off, climb, and turn. Figure 1 As shown, the aircraft drive unit is generally arranged in a flat disc, dish, or plate shape. It has a relatively large outer diameter relative to its axial dimension. This structural design is simple, provides stable flight, and can be applied to both medium and large-sized aircraft as well as small aircraft.

[0029] like Figure 1 As shown, the aircraft drive unit includes a mounting frame 20, two bearing assemblies 30, and two flywheel torque motors 10 with axial magnetic circuit structures. The two flywheel torque motors 10 are coaxially and mirror-image mounted on the mounting frame 20, and all three are coaxially arranged. The two bearing assemblies 30 are respectively disposed between the rotors 11 of the two flywheel torque motors 10 and the mounting frame 20, so that the rotors 11 are rotatable relative to the mounting frame 20. When this aircraft drive unit is applied to an aircraft, the aircraft controls the rotors 11 of the two flywheel torque motors 10 to rotate in opposite directions at the same speed or differential speed, thereby achieving take-off, landing, or turning of the aircraft.

[0030] The flywheel torque motor 10 is arranged in a ring shape, with a coaxially arranged cavity 100 inside the ring to increase its outer diameter. For example... Figure 15 As shown, the ratio L of the outer diameter D to the axial length of the flywheel torque motor 10 is greater than or equal to 10 and less than or equal to 300.

[0031] Specifically, the ratio of its outer diameter D to its axial length L can be 10, 15, 20, 25, 30, 35, 40, 45, 50, 55, 60, 65, 70, 75, 80, 85, 90, 95, 100, 105, 110, 115, 120, 125, 130, 135, 140, 145, 150, 155, 160, 165, 170, 175, 180, 185, 190, 195, 200, 205, 210, 215, 220, 225, 230, 235, 240, 245, 250, 255, 260, 265, 270, 275, 280, 285, 290, 295, 300, or any other value within this range.

[0032] This application sets up a cavity 100 and sets the ratio of the outer diameter to the axial length of the flywheel torque motor 10 so that when it is applied to an aircraft, it can both drive the aircraft to take off and turn, and also serve as the main fuselage structure of the aircraft, thereby improving the stability of the aircraft during operation.

[0033] This application expands the outer diameter of the flywheel torque motor 10 by providing a cavity 100. Therefore, compared with related technologies, the flywheel torque motor 10 of this application can have a larger moment of inertia at the same rotational speed, thereby generating a larger restoring torque. By including the flywheel torque motor 10 in the aircraft drive device, this application can utilize the large moment of inertia of the flywheel torque motor to further improve the restoring torque generated by the aircraft drive device. Based on the gyroscopic effect, the increase in restoring torque can help the aircraft using the aircraft drive device maintain a stable flight attitude and improve flight stability.

[0034] By setting the two flywheel torque motors 10 in a mirror-symmetrical manner, this application can ensure that the speed, acceleration, and rotation phase of the two flywheel torque motors 10 are synchronized when given the same speed command.

[0035] like Figure 1 and Figure 2As shown, in some embodiments, the flywheel torque motor 10 includes a rotor 11 and a stator winding 12. The stator winding 12 is fixed to a mounting bracket 20, and the bearing assembly 30 is disposed between the mounting bracket 20 and the rotor 11 to release rotational freedom while positioning the rotor 11 and the stator winding 12 relative to each other, so that the rotor 11 is rotatably positioned relative to the stator winding 12.

[0036] In some embodiments, the mounting bracket 20 may include a base plate 21 and two frames. The two frames are mirror images of each other and coaxially disposed on opposite sides of the base plate 21, and are used to mount at least a portion of the two flywheel torque motors 10, such that the two flywheel torque motors 10 are coaxial and mirror images of each other. The stator windings 12 of the two flywheel torque motors 10 are respectively fixed to the two frames, and the rotors 11 are respectively rotatably disposed on the mounting bracket 20 via bearing assemblies 30.

[0037] Specifically, the base plate 21 is generally circular, and the frame includes a cylindrical vertical wall 22. The vertical wall 22 is erected on the base plate 21, and its axis is coaxial and perpendicular to the base plate 21. The flywheel torque motor 10 is radially coaxially disposed on the outer periphery of the vertical wall 22. The base plate 21 and the frame together define a cavity 100 coaxially located on the inner periphery of the flywheel torque motor 10.

[0038] The stator winding 12 of the flywheel torque motor 10 can be fixed to the outer periphery of the vertical wall 22 and extends radially. The rotor 11 can be coaxially disposed on the outer periphery of the vertical wall 22 and is rotatably disposed relative to the stator winding 12 and the vertical wall 22 via the bearing assembly 30. The hollow cylindrical vertical wall 22 and the substrate 21 together define the cavity 100.

[0039] Two flywheel torque motors 10 are defined as a first flywheel torque motor 10A and a second flywheel torque motor 10B. The first flywheel torque motor 10A includes a first rotor 11A and a first stator winding 12A, and has a coaxial first cavity 100A inside. The second flywheel torque motor 10B includes a second rotor 11B and a second stator winding 12B, and has a coaxial second cavity 100B inside. Two frames are defined as a first frame and a second frame, wherein the first frame includes a first vertical wall 22A, and the second frame includes a second vertical wall 22B. Two bearing assemblies 30 are defined as a first bearing assembly 31 and a second bearing assembly 32.

[0040] The first flywheel torque motor 10A is mounted on the first frame, and the first stator winding 12A is fixed to the outer periphery of the first vertical wall 22A. The first rotor 11A is mounted on the outer periphery of the first vertical wall 22A and is rotatably mounted relative to the first vertical wall 22A and the first stator winding 12A via the first bearing assembly 31. A portion of the first rotor 11A corresponds radially to the first stator winding 12A. The space inside the first vertical wall 22A can be considered as the first cavity 100A.

[0041] The second flywheel torque motor 10B is mounted on the second frame, and the second stator winding 12B is fixed to the outer periphery of the second vertical wall 22B. The second rotor 11B is mounted on the outer periphery of the second vertical wall 22B and is rotatably mounted relative to the second vertical wall 22B and the second stator winding 12B via the second bearing assembly 32. A portion of the second rotor 11B corresponds radially to the second stator winding 12B. The space inside the second vertical wall 22B can be considered as the second cavity 100B.

[0042] By fixing the stator winding 12 to the vertical wall 22 and rotatably mounting the rotor 11 on the outer periphery of the vertical wall 22 via the bearing assembly 30, the rotor 11 and the stator winding 12 can be positioned axially and radially, ensuring uniform air gap between them. This arrangement also reduces the axial dimension of the aircraft drive unit while maintaining rotational stiffness.

[0043] See also Figure 3 In some embodiments, the vertical wall 22 may also be provided with a plurality of lead holes 221 along the thickness direction (i.e., radial direction). The lead holes 221 are evenly spaced along the circumference of the vertical wall 22 and are used to lead out the port leads of the stator winding 12.

