Propeller de-icing device, de-icing control method, and aircraft

Abstract

The application discloses a propeller deicing device, a deicing control method and an aircraft, and relates to the technical field of the aircraft. The propeller deicing device comprises a permanent magnet, which is fixedly arranged on a linear moving end; an electric heating element and a conductive piece, wherein the conductive piece is electrically connected with the electric heating element, the conductive piece is adapted to be fixedly connected with a rotating part, and the conductive piece is configured to be driven by the rotating part to cut the magnetic induction lines of the magnetic field of the permanent magnet to generate an induced current under the condition that the outer rotor rotates relative to the inner stator. The application can realize electromagnetic induction power generation without using external alternating current power supply, conductive slip ring and other brush power supply circuit design, thereby being beneficial to the internal space layout design of the propeller system.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, and in particular to propeller de-icing devices, de-icing control methods, and aircraft. Background Technology

[0002] Propeller aircraft and eVTOL (electric vertical take-off and landing) aircraft require propeller de-icing devices. In related technologies, propeller de-icing devices driven by internal rotor motors include heating elements, excitation coils, induction coils, and an external AC power supply. The external AC power supply, installed inside the casing, supplies power to the excitation coils, generating an alternating magnetic field. The induction coils, rotating with the propeller blades and other components, cut the magnetic lines of the alternating magnetic field, generating an induced current, which then powers the heating elements used for de-icing.

[0003] However, if the propeller driven by the external rotor motor rotates as a whole, and the excitation coil inside the propeller system is powered through an electrical system such as a conductive slip ring, the external AC power supply and the required conductive slip ring power supply structure will occupy the already small internal space of the propeller and / or the motor, thus affecting the internal spatial layout of the propeller system. Summary of the Invention

[0004] The main objective of this invention is to propose a propeller de-icing device, a de-icing control method, and an aircraft, aiming to solve the technical problem that the electromagnetic induction power generation system of the propeller de-icing device affects the internal spatial layout of the propeller in related technologies.

[0005] To achieve the above objectives, the present invention proposes a propeller de-icing device. The propeller includes a rotating part, a pitch pusher, and a pitch drive assembly. The rotating part is adapted to be connected to the outer rotor of the engine so as to be driven to rotate by the outer rotor. The fixed end of the pitch drive assembly is adapted to be fixedly connected to the inner stator of the engine. The linear moving end of the pitch drive assembly is rotatably connected to the pitch pusher so as to drive the pitch pusher to reciprocate along the rotation axis of the propeller. The rotating part includes at least a hub, a fairing, and blades.

[0006] The propeller de-icing device includes:

[0007] Permanent magnets are suitable for being fixedly installed on linear moving ends;

[0008] Heating elements, which are adapted to be disposed in the fairing and / or blades; and

[0009] The conductive element is electrically connected to the heating element and is adapted to be fixedly connected to the rotating part. It is configured such that when the outer rotor of the engine rotates relative to the inner stator, it is driven by the rotating part to cut the magnetic field lines of the permanent magnet to generate an induced current.

[0010] In one embodiment, the propeller de-icing device further includes a support member, which is rotatably connected to a permanent magnet, and the rotation axis of the support member is collinear with the rotation axis.

[0011] The conductive part is connected to the support member so that when the conductive part rotates with the rotating part, it drives the support member to rotate around the rotation axis.

[0012] In one embodiment, the conductive element is connected to the heating element to form a closed circuit; or,

[0013] The conductive component contains a closed circuit.

[0014] In one embodiment, the fairing and the propeller hub define a receiving cavity communicating with the inner cavity of the propeller hub, the pitch pusher is received in the receiving cavity to be located on the side of the propeller hub away from the engine, and the linear moving end is rotatably connected to the pitch pusher in the receiving cavity.

[0015] The permanent magnet is at least partially housed within the receiving cavity, and / or the conductive element is housed within the receiving cavity and fixedly connected to the inner wall of the fairing.

[0016] In one embodiment, when the conductive element is housed within the receiving cavity, the conductive element includes a suspended section, which is suspended within the receiving cavity, and a portion of the suspended section is disposed adjacent to the permanent magnet; wherein, the suspended section is located on the side of the variable pitch pusher away from the propeller hub and is spaced apart from the variable pitch pusher.