[0044] In some embodiments, the vertical wall 22 may also be provided with a plurality of positioning holes 222 along the thickness direction. The positioning holes 222 are evenly spaced along the circumference of the vertical wall 22 and are used to fix the stator winding 12.

[0045] Specifically, the stator winding 12 can be fixed to the vertical wall 22 by inserting screws or other connecting parts through the positioning hole 222 and the stator winding 12. Of course, the stator winding 12 can also be fixed to the vertical wall 22 by embedding it into the vertical wall 22 and then bonding and curing it with polymer materials, or other existing technologies, which will not be elaborated on here.

[0046] It should be noted that the substrate 21 and the two frames can be assembled detachably or non-detachably to form the mounting frame 20 through various assembly methods such as welding, integral molding, bolt connection, and threaded connection. No specific limitation is made here.

[0047] It should be noted that the frame may also include other walls, and the cavity 100 defined by it may be an open cavity with one end through, or a closed cavity formed by the other walls, the vertical wall 22 and the base plate 21. No specific limitation is made here.

[0048] In other embodiments, the outer contour of the substrate 21 may also be elliptical, polygonal, irregular, or other shapes. The diameter of the substrate 21 may be greater than or equal to the outer diameter of the vertical wall 22.

[0049] In some embodiments, the mounting bracket 20 may be made of at least one of carbon fiber composite materials, aluminum alloy materials, aluminum-magnesium alloy materials, and polyimide composite materials. These materials are relatively lightweight, which helps reduce the weight of the aircraft's propulsion system and increases the payload-to-weight ratio of the aircraft to which it is applied.

[0050] like Figure 1 and Figure 2 As shown, in some embodiments, the two sets of bearing assemblies 30 may also be respectively disposed on opposite sides of the substrate 21, and the rotors 11 of the two flywheel torque motors 10 are respectively rotatably disposed on opposite sides of the substrate 21 through the bearing assemblies 30. By realizing the relative rotation of the rotor 11 and the substrate 21, the rotor 11 is rotatably disposed relative to the vertical wall 22 and the stator winding 12.

[0051] For example, see together Figure 11 The bearing assembly 30 may include a plurality of small-diameter (relatively small to the diameter of the rotor 11) bearings 301. All bearings 301 are divided into two groups, each group comprising a plurality of bearings 301. The two groups of bearings 301 are respectively disposed on the inner and outer circumferential sides of the rotor 11, with the plurality of bearings 301 in each group evenly spaced along the circumference of the rotor 11. Each bearing 301 is fixed to the base plate 21 and rolls in contact with the sidewall of the rotor 11.

[0052] Specifically, such as Figure 2 As shown, a connecting post 302 can be inserted into the inner ring of the bearing 301. One end of the connecting post 302 can protrude from the outer side of the inner ring of the bearing 301, and the connecting post 302 can be assembled onto the substrate 21 by means of screws or other connecting parts, so that the inner ring of the bearing 301 is relatively positioned and connected to the substrate 21, thereby realizing the assembly of the small diameter bearing 301 on the substrate 21.

[0053] The mounting position of the small-diameter bearing 301 on the substrate 21 allows the outer ring of the bearing 301 to roll into contact with the side wall of the rotor 11. This limits the radial position of the rotor 11 while releasing the rotational freedom of the rotor 11, so that the rotor 11 can be rotatably set relative to the substrate 21, and thus the rotor 11 can be rotatably set relative to the vertical wall 22 and the stator winding 12.

[0054] The bearing 301 is designed to resemble the ball bearing in related technologies. While enabling the rotor 11 to rotate relative to each other, it also facilitates the disassembly and maintenance of the bearing assembly 30, thereby reducing maintenance costs. Furthermore, it reduces the overall weight of the bearing assembly 30, further reducing the weight of the aircraft drive unit.

[0055] Correspondingly, stepped surfaces (not shown in the figure) can be formed circumferentially on the inner and outer circumferential side walls of the rotor 11, respectively, to abut against the outer ring of the bearing 301 in the axial direction, so that multiple bearings 301 cooperate to achieve axial support for the rotor 11.

[0056] It should be noted that the small-diameter bearing 301 can be implemented using existing high-speed ball bearings, crossed ball bearings, double-row ball bearings, etc., and no specific limitation is made here.

[0057] In some other embodiments, the bearing assembly 30 may also employ an existing bearing structure, which is radially disposed between the vertical wall 22 and the rotor 11, with the inner ring fixed to the outer periphery of the vertical wall 22 and the outer ring fixed to the inner periphery of the rotor 11, so that the rotor 11 can rotate relative to the vertical wall 22, and thus can rotate relative to the stator winding 12.

[0058] Continue reading Figure 2 The rotor 11 of the flywheel torque motor 10 includes a magnet carrier 111 and two sets of magnets 112. The magnet carrier 111 is generally annular, with its sidewalls recessed to form annular stator slots 1111. The two sets of magnets 112 are respectively disposed on two axially opposite slot walls of the stator slots 1111. The stator winding 12 of the flywheel torque motor 10 is coaxially arranged with the rotor 11, extending radially from the vertical wall 22, and partially extending into the stator slots 1111. The stator winding 12 located in the stator slots 1111 is partially positioned axially between the two sets of magnets 112, with equal spacing between them to ensure uniform air gap.

[0059] Specifically, the sidewall of the magnet carrier 111, radially close to the vertical wall 22, is recessed outward to form a stator slot 1111, with the slot opening facing the vertical wall 22 to facilitate the extension of the stator winding 12, which is fixed to the vertical wall 22, into the stator slot 1111. The cross-section of the stator slot 1111 can be approximately an inverted U-shape or a concave shape to facilitate the placement of the magnet 112 and the reception of the stator winding 12.

[0060] Furthermore, the outer periphery of the magnetic steel carrier 111 may also be provided with multiple mounting structures evenly spaced along the circumference for assembling aircraft blades.

[0061] Specifically, the mounting structure can be a mounting hole 1112, so that the blade can be assembled onto the magnet carrier 111 by means of bolts or other connecting parts, simplifying the assembly and disassembly of the blade.

[0062] It should be noted that the mounting holes 1112 can be formed by setting an annular rib on the outer periphery of the magnet carrier 111, with the ribs evenly spaced. Alternatively, multiple protrusions can be evenly spaced on the outer periphery of the magnet carrier 111, each with a mounting hole 1112 for assembling the blade. No specific limitation is made here.

[0063] In some embodiments, each set of magnets 112 includes a plurality of magnet blocks arranged in an existing Halbach array structure. The magnet carrier 111 may be made of carbon fiber composite material.

[0064] It is important to understand that the magnetic circuit must form a closed loop. In traditional aircraft propulsion systems, the magnetic circuit typically forms a closed path through the stator, air gap, magnets, the magnetic circuit (yoke) on the back side of the magnet carrier, and the stator again. This path configuration necessitates that the magnet carrier be made of magnetically conductive materials such as iron to ensure minimal magnetic reluctance in the magnetic field circuit.