[0017] In one embodiment, the permanent magnet is located on the side of the variable pitch pusher away from the propeller hub, and the permanent magnet is disposed on the end face of the linear moving end away from the fixed end. One end of the conductive element is connected to the permanent magnet and can rotate relative to the permanent magnet. The other end of the conductive element is adapted to be fixedly connected to the inner wall of the fairing, so that the part between the two ends of the conductive element forms a suspended section.

[0018] In one embodiment, when the conductive element has a closed circuit, the propeller de-icing device further includes:

[0019] A de-icing switch is disposed between the heating element and the conductive element;

[0020] The control module is connected to a de-icing switch, the control module is configured to control the de-icing switch to be turned on or off, and the control module is adapted to communicate with a preset sensor of the propeller, and / or, the control module is adapted to communicate with the flight control system of an aircraft equipped with a propeller.

[0021] The preset sensor includes at least one of a temperature sensor, a speed sensor, and a current sensor.

[0022] In one embodiment, the propeller de-icing device further includes:

[0023] An energy storage module is electrically connected to a conductive component and is configured to have a charging state and a discharging state.

[0024] The energy storage module is connected to the control module, and the control module is also configured to control the energy storage module to switch between charging and discharging states.

[0025] In one embodiment, the energy storage module is electrically connected to the control module, and the energy storage module is configured to provide electrical energy to the control module.

[0026] In one embodiment, the propeller de-icing device further includes a support member, which is rotatably connected to a permanent magnet, and the rotation axis of the support member is collinear with the rotation axis.

[0027] Both the energy storage module and the control module are fixedly mounted on the support, and the end of the conductive component near the permanent magnet is fixedly connected to the support, so that when the conductive component rotates with the rotating part, it drives the support to rotate around the rotation axis.

[0028] In one embodiment, the heating element is shaped as a sheet, strip, ring, or mesh.

[0029] In addition, this application also provides a de-icing control method applicable to the propeller de-icing device described above, including:

[0030] With the propeller rotating, determine whether there is a risk of de-icing based on the current temperature data collected by each preset temperature sensor;

[0031] In the event of a de-icing risk, the de-icing switch is turned on to enter a passive power supply mode; in the passive power supply mode, the conductive element provides induced current to the heating element.

[0032] In one embodiment, when the propeller de-icing device further includes an energy storage module, after determining whether there is a risk of de-icing based on the current temperature data collected by each preset temperature sensor while the propeller is rotating, the method further includes:

[0033] In the absence of any risk of de-icing, the de-icing switch is turned off, and the energy storage module is switched to charging mode to enter kinetic energy recovery mode. In kinetic energy recovery mode, the closed loop supplies power to the energy storage module.

[0034] In one embodiment, the method further includes:

[0035] When the active power supply conditions are met, the energy storage module is switched to the discharge state, and the de-icing switch is turned on.

[0036] In one embodiment, the active power supply condition includes at least one of the following conditions:

[0037] The propeller speed did not reach the preset speed threshold and there was a risk of icing.

[0038] The aircraft is in the cruise phase or tilt transition phase and there is a risk of icing.

[0039] The passive power supply mode is malfunctioning.

[0040] In addition, this application also provides an aircraft, including:

[0041] The main body of the aircraft;

[0042] The propulsion assembly, located on the main body of the aircraft, includes a propeller and an engine. The engine is an external rotor motor, and the rotating part of the propeller is connected to the external rotor of the engine; and

[0043] As mentioned above, the propeller de-icing device is installed on the propeller.

[0044] In one embodiment, the aircraft is a vertical takeoff and landing (VTOL) aircraft.

[0045] One or more technical solutions proposed in this application have at least the following technical effects:

[0046] In this application, the variable pitch drive assembly is fixedly connected to the inner stator of the engine, thereby forming a stationary region inside the propeller. A permanent magnet is installed in this stationary region as the magnetic field provider in the electromagnetic induction module. The part of the electromagnetic induction module that cuts the magnetic field lines is connected to the rotating part of the propeller that rotates with the outer rotor of the engine. The rotating part rotates under the drive of the rotating part to cut the magnetic field lines. Thus, electromagnetic induction can be achieved without the need for external AC power supply and power supply lines such as conductive slip rings and brushes. This facilitates the internal space layout design of the propeller system and simplifies the propeller structure design while achieving propeller de-icing efficiency. Attached Figure Description

[0047] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0048] Figure 1 This is a schematic diagram of the propeller structure involved in the present invention; wherein the propeller includes a propeller de-icing device;

[0049] Figure 2A schematic diagram showing the connection between the permanent magnet and the variable pitch drive assembly of the propeller de-icing device provided by the present invention.

[0050] Figure 3 A schematic diagram of the conductive element provided by the present invention;

[0051] Figure 4 A schematic diagram showing the connection between the control module, energy storage module, and electromagnetic induction module provided by the present invention;

[0052] Figure 5 A schematic diagram of the control module structure of the hardware operating environment involved in the de-icing control method provided by the present invention;

[0053] Figure 6 This is a flowchart illustrating the first embodiment of the de-icing control method provided by the present invention;

[0054] Figure 7 This is a flowchart illustrating a second embodiment of the de-icing control method provided by the present invention.

[0055] Figure 8 This is a schematic diagram of the flight phase of the eVTOL involved in this invention.

[0056] Explanation of icon numbers:

[0057] 10. Reserved interface; 110. Propeller hub; 111. Inner cavity; 112. Connecting hole; 120. Propeller blade; 130. Fairing; 131. Receiving cavity; 140. Variable pitch pusher; 150. Variable pitch drive assembly; 151. Variable pitch servo; 152. Lead screw; 153. Linear moving end; 154. Protrusion; 155. Variable pitch bearing; 156. Anti-torsion arm; 200. Engine; 310. Heating element; 320. Conductive component; 321. Suspended section; 330. Permanent magnet; 340 350. Connecting bearing; 360. Support component; 361. Energy storage module; 362. Bidirectional voltage converter; 363. Charge / discharge switch; 370. Energy storage element; 380. Control module; 390. De-icing switch; A. Rotating axis; 1001. Processing device; 1002. ROM; 1003. Storage device; 1004. RAM; 1005. Bus; 1006. I / O interface; 1007. Input device; 1008. Output device; 1009. Communication device.

[0058] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0059] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0060] It should be noted that if the embodiments of the present invention involve directional indicators (such as up, down, forward, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0061] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0062] Once an aircraft's propellers become icy, their aerodynamic shape changes, leading to decreased efficiency, insufficient thrust / thrust, and potentially severe vibrations due to uneven ice distribution, threatening flight safety. Especially in cold and humid environments, eVTOLs rely on multiple propeller / rotor units to provide lift and thrust / thrust, making the impact of icing on their safety more severe than on traditional aircraft. One possible de-icing technology is electrothermal de-icing, which uses embedded or surface-mounted heating elements such as resistance wires or carbon black layers to heat components requiring de-icing, such as blades, hubs, or fairings, thereby melting the ice or preventing further icing.

[0063] For propellers driven by internal rotor engines, a non-contact electromagnetic induction de-icing system can be used to facilitate wiring due to the high speed of the propeller's rotation. Specifically, an excitation coil fixed to the casing generates a magnetic field under the drive of alternating current. An induction coil mounted on the rotating drive shaft cuts the magnetic field lines to generate an induced current that powers the heating elements, avoiding the wear and maintenance problems of contact transmission methods such as conductive slip rings. However, for propellers driven by external rotor engines, it is difficult to install the excitation coil within the propeller due to its high-speed rotation. Furthermore, it is also difficult to install an external AC power supply inside the high-speed rotating propeller.

[0064] Therefore, this application provides a solution that forms a stationary region within the propeller by fixing the variable pitch drive assembly to the inner stator of the engine that drives the propeller. A permanent magnet is installed in this stationary region as the magnetic field provider in the electromagnetic induction module, and the part of the electromagnetic induction module that cuts the magnetic field lines is connected to the rotating part of the propeller so that it rotates under the drive of the rotating part to cut the magnetic field lines. Thus, electromagnetic induction can be achieved without the need for external AC power supply and power supply circuit design such as conductive slip rings and brushes. This facilitates the internal space layout design of the propeller system, simplifies the propeller structure design, and achieves the effect of propeller de-icing.

[0065] The inventive concept of this application is further illustrated below with reference to some specific embodiments and implementation methods.

[0066] Please see Figure 1 This embodiment provides a propeller de-icing device suitable for propellers.

[0067] The propeller includes a rotating part, a pitch thruster 140, and a pitch drive assembly 150. The rotating part is adapted to be connected to the outer rotor of the engine so as to be driven to rotate by the outer rotor. The fixed end of the pitch drive assembly 150 is adapted to be fixedly connected to the inner stator of the engine. The linear moving end 153 of the pitch drive assembly 150 is rotatably connected to the pitch thruster 140 so as to drive the pitch thruster 140 to reciprocate along the rotation axis of the propeller. The rotating part includes at least a hub 110, a fairing 130, and / or blades 120.