[0065] This application, by setting the magnet 112 as a Hellbeck array structure, can utilize the properties of the Hellbeck array structure to precisely control the magnetization direction of each magnet block of the magnet 112, so that the magnetic field lines are emitted mainly in a single direction and pass through the inside of the magnet. This arrangement makes the magnetic field strength on the side of the magnet 112 away from the stator winding 12 extremely weak, and negligible as leakage flux. Therefore, it is not necessary to use a magnetically conductive material for the magnet carrier 111 on the side away from the stator winding 12 to achieve magnetic circuit conduction.

[0066] This application significantly reduces the weight of the rotor 11 by using carbon fiber composite material to manufacture the magnet carrier 111, compared to magnet carriers made of magnetically conductive materials such as iron cores in related technologies. The weight of the rotor 11 can be reduced by approximately four times compared to related technologies.

[0067] In other embodiments, the magnet 112 may also be composed of multiple magnet blocks arranged in other existing structures, or may be constructed using a single annular magnet structure. The magnet carrier 111 may also be made of magnetically conductive materials such as iron, steel, or silicon steel sheets.

[0068] It should be noted that the magnet 112 can be fixed to the stator slot 1111 wall of the magnet carrier 111 by means of adhesive bonding, embedding, interference fit, etc., and no specific limitation is made here.

[0069] In some embodiments, the arrangement of the magnet 112 and the stator winding 12 can make the magnetic lines of force in the air gap axial, so that the flywheel torque motor 10 has an axial magnetic circuit structure. By setting an axial magnetic circuit structure, the power density can be improved.

[0070] It should be noted that the axial magnetic circuit structure can be implemented using existing technology, and will not be elaborated on here. In some embodiments, the flywheel torque motor 10 may adopt a coggingless design. That is, the flywheel torque motor 10 does not have a stator core to define the slots for the stator winding 12 to be wound. The stator winding 12 is directly formed by curing a polymer material, then embedded in the vertical wall 22 of the mounting bracket 20, and then cured again with a polymer material to fix it to the vertical wall 22.

[0071] This application, by adopting a stator coreless design, can reduce the weight of the aircraft drive unit by approximately 30% to 40%, thereby further realizing the lightweight design of the aircraft drive unit.

[0072] It should be noted that the configuration of aircraft drive units in related technologies limits the payload-to-weight ratio of the aircraft to approximately 3:7. This application, through a coreless stator design, combined with the design of the mounting bracket 20, magnet carrier 111, and magnet 112, achieves a lightweight design for the aircraft drive unit. Aircraft using the aircraft drive unit constructed in this application can achieve a payload-to-weight ratio as high as approximately 10:3.

[0073] In some embodiments, the stator winding 12 may be made of Litz copper wire 120.

[0074] Specifically, such as Figure 10 As shown, the Litz copper wire 120 can be formed by multiple bundles of deoxidized copper wire 1200 twisted in parallel, and each bundle of deoxidized copper wire 1200 is formed by multiple strands of deoxidized copper wire 1201 twisted in parallel.

[0075] It should be understood that, due to the very small skin effect of the Litz copper wire 120, the parallel stranding of multiple deoxidized copper wires 1201 will not generate circulating current. Therefore, compared with traditional multi-strand parallel enameled copper wires of the same cross-sectional area, this application can reduce copper losses by about 7% by setting the stator winding 12 with Litz copper wire 120.

[0076] For example in Figure 10In the illustrated embodiment, the deoxidized copper wire bundle 1200 is composed of 26 strands of deoxidized copper wire 1201 concentrically twisted together. The innermost circumference has 3 strands of deoxidized copper wire 1201, the outermost circumference has 9 strands of deoxidized copper wire 1201 evenly spaced, and the outermost circumference has 14 strands of deoxidized copper wire 1201 evenly spaced. The 26 concentrically twisted deoxidized copper wires 1201 are covered with an insulating layer, forming a deoxidized copper wire bundle 1200. The Litz copper wire 120 is composed of 7 bundles of deoxidized copper wire 1200 concentrically twisted together. The innermost circumference has 1 strand of deoxidized copper wire 1200, the outermost circumference has 6 strands of deoxidized copper wire 1200 evenly spaced. The 7 concentrically twisted deoxidized copper wire bundles 1200 are covered with an insulating layer, forming the Litz copper wire 120.

[0077] In some other embodiments, the stator winding 12 may also be constructed using other conductors such as existing enameled wire, Litz wire, aluminum wire, and composite conductor wire.

[0078] like Figure 4 As shown, in some embodiments, the stator winding 12 includes a plurality of coil elements 121 formed by winding wires. The plurality of coil elements 121 are connected in series to form a branch winding, and the multiple branch windings are connected in series and / or in parallel to form the stator winding 12. Each coil element 121 is composed of multiple turns of a single wire, and the two ends of the wire wound into the coil element 121 are located on opposite sides of the coil element 121.

[0079] Specifically, please refer to the following: Figure 5 The conductor can be a flat enameled copper wire with a roughly rectangular cross-section. Each coil element 121 may include a first coil layer 1211 and a second coil layer 1212. The first coil layer 1211 and the second coil layer 1212 are attached to each other to form a coil element 121 with a double coil along the thickness direction.

[0080] Both the first coil layer 1211 and the second coil layer 1212 comprise multi-turn coils wound sequentially from the outside in (or from the inside out). The two ends of the wire constituting the first coil layer 1211 are located at the outermost coil and the innermost coil, respectively, and the two ends of the wire constituting the second coil layer 1212 are located at the outermost coil and the innermost coil, respectively. The innermost coil end of the first coil layer 1211 is connected to the innermost coil end of the second coil layer 1212; that is, the two ends of the single wire wound to form the coil element 121 are the outermost coil end of the first coil layer 1211 and the outermost coil end of the second coil layer 1212, respectively.

[0081] In the production process, the coil element 121 can be specifically utilized Figure 6The winding mold 4 shown is used for production. The winding mold 4 includes a first part 401 and a second part 402 arranged coaxially and symmetrically. The cross-sectional dimension of the first part 401 gradually increases from the end connected to the second part 402 to the end away from the second part 402. The cross-sectional dimension of the second part 402 gradually decreases from the end connected to the first part 401 to the end away from the first part 401. Both the first part 401 and the second part 402 have spirally coiled stepped surfaces sequentially formed along the axial direction to wind multiple turns of coils with unequal circumferential dimensions. The stepped surfaces at the connection point of the first part 401 and the second part 402 have equal dimensions.

[0082] In the actual production process, the wire can be wound in a certain direction starting from the step surface of the first part 401 away from the second part 402, with each turn of the coil occupying one turn of the step surface, and so on, until the step surface of the second part 402 is away from the first part 401. (See also...) Figure 5 The wire, which is wound in a roughly hourglass shape, is removed from the winding mold 4 and compressed from both ends toward the plane of symmetry. Coils of different circumferential dimensions wound on the first part 401 and coils of different circumferential dimensions wound on the second part 402 are respectively nested to form a coil element 121 having a first coil layer 1211 and a second coil layer 1212.