[0068] Specifically, in this embodiment, the engine 200 driving the propeller rotation is an external rotor motor. The rotor of the external rotor motor forms an external rotor, while the stator forms an internal stator. The propeller includes a rotating part, which includes at least a hub 110, blades 120, and a fairing 130. The hub 110 is the part where the blades 120 are mounted and joined. The hub 110 has a hollow structure with an inner cavity 111, and both end faces of the hub 110 have openings in the direction of the rotation axis A. The opening on the end face of the hub 110 opposite to the inner stator is a connecting hole 112. Multiple blades 120 are spaced apart on the outer peripheral wall of the hub 110. Of course, the blades 120 can be evenly spaced along the circumference of the hub 110 or unevenly spaced; this embodiment does not limit this. The rotor hub 110 is connected to the outer rotor of the engine 200. Driven by the engine 200, the rotor hub 110 rotates around its own axis, i.e., the rotational axis A of the variable-pitch propeller as a whole, transmitting the rotational torque of the engine 200 to the blades 120, causing the blades 120 to rotate around the rotational axis A to generate the thrust / pull or lift required for flight. The fairing 130 is generally constructed as a streamlined outer shell, fitted radially outside the rotor hub 110 and fixedly assembled relative to the rotor hub 110, thus rotating along with the outer rotor. The space inside the fairing 130, excluding the rotor hub 110, is a receiving cavity 131, which communicates with the inner cavity 111 through a connecting hole 112. The fairing 130 is used to reduce the aerodynamic drag of the propeller during flight, allowing airflow to flow smoothly over the rotor hub area and avoiding the generation of vortices. Of course, the fairing 130 also protects the structures installed inside the rotor hub 110 from direct impact by airflow.

[0069] Since the propeller provided in this embodiment is a variable-pitch propeller, the blade 120 is not completely fixed to the hub 110, but is rotatably connected to the hub 110, meaning it can rotate around its own variable-pitch axis, thereby changing the angle of attack of the blade 120. The change in the angle of attack of the blade 120 is achieved by a variable-pitch mechanism. The variable-pitch mechanism includes a variable-pitch drive assembly 150, a variable-pitch pusher 140, and a variable-pitch transmission assembly. The variable-pitch pusher 140 reciprocates along the axial direction of the hub 110 and is connected to each blade 120 through the variable-pitch transmission assembly, thereby causing each blade 120 to oscillate to change its angle of attack. The reciprocating movement of the variable-pitch pusher 140 along the axial direction of the hub 110 is driven by the variable-pitch drive assembly 150. The variable-pitch drive assembly 150 includes a fixed end and a linear moving end 153. The fixed end is housed within the inner cavity 111 and is fixedly connected to the inner stator through a hole opened on the end face of the hub 110 near the inner stator. Of course, the hole opened on the end face of the rotor hub 110 near the inner stator also provides a wiring channel for laying the power supply cables and / or communication cables required for the variable pitch drive assembly 150. As one option in this embodiment, the variable pitch pusher 140 can be built into the rotor hub 110. Alternatively, as another option in this embodiment, the variable pitch pusher 140 is located on the side of the rotor hub 110 away from the engine 200, that is, placed on top of the rotor hub 110. The following description uses the example of the variable pitch pusher 140 being placed on top of the rotor hub 110. In this case, the linear moving end 153 of the variable pitch drive assembly 150 can reciprocate along the rotation axis A within the receiving cavity 131, thereby driving the variable pitch pusher 140 to reciprocate along the rotation axis A. In some embodiments, the variable pitch drive assembly 150 can be constructed as a linear drive module. Alternatively, in other embodiments, the variable pitch drive assembly 150 includes a variable pitch servo 151 and a linear motion mechanism. The variable-pitch servo 151 provides the power required for variable-pitch motion. The variable-pitch servo 151 is disposed within the inner cavity 111 and fixedly connected to the inner stator of the engine 200. See one example. Figure 2 The inner cavity 111 houses a servo motor bracket, which is fixedly connected to the inner stator of the engine 200. The variable-pitch servo 151 is mounted to the servo motor bracket using screws or other fasteners. The linear motion mechanism converts the rotational motion output from the motor shaft of the variable-pitch servo 151 into linear motion, thereby driving the variable-pitch push plate 140 to perform linear motion. (See also...) Figure 2The linear motion mechanism is a lead screw and nut structure. The lead screw 152 is coaxial with and fixedly connected to the motor shaft of the variable pitch servo 151. The axes of both the lead screw 152 and the motor shaft of the variable pitch servo 151 are collinear with the rotation axis A. The nut is threaded onto the lead screw 152, thus forming a moving part in linear motion. The moving part extends through the connecting hole 112 into the receiving cavity 131 and is connected to the variable pitch push plate 140 via the variable pitch bearing 155. At this time, the variable pitch servo 151 forms the fixed end of the variable pitch drive assembly 150, while the moving part forms the linear moving end 153. Furthermore, an anti-torsion arm 156 is provided between the variable pitch servo 151 and the moving part. One end of the anti-torsion arm 156 is hinged to the moving part, and the other end is hinged to the variable pitch servo 151 to prevent the moving part from rotating relative to the variable pitch servo 151.

[0070] It is easy to see that during the operation of the propeller driven by the engine 200, the propeller includes a rotating part that rotates around the propeller's rotation axis A under the drive of the engine's outer rotor, and a stationary part connected to the inner stator that does not rotate around the propeller's rotation axis A. The rotating part includes at least the hub 110, blades 120, and fairing 130. The stationary part includes the pitch drive assembly 150, which, connected to the inner stator, does not rotate with the outer rotor, thus forming the stationary part of the propeller.

[0071] In this embodiment, the propeller de-icing device includes a permanent magnet 330, a heating element 310, and a conductive element 320. The permanent magnet 330 is fixedly disposed on the linear moving end 153; the heating element 310 is disposed on the propeller fairing 130 and / or the blade 120; the conductive element 320 is electrically connected to the heating element 310, and the conductive element 320 is adapted to be fixedly connected to the rotating part, and is configured such that when the outer rotor of the engine rotates relative to the inner stator, it is driven by the rotating part to cut the magnetic field lines of the permanent magnet 330 to generate an induced current.

[0072] The permanent magnet 330 is made of a magnetic material that can maintain its magnetism for a long time without easily disappearing, and it is used to provide the magnetic field required for electromagnetic induction. In one embodiment, the permanent magnet 330 is a neodymium iron boron (NdFeB) permanent magnet. It is understood that the rotating part moves in a circle around the rotation axis A. In order to generate a stable and continuous induced electromotive force by making the magnetic flux change sinusoidally, the permanent magnet 330 can be constructed as a centrally symmetrical structure, and the central axis of the permanent magnet 330 is collinear with the rotation axis A. In some embodiments, the permanent magnet 330 may include multiple permanent magnet sub-body pieces, which are disposed on the peripheral wall of the linear moving end 153 and arranged sequentially along the circumferential direction of the linear moving end 153, thereby jointly providing the magnetic field. In this case, the permanent magnet sub-body can be constructed as an arc-shaped structure. Alternatively, in other embodiments, the number of permanent magnets 330 is one, and the permanent magnet 330 is constructed as a ring, thereby fitting around the outer periphery of the linear moving end 153. Alternatively, in some other embodiments, the number of permanent magnets 330 is one, and the permanent magnet 330 is a block or columnar structure, which is fixed to the end face of the linear moving end 153. Alternatively, in still other embodiments, the permanent magnet 330 includes two symmetrical permanent magnet sub-body, which are arranged symmetrically with each other and are jointly fixed to the end face of the linear moving end 153.

[0073] The permanent magnet 330 is fixedly connected to the linear moving end 153, thus also being constructed as a stationary part of the propeller. It should be noted that the permanent magnet 330 can be fixedly connected to the linear moving end 153 in the following ways, but not limited to the following: (1) bonding, such as the permanent magnet 330 being attached to the outer periphery of the linear moving end 153 or the end face facing away from the hub 110; (2) slot fixing, such as the end face facing away from the hub 110 of the linear moving end 153 having multiple slots extending from top to bottom along the rotation axis A, and the permanent magnet 330 being inserted into the slots. Of course, the permanent magnet 330 can be fixed in the slot by means of structural fixing, potting fixation, etc.; (3) Sheath fixing, the sheath is fitted on the outer periphery of the linear moving end 153, and the gap between the sheath and the outer periphery of the linear moving end 153 is for installing the permanent magnet 330, or the sheath is fitted on the end of the linear moving end 153 away from the propeller hub 110, and the gap between the sheath and the end of the linear moving end 153 away from the propeller hub 110 is for installing the permanent magnet 330.