[0083] See also Figure 7 Let three adjacent coil elements 121 in a branch winding be defined as first coil element 121A, second coil element 121B, and third coil element 121C, respectively, each including a start end and a finish end. The second coil element 121B is located between the first coil element 121A and the third coil element 121C. The start end of the second coil element 121B is connected to the start end of the first coil element 121A, and the finish end of the second coil element 121B is connected to the finish end of the third coil element 121C. This process continues to form a branch winding with multiple coil elements 121.

[0084] It should be noted that, as Figure 8 and Figure 9 As shown, the winding method of coil elements in traditional related technologies can result in the actual number of layers in the coil element being greater than the target number of layers. For example, in... Figure 9 In the related technology shown, one end of the conductor of the double-layer coil element occupies a separate layer of space, that is, the space corresponding to one turn of the coil, so that the actual number of layers of the coil element is three. Since the cross-sectional thickness of the flat enameled copper wire is relatively large, the actual additional space occupied by the coil element is also relatively large.

[0085] Traditional techniques exist that use multi-strand fine enameled copper wire instead of flat enameled copper wire to reduce the space occupied by coil components, thus reducing space usage to some extent. However, for a double-layered coil component, the actual space occupied is still the same as that of a three-layered coil. Similarly, for a single-layered coil component, the actual space occupied is still the same as that of a two-layered coil.

[0086] The coil element 121 constructed in this application has a winding method that effectively avoids occupying the third layer of space, so that the double-layer coil element 121 has only two coil layers, thereby improving space utilization. By reducing the space occupation, the effective air gap defined in this application can be effectively minimized, and the efficiency of the flywheel torque motor 10 can be maximized.

[0087] Of course, in some other embodiments, the conductor may also be made of other conductors such as Litz wire, aluminum wire, or composite conductor wire.

[0088] In some embodiments, the flywheel torque motor 10 may be a fractional-slot concentrated winding motor.

[0089] In some embodiments, the ratio of the number of virtual slots Z to the number of phases m of the flywheel torque motor 10 may be an even number.

[0090] Specifically, the number of virtual slots Z of the flywheel torque motor 10 can be obtained through formula one: Formula 1 The number of poles 2P of the flywheel torque motor 10 can be obtained through formula two: Formula 2 in, This refers to the number of virtual slots in the flywheel torque motor 10, which can also be understood as the number of coil elements 121 in the stator winding 12.

[0091] This represents the number of unit motors in the flywheel torque motor 10.

[0092] The number of phases for each unit motor can also be understood as the number of phases for a flywheel torque motor 10.

[0093] The number of virtual slots per phase of each unit motor, which is also the number of coil elements 121 contained in each phase winding of each unit motor.

[0094] The number of poles of flywheel torque motor 10.

[0095] in, and All are natural numbers. The value of this natural number S is usually greater than or equal to 1 and less than or equal to 20. For example, the specific values ​​of this natural number S can be 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19, 20, etc. The value of is usually greater than or equal to 1 and less than or equal to 100. For example, this natural number Specifically, the possible values ​​are 5, 10, 15, 20, 25, 30, 35, 40, 45, 50, 55, 60, 65, 70, 75, 80, 85, 90, 95, etc., or any other value within this range.

[0096] It should be noted that the flywheel torque motor 10 of this application has a slotless stator design, consisting only of the stator winding 12, and does not have a stator core with slots. Therefore, it does not have slots for the stator winding 12 to be wound. The number of virtual slots can be understood as the number of virtual slots, which is equal to the number of coil units 121 in the stator winding 12.

[0097] It should be noted that a unit motor refers to the smallest unit capable of performing the functions of a three-phase motor, and its number of phases is consistent with that of the flywheel torque motor 10.

[0098] Furthermore, since the number of unit motors 2S in the flywheel torque motor 10 must be an even number, the flywheel torque motor 10 can include an even number of unit motors. These even number of unit motors are grouped in pairs, with each pair of unit motors arranged 180° symmetrically. Correspondingly, the windings of each phase in the two symmetrical unit motors are also arranged 180° symmetrically. The windings of the same phase in all unit motors are connected in parallel.

[0099] This configuration allows the windings of corresponding phases in any two symmetrical unit motors of the flywheel torque motor 10 to be symmetrically distributed 180° circumferentially, thereby generating a 180° symmetrical torque.

[0100] It should be noted that for an axial magnetic circuit motor with no stator core, the magnet 112 of the flywheel torque motor 10 interacts with the stator winding 12 to generate electromagnetic torque. The attraction between the stator winding 12 and the rotor 11 can be specifically divided into radial attraction, axial attraction, and tangential torque that drives the rotor.

[0101] The radial attraction is caused by rotor eccentricity. The axial attraction is caused by the difference in the size of the axial air gaps on both sides of the rotor 11 and the stator winding 12, which causes the rotor 11 to be drawn towards the side with the smaller air gap.

[0102] This application employs an even number of unit motors, with corresponding phase windings of two mutually symmetrical unit motors arranged 180° apart. When the rotor 11 and stator winding 12 are eccentric, the back electromotive force (EMF) in the windings of the two unit motors symmetrically located on the left and right sides of the same phase will be unequal due to the unequal air gaps. This unequal back EMF leads to unequal currents, resulting in unequal electromagnetic attraction between the stator and rotor generated by the deviation current. The unequal electromagnetic attraction on both sides gradually brings the air gap eccentricity towards equalization. Ultimately, the eccentricity approaches zero, and the current deviation also becomes zero. In other words, the winding arrangement of this flywheel torque motor 10 allows its electromagnetic force to naturally restore radial concentricity.

[0103] In some embodiments, the magnetic poles of the two sets of magnets 112 are opposite at corresponding positions on the opposite slot walls of the stator slots 1111. For example, when each set of magnets 112 includes multiple magnet blocks, the magnet blocks of the two sets of magnets 112 are respectively arranged axially on opposite sides of the stator winding 12, and the magnetic poles of the two magnet blocks at corresponding positions are opposite.

[0104] The arrangement of the rotor 11 and stator winding 12 in the flywheel torque motor 10 will be further explained below through three specific embodiments.

[0105] For example Figure 12 In the embodiment shown, the flywheel torque motor 10 is a three-phase permanent magnet motor with natural electromagnetic levitation, which consists of 2S=4 unit motors, and the number of virtual slots corresponding to each phase winding of each unit motor is... Based on Formula 1, the number of virtual slots in the flywheel torque motor 10 is... Based on Formula 2, the number of poles of the flywheel torque motor 10 is... .

[0106] That is, in the stator slot 1111 of the magnet carrier 111 of the flywheel torque motor 10, a total of 332 magnet blocks with N and S poles are evenly spaced along the circumference on the upper slot wall, and a total of 332 magnet blocks with N and S poles are evenly spaced along the circumference on the lower slot wall. The magnet blocks on the upper slot wall have opposite polarities to the magnet blocks at corresponding positions on the lower slot wall, so as to ensure that the magnetic lines of force generated by the magnet 112 can smoothly pass through the inner and outer air gaps simultaneously with minimal loss.

[0107] The stator winding 12 comprises a total of 336 coil elements 121, each coil element 121 occupying a circumferential position. The flywheel torque motor 10 has 2S=4 unit motors, each unit motor has three-phase windings (U, V, W), and each phase winding of each unit motor includes 28 coil elements 121. The four unit motors are divided into two groups of two, with the two unit motors in each group arranged symmetrically at 180°. Furthermore, the corresponding phase windings of the two symmetrical unit motors in each group are also arranged symmetrically at 180°. The 28 coil elements 121 of each phase winding of each unit motor are... Figure 7 The connections shown are adjacent to each other, with any two adjacent coil elements 121 connected in series to ensure that the elements generate N and S phase polarities after being energized, forming a branch winding. Thus, each phase winding of the flywheel torque motor 10 has four series-connected branch windings. The series-connected branch windings of any phase (e.g., phase U) in the four unit motors are connected in parallel to form that phase winding (U-phase winding). The other phases (V and W phases) are constructed in the same way, forming the U, V, and W three-phase stator windings 12 of the flywheel torque motor 10. The starting ends of the three-phase windings are the U, V, and W phase ports of the flywheel torque motor 10, and the ending ends are the... , , Three-phase port. , , The three-phase ports are interconnected to form a midpoint O. Each port of the flywheel torque motor 10 can be led out through multiple lead holes 221 provided on the vertical wall 22.

[0108] For example, in Figure 13 In the embodiment shown, the flywheel torque motor 10 is a three-phase winding motor, which consists of 2S=4 unit motors, and the number of virtual slots corresponding to each phase winding of each unit motor is... Based on Formula 1, the number of virtual slots in the flywheel torque motor 10 is... Based on Formula 2, the number of poles of the flywheel torque motor 10 is... .

[0109] That is, in the stator slot 1111 of the magnet carrier 111 of the flywheel torque motor 10, a total of 332 magnet blocks with N and S poles are evenly spaced along the circumference on the upper slot wall, and a total of 332 magnet blocks with N and S poles are evenly spaced along the circumference on the lower slot wall. The magnet blocks on the upper slot wall have opposite polarities to the magnet blocks at corresponding positions on the lower slot wall, so as to ensure that the magnetic lines of force generated by the magnet 112 can smoothly pass through the inner and outer air gaps simultaneously with minimal loss.

[0110] The stator winding 12 has a total of 360 coil elements 121, each coil element 121 occupying a circumferential position. The flywheel torque motor 10 has 2S=4 unit motors, each unit motor has three-phase windings (U, V, W), and each phase winding of each unit motor includes 30 coil elements 121. The four unit motors are divided into two groups of two, with each group of two unit motors arranged symmetrically at 180°, and the corresponding phase windings of the two symmetrical unit motors in each group are also arranged symmetrically at 180°. The 30 coil elements 121 of each phase winding of each unit motor are arranged symmetrically at 180°. Figure 7 The connections shown are adjacent to each other, with any two adjacent coils connected in series to ensure that the components generate N and S phase polarities after being energized, forming a branch winding. Thus, each phase winding of the flywheel torque motor 10 has four series-connected branch windings. The series-connected branch windings of any phase (e.g., phase U) in the four unit motors are connected in parallel to form that phase winding (U-phase winding). The other phases (V and W phases) are constructed in the same way, forming the U, V, and W three-phase stator windings 12 of the flywheel torque motor 10. The starting ends of the three-phase windings are the U, V, and W phase ports of the flywheel torque motor 10, and the ending ends are the U, V, and W phase ports of the flywheel torque motor 10. , , Three-phase port. , , The three-phase ports are interconnected to form a midpoint O. Each port of the flywheel torque motor 10 can be led out through multiple lead holes 221 provided on the vertical wall 22.

[0111] For example, in Figure 14 In the embodiment shown, the flywheel torque motor 10 is a three-phase winding motor, which consists of 2S=2 unit motors, and the number of virtual slots corresponding to each phase winding of each unit motor is... Based on Formula 1, the number of virtual slots in the flywheel torque motor 10 is... Based on Formula 2, the number of poles of the flywheel torque motor 10 is... .

[0112] That is, in the stator slot 1111 of the magnet carrier 111 of the flywheel torque motor 10, a total of 118 magnet blocks with N and S poles are evenly spaced along the circumference on the upper slot wall, and a total of 118 magnet blocks with N and S poles are evenly spaced along the circumference on the lower slot wall. The magnet blocks on the upper slot wall have opposite polarities to the magnet blocks at corresponding positions on the lower slot wall, so as to ensure that the magnetic lines of force generated by the magnet 112 can smoothly pass through the inner and outer air gaps simultaneously with minimal loss.

[0113] The stator winding 12 has a total of 120 coil elements 121, each coil element 121 occupying a certain position along the circumferential direction. The flywheel torque motor 10 has 2S=2 unit motors, each unit motor has three-phase windings (U, V, W), and each phase winding of each unit motor has 20 coil elements 121. The two unit motors are arranged symmetrically at 180°, and the corresponding phase windings of the two unit motors are also arranged symmetrically at 180°. The 20 coil elements 121 of each phase winding of each unit motor are arranged symmetrically at 180°. Figure 7 The connections shown are adjacent to each other, with any two adjacent coils connected in series to ensure that the components generate N and S phase polarities after being energized, forming a branch winding. Thus, each phase winding of the flywheel torque motor 10 has two series-connected branch windings. The series-connected branch windings of any phase (e.g., U phase) in the two unit motors are connected in parallel to form that phase winding (U phase winding). Other phases (V and W phases) are constructed in the same way, forming the U, V, and W three-phase stator windings 12 of the flywheel torque motor 10. The starting ends of the three-phase windings are the U, V, and W phase ports of the flywheel torque motor 10, and the ending ends are the U, V, and W phase ports of the flywheel torque motor 10. , , Three-phase port. , , The three-phase ports are interconnected to form a midpoint O. Each port of the flywheel torque motor 10 can be led out through multiple lead holes 221 provided on the vertical wall 22.

[0114] In some embodiments, the flywheel torque motor 10 may further include an even number of positioning structures 13, the number of which is consistent with the number of unit motors. Each positioning structure 13 is arc-shaped, and all positioning structures 13 can be spliced ​​together to form a ring. Each unit motor of the flywheel torque motor 10 corresponds one-to-one with a positioning structure 13, and the winding of each unit motor is fixed on the positioning structure 13 to solidify the stator winding 12, facilitating the fixation of the stator winding 12 on the vertical wall 22.

[0115] Specifically, the windings of the unit motor are fixed to the positioning structure 13 by embedding or embedding the windings within the positioning structure 13. For example, the windings of the unit motor and the polymer material can be cured using existing technology, and the cured polymer material can be regarded as the positioning structure 13.

[0116] During assembly, the windings of the unit motor can be fixed to the positioning structure 13 first to form an arc-shaped modular structure. When assembling the flywheel torque motor 10 as a whole, each modular structure is then fixed to the vertical wall 22. Multiple arc-shaped modular structures are spliced ​​together to form a ring-shaped structure that surrounds the outer periphery of the vertical wall 22, thereby fixing the stator winding 12 along the circumference of the vertical wall 22.

[0117] In other words, this configuration allows for modular assembly of the stator winding 12. When this aircraft drive unit is applied to large aircraft, modular assembly can improve assembly efficiency and facilitate the assembly and maintenance of the flywheel torque motor 10.

[0118] In some embodiments, the flywheel torque motor 10 may also employ a distributed drive configuration to improve the reliability of driving the flywheel torque motor 10. The flywheel torque motor 10 may include 2S unit motors, each independently configured. The aircraft drive device may further include drivers, the number of which may be equal to the number of unit motors in the flywheel torque motor 10 (2S). Each driver is electrically connected to the winding of one unit motor to achieve independent driving of that unit motor.

[0119] For example, when the flywheel torque motor 10 includes four unit motors, each of which has three-phase windings of U, V, and W, the number of drivers can be set to four accordingly. Each driver is electrically connected to the three-phase windings of U, V, and W of one unit motor to drive the unit motor independently.

[0120] By setting a number of drivers equal to the number of unit motors, the flywheel torque motor 10 can be derated. In this way, when some of the unit motors fail, the remaining unit motors in normal operation can still maintain the drive of the flywheel torque motor 10.

[0121] For example, when a sudden event such as a bird strike occurs during aircraft operation, causing two unit motors in the flywheel torque motor 10 to malfunction, the remaining two unit motors in normal operation can maintain the derating drive of the flywheel torque motor under the independent control of the driver electrically connected to them, thereby improving the safety and reliability of the aircraft.

[0122] like Figure 1 As shown, this application also constructs an aircraft that may include the aircraft drive unit of any of the foregoing embodiments. The aircraft may further include a turbine fan 300, a control system (not shown), and two sets of blades. The turbine fan 300 is coaxially mounted on the top of the aircraft drive unit and is used to drive the aircraft to achieve horizontal movement. The two sets of blades are respectively disposed on the outer periphery of the rotors 11 of the two flywheel torque motors 10 of the aircraft drive unit, and their blades are conjugate, used to rotate under the drive of the flywheel torque motors 10 to generate a downward-pressing tubular aerodynamic field, thereby achieving take-off and landing of the aircraft. The control system is electrically connected to both the aircraft drive unit and the turbine fan 300 and is used to control the operation of the aircraft.

[0123] By incorporating the aircraft control unit as the main body of the aircraft and coaxially mounting the turbine 300 and winglets on the aircraft, the aircraft can be roughly flattened into a disc, dish, or plate shape, with a larger outer diameter compared to its axial dimension. This structural design is simple, provides stable flight, and can be applied to both medium and large-sized aircraft as well as small aircraft.

[0124] The two sets of wind vanes are now defined as the first wind vane 201 and the second wind vane 202, respectively. The multiple blades of the first wind vane 201 are evenly spaced on the outer periphery of the first rotor 11A of the first flywheel torque motor 10A, and the multiple blades of the second wind vane 202 are evenly spaced on the outer periphery of the second rotor 11B of the second flywheel torque motor 10B.

[0125] During aircraft operation, the control system controls the first flywheel torque motor 10A and the second flywheel torque motor 10B to rotate in opposite directions at the same speed, causing the conjugate first wing 201 and second wing 202 to rotate in opposite directions at the same speed, thus generating a tubular aerodynamic field. This tubular aerodynamic field generates a vertical downward pressure effect relative to the ground, thereby obtaining the lift required for aircraft takeoff and landing. During this process, the reaction torques generated by the first flywheel torque motor 10A and the second flywheel torque motor 10B are of the same magnitude but opposite in direction, thus canceling each other out.

[0126] The control system controls the first flywheel torque motor 10A and the second flywheel torque motor 10B to rotate in opposite directions at different speeds, so that the two sets of conjugate wings rotate in opposite directions at different speeds. The reaction torques generated by the two flywheel torque motors 10 are different in magnitude and opposite in direction, so a controllable reaction torque can be generated to achieve agile turning of the aircraft.

[0127] The control system enables the aircraft to move horizontally by controlling the operation of the turbine fan 300.

[0128] It is important to understand that the stable operation of each aircraft requires the satisfaction of two natural stability conditions. These are hereby defined as the first natural stability condition and the second natural stability condition.

[0129] The first natural stability condition requires that an aircraft, in a calm atmospheric environment and in a state of no power control (such as free fall), has the ability to maintain its original equilibrium state.

[0130] This application, by coaxially mirroring two flywheel torque motors 10 on the mounting bracket 20 and coaxially mounting a turbine fan 300 on top of the aircraft's drive unit, ensures that the aircraft's center of gravity is approximately located on its axis. When the aircraft is in a stable flight state, its axis extends parallel to the direction of gravity. When it transitions from this stable flight state to a powerless control state, because its axis extends parallel to the direction of gravity and its center of gravity is located on the axis, the aircraft can more easily maintain its attitude in a calm atmospheric environment, allowing for a relatively stable free fall.

[0131] This application, by incorporating a coaxial cavity 100 within the flywheel torque motor 10, enables the aircraft to generate greater air resistance during descent. Furthermore, by ensuring that the ratio of the outer diameter to the axial length of the flywheel torque motor 10 is greater than or equal to 10, the aircraft achieves a roughly flattened, saucer-like structure. This further increases air resistance during descent, thereby reducing descent speed and significantly decreasing the impact force per unit area, thus enhancing safety.

[0132] The second natural stability condition requires that an aircraft, under flight control, has the ability to maintain balance in response to changes in the environment and the aircraft itself.

[0133] It's important to understand that environmental changes can be interpreted as variations in the aircraft's flight environment, such as airflow disturbances, changes in temperature gradients, changes in air pressure distribution, changes in air humidity distribution, or the occurrence of rain, snow, thunderstorms, cumulus clouds, etc. In other words, the environment causes changes in the forces acting on the aircraft. Changes within the aircraft itself can be understood as external impacts, sudden drops of cargo, changes in the aircraft's flight attitude, or operator commands that alter the power output of the aircraft's propulsion system.

[0134] Furthermore, this second natural stability condition can also be expressed as .in, To restore the horizontal component of the torque, This represents the horizontal component of the overturning moment.

[0135] Among them, the horizontal component of the restoring torque that the aircraft can generate Through formula calculate.

[0136] in, The equivalent angular momentum of the aircraft; The angular velocity of the flywheel torque motor 10; It is the equivalent moment of inertia; The angle at which the axis of the flywheel torque motor 10 deviates from the direction of gravity extension.

[0137] It is important to understand that in aircraft using related technologies, the rotation of the rotor blades exhibits a gyroscopic effect. This allows the restoring torque generated by the rotation to align the aircraft's center of mass with the Earth's center based on the gyroscopic effect, thus maintaining a stable attitude and improving flight stability. However, due to the limitations of its rotational inertia, the angular momentum provided by the rotor of the flywheel torque motor 10 and the rotation of the rotor blades is also relatively limited. This is not conducive to achieving the second natural stability condition, and consequently, it is not conducive to the aircraft maintaining a stable attitude using the gyroscopic effect.

[0138] This application expands the outer diameter of the aircraft drive unit by providing a cavity 100. Furthermore, since the aircraft drive unit of this application includes only two coaxially arranged flywheel torque motors 10, it can have a larger moment of inertia at the same rotational speed compared to related technologies. Similarly, since the two sets of blades in this application are respectively arranged on the outer periphery of the rotors 11 of the two flywheel torque motors 10, the cavity 100 also simultaneously expands the equivalent radius of rotation of each blade, thereby increasing the moment of inertia of each blade. Consequently, this application can generate a larger restoring torque, thus ensuring greater stability of aircraft flight compared to related technologies.

[0139] Therefore Figure 1 The aircraft shown has a horizontal component of its restoring torque during normal flight. The large restoring torque it generates is sufficient to cope with environmental changes that aircraft may encounter daily. Based on the gyroscopic effect, the center of mass of this application can be stably pointed towards the Earth's center. Even if external forces cause the aircraft's axis to tilt at an angle relative to the direction of gravity, the large restoring torque will eliminate the tilt angle based on the gyroscopic effect, thus significantly reducing the aircraft's fuselage sway when subjected to external forces, thereby significantly improving flight stability.

[0140] Furthermore, if the aircraft suddenly experiences a malfunction during normal flight, resulting in a momentary change or loss of power, causing it to lose balance and deviate from the direction of gravity by an angle... The rotational inertia of the aircraft gradually changes from zero to non-zero. At this point, because the rotational kinetic energy provided by the aircraft's moment of inertia is still relatively large, it can still provide a significant restoring torque due to its structural characteristics. In other words, the gyroscopic stabilizing torque generated by its rotational kinetic energy still exists, naturally causing its axis to deviate from the direction of gravity by an angle. Gradually decrease until it approaches a minimum.

[0141] The aircraft constructed in this application satisfies both natural stability conditions based on its own structure, rather than on operator control during flight. In contrast, related technologies require real-time manual control by operators to maintain stable flight. Therefore, compared to related technologies, the aircraft constructed in this application more easily maintains both the first and second natural stability conditions under various operating conditions.

[0142] It's important to understand that aircraft rotor blades require relatively high torque but relatively low rotational speed. The motors used in related technologies are limited by their size and weight, making it difficult to directly output large torque. Therefore, they are generally designed to operate in a high-speed range to increase power density, and then the speed is reduced to the range required by the rotor blades via a speed reducer, thus achieving the effect of increasing torque.

[0143] Therefore, in related technologies, the power of a motor can be determined by the formula... get.

[0144] in, The power of the flywheel torque motor 10; The gear transmission efficiency between the flywheel torque motor 10 and the reducer; The torque of the flywheel torque motor 10; The reduction ratio of the reducer; ω is the angular velocity of the flywheel torque motor 10.

[0145] In this application, by increasing the outer diameter of the flywheel torque motor 10 through the cavity 100 and controlling the ratio of the outer diameter D to the axial length L of the flywheel torque motor 10, the output torque of the flywheel torque motor 10 can be effectively increased, thus eliminating the need for a reducer. This allows the power of the flywheel torque motor 10 to be expressed by the formula... get.

[0146] in, The power of the first flywheel torque motor 10A and the second flywheel torque motor 10B; The torque of the first flywheel torque motor 10A and the second flywheel torque motor 10B; The angular velocities are those of the first flywheel torque motor 10A and the second flywheel torque motor 10B.

[0147] In other words, the aircraft constructed in this application, in addition to providing the required torque to the first wing 201 and the second wing 202, can also improve the efficiency of its flywheel torque motor 10. 1 / uAt the same time, the overall weight of the aircraft can be significantly reduced, which can then be combined with the aircraft's drive system to further improve the ratio of aircraft payload to weight.

[0148] Meanwhile, in related technologies, the blade roots of aircraft have relatively low linear velocities because they are roughly located at the central axis of the wing's rotation. Typically, the root portion of each blade provides almost no lift, resulting in low energy conversion efficiency. This application, by creating a cavity 100, increases the diameter of the rotor 11 and simultaneously increases the rotational diameter at the blade roots, enabling the blade roots to also possess a certain linear velocity, thus improving the wing's energy conversion efficiency. The increased lift of the wing can also be combined with the aircraft's drive system to further improve the aircraft's payload-to-weight ratio.

[0149] In some embodiments, the first cavity 100A and / or the second cavity 100B can also be used to carry passengers or load cargo. Of course, the first cavity 100A and / or the second cavity 100B can also be used to load at least some of batteries (not shown), control systems, communication equipment (not shown), navigation systems (not shown), and various aircraft accessories (not shown). Therefore, the arrangement of the cavity 100 can also provide carrying space for the aircraft, improving the space utilization rate of the aircraft.

[0150] It should be understood that the passenger seats and / or equipment and items located in the first cavity 100A and / or the second cavity 100B should be arranged as symmetrically as possible along the axis in order to maintain the stability of the aircraft during flight.

[0151] In some embodiments, when the magnetic carrier 111 of the flywheel torque motor 10 is provided with a plurality of mounting holes 1112 evenly spaced along the circumference, each blade of the wind vane can be disposed on the outer periphery of the magnetic carrier 111 through the mounting holes 1112.

[0152] It should be noted that the turbine fan 300 can specifically adopt existing technology, with its air outlet facing the axis perpendicular to the aircraft drive device, so as to discharge air in the horizontal direction and realize the horizontal movement of the aircraft.

[0153] It is important to understand that aircraft navigation control is based on the intensity and changes of the wake turbulence it generates. In related technologies, the wake turbulence generated by the various wings of an aircraft interacts with each other. Therefore, achieving navigation control such as takeoff, lateral movement, and turning requires operators to simultaneously control multiple variables, while also controlling the stability of the aircraft's attitude to constantly meet two natural stability conditions. The coupling of multiple control variables places high demands on the operator's skills and increases the difficulty of maintaining stable flight.

[0154] See also Figure 16 This application, by setting up two coaxially mirror-arranged flywheel torque motors 10 and installing conjugate winglets on the rotors 11 of the flywheel torque motors 10, enables the aircraft drive unit to generate a vertically downward-pressing tubular aerodynamic field during operation. Since this tubular aerodynamic field is roughly located at the bottom of the aircraft drive unit, while the turbine fan 300 is coaxially positioned at the top, the airflow output by the turbine fan 300 can be prevented from affecting the tubular aerodynamic field generated by the aircraft drive unit. This arrangement avoids the problem of wake coupling between different drive units, thus reducing the generation of turbulence and other harmful airflows, and further improving the aircraft's ability to maintain two natural stable conditions.

[0155] This configuration also simplifies aircraft operation. When takeoff or landing is required, only the two flywheel torque motors 10 need to be controlled to rotate in opposite directions at the same speed. When turning is required, only the two flywheel torque motors 10 need to be controlled to rotate in opposite directions at different speeds. When horizontal movement is required, while maintaining the flywheel torque motors 10 rotating in opposite directions at the same speed, only the turbine fan 300 needs to be controlled to offset the first flywheel torque motor 10A from the second flywheel torque motor 10B.

[0156] In some embodiments, the control system may be implemented using existing technologies such as inertial measurement unit (IMU), attitude and heading reference system (AHRS), plenum radar, visual / laser SLAM, MCU, DSP (digital signal processor), and dedicated flight control module, which will not be elaborated on here.

[0157] It should be noted that the aircraft can specifically be a helicopter, drone, or other similar aircraft, without any specific limitation here.

[0158] Understandably, the above-mentioned technical features can be used in any combination without restriction.

[0159] The above embodiments merely illustrate specific implementation methods of this application, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of this application's patent. It should be noted that those skilled in the art can freely combine the above technical features without departing from the concept of this application, and can also make several modifications and improvements, all of which fall within the protection scope of this application. Therefore, any equivalent transformations and modifications made within the scope of the claims of this application should be covered by the claims of this application.

Claims

1. An aircraft drive device, characterized in that, include: Two flywheel torque motors (10) with axial magnetic circuit structure are coaxial and mirrored. Each flywheel torque motor (10) has a cavity (100) arranged coaxially. The ratio of the outer diameter to the axial length of the flywheel torque motor (10) is greater than or equal to 10 and less than or equal to 300. The flywheel torque motor (10) includes a rotor (11) and a stator winding (12); the rotor (11) includes a magnet carrier (111) and two sets of magnets (112); the inner sidewall of the magnet carrier (111) is recessed radially outward to form a stator slot (1111), and the two sets of magnets (112) are respectively disposed on the two slot walls of the stator slot (1111) that are axially opposite; the stator winding (12) is coaxially disposed with the rotor (11), extends radially into the stator slot (1111), and is located axially between the two sets of magnets (112).

2. The aircraft drive device according to claim 1, characterized in that, The flywheel torque motor (10) includes an even number of unit motors, which are grouped in pairs. The two unit motors in each group are arranged symmetrically at 180°, and the windings of all the unit motors in the same phase are connected in parallel.

3. The aircraft drive device according to claim 2, characterized in that, The flywheel torque motor (10) also includes an even number of positioning structures (13) that can be spliced ​​into a circular ring; the positioning structure (13) is arc-shaped; the winding of each unit motor is fixed to the positioning structure (13).

4. The aircraft drive device according to claim 1, characterized in that, The flywheel torque motor (10) includes an even number of independent unit motors, and the aircraft drive device also includes a number of drivers equal to the number of unit motors; each unit motor is electrically connected to a corresponding driver.

5. The aircraft drive device according to claim 1, characterized in that, The flywheel torque motor (10) is a fractional-slot concentrated winding motor; the stator winding (12) includes multiple coil elements (121); the ratio of the number of coil elements (121) to the number of phases of the flywheel torque motor (10) is an even number.

6. The aircraft drive device according to claim 1, characterized in that, The stator winding (12) includes a plurality of coil elements (121); each coil element (121) is formed by winding a wire. The coil element (121) includes a first coil layer (1211) and a second coil layer (1212) stacked along the thickness direction; both the first coil layer (1211) and the second coil layer (1212) include multiple coils formed by coiling, and the innermost coil of the first coil layer (1211) is connected to the innermost coil of the second coil layer (1212), and the two ends of the wire are the ends of the outermost coil of the first coil layer (1211) and the ends of the outermost coil of the second coil layer (1212), respectively.

7. The aircraft drive device according to any one of claims 1 to 6, characterized in that, The two sets of magnets (112) have opposite magnetic poles at corresponding positions on the opposite slot walls of the stator slot (1111).

8. The aircraft drive device according to any one of claims 1 to 6, characterized in that, The magnet (112) adopts a Heilbeck array structure, and the magnet carrier (111) on the side opposite to the stator winding (12) is made of carbon fiber composite material.

9. The aircraft drive device according to any one of claims 1 to 6, characterized in that, The stator winding (12) is made of Lids copper wire (120).

10. The aircraft drive device according to any one of claims 1 to 6, characterized in that, The outer periphery of the magnetic steel carrier (111) is provided with multiple mounting structures for mounting blades at uniform intervals.

11. The aircraft drive device according to any one of claims 1 to 6, characterized in that, It also includes a mounting bracket (20), on which the two flywheel torque motors (10) are coaxially and mirror-mounted.

12. The aircraft drive device according to claim 11, characterized in that, The mounting bracket (20) is made of at least one of the following materials: carbon fiber composite material, aluminum alloy material, aluminum-magnesium alloy material, and polyimide composite material.

13. The aircraft drive device according to claim 11, characterized in that, The mounting bracket (20) includes a base plate (21) and two frames; the two frames are coaxial and mirror-image disposed on opposite sides of the base plate (21); the stator windings (12) of the two flywheel torque motors (10) are respectively fixed on the two frames, and the rotors (11) of the two flywheel torque motors (10) are respectively rotatably disposed on opposite sides of the base plate (21) through bearing assemblies (30).

14. The aircraft drive device according to claim 13, characterized in that, The frame includes a cylindrical vertical wall (22); the vertical wall (22) is erected on the base plate (21), the rotor (11) is coaxially located outside the vertical wall (22), and the slot opening of the stator slot (1111) is arranged facing the vertical wall (22); the stator winding (12) is fixed to the outer periphery of the vertical wall (22) and extends radially into the stator slot (1111).

15. The aircraft drive device according to claim 14, characterized in that, The vertical wall (22) is evenly spaced around the circumference and has a plurality of lead holes (221) for leading out the port of the stator winding (12). And / or, the vertical wall (22) is evenly spaced around the circumference and has a plurality of positioning holes (222) for fixing the stator winding (12).

16. The aircraft drive device according to claim 13, characterized in that, The bearing assembly (30) includes two sets of bearings (301) respectively disposed on the inner and outer circumferential sides of the rotor (11), each set including multiple bearings (301); the multiple bearings (301) are evenly spaced along the circumference of the rotor (11), and the outer ring of each bearing (301) makes rolling contact with the side wall of the rotor (11).

17. An aircraft, characterized in that, Includes the aircraft drive unit as described in any one of claims 1 to 16.

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