[0074] The heating element 310 is used to generate heat to melt ice or prevent ice formation, thus being suitable for the fairing 130 and / or blades 120 of the propeller to generate heat when current passes through, thereby performing de-icing operations on the fairing 130 and / or blades 120. Understandably, for eVTOL, icing of the blades 120 causes a sharp decrease in the thrust / thrust and lift provided by the propeller, leading to an increase in the power output of the engine 200, potentially exceeding the power limit of the engine 200 or the capability limit of the battery module powering the engine 200. Furthermore, for the battery module, the higher motor torque causes a surge in battery discharge rate, shortening the range or triggering the risk of thermal runaway. In addition, the irregularity of the ice layer on the blades 120 causes sensor distortion, affecting the stability control of the eVTOL. Icing of the fairing 130 severely affects its aerodynamic shape, creating turbulence around the propeller and significantly reducing the propulsion efficiency of the propulsion components. Furthermore, severe airflow asymmetry causing blade 120 vibration can also affect flight stability. Additionally, ice shedding from the fairing 130 or blade 120 may affect the normal operation of other aircraft structures. Therefore, the heating element 310 can be disposed in the propeller fairing 130 and / or blade 120. Furthermore, the heating element 310 can be disposed on the surface of the fairing 130 and / or blade 120, or embedded in the fairing 130 and / or blade 120. This embodiment uses the example of the heating element 310 embedded in the propeller fairing 130 for illustration. The heating element 310 can be sheet-like, strip-like, ring-like, or mesh-like. For example, the heating element 310 can be constructed as a mesh structure consisting of a resistance sheet, heating coil, or heating wire.

[0075] The conductive element 320 is a "conductor" in the electromagnetic induction module. It is located near the permanent magnet 330 and is suitable for fixed connection with the rotating part. So when the outer rotor rotates relative to the inner stator, the conductive element 320 is driven by the rotating part to cut the magnetic field lines of the permanent magnet 330 to generate an induced current.

[0076] It is easy to see that in this embodiment, by installing the permanent magnet 330 as the magnetic field provider in the electromagnetic induction module in the stationary area, and connecting the conductive part 320 that cuts the magnetic field lines in the electromagnetic induction module to the rotating part of the propeller, the propeller can rotate under the drive of the rotating part to cut the magnetic field lines. Thus, electromagnetic induction can be achieved without the need for external AC power supply and power supply line design such as conductive slip rings and brushes. This facilitates the internal space layout design of the propeller system and simplifies the propeller structure design.

[0077] Specifically, the arrangement of the conductive element 320 adjacent to the permanent magnet 330 can be as follows:

[0078] In some embodiments, the conductive element 320 is mounted on the variable pitch pusher 140 and arranged adjacent to the permanent magnet 330.

[0079] Specifically, the variable pitch pusher 140 is positioned outside the propeller hub 110, and the conductive element 320 is fixedly mounted on the variable pitch pusher 140. The conductive element 320 can be fixed mechanically by snapping into a groove on the variable pitch pusher 140, or by other means such as adhesive bonding, to the end face of the variable pitch pusher 140 facing away from the propeller hub 110. Since the variable pitch pusher 140 rotates around the axis of rotation A along with the propeller hub 110, the conductive element 320 on the variable pitch pusher 140 can cut magnetic field lines in the magnetic field. It is easy to see that the conductive component 320 is fixedly installed on the pitch push plate 140, that is, the conductive component 320 is integrated into the pitch push plate 140. The conductive component 320 does not affect the disassembly and assembly of the rectifier 130. After opening the rectifier 130, the conductive component 320 can be directly observed. It is also convenient to observe, repair and replace the conductive component 320 on the pitch push plate 140. Therefore, it can improve the maintainability and aesthetics of the wiring of electrical equipment inside the rectifier 130.

[0080] Alternatively, in some other embodiments, the propeller de-icing device further includes a support member 350, which is rotatably connected to the permanent magnet 330, and the rotation axis of the support member 350 is collinear with the rotation axis A; a portion of the conductive member 320 is connected to the support member 350 so that when the conductive member 320 rotates with the rotating portion, it drives the support member 350 to rotate around the rotation axis A.

[0081] Taking the permanent magnet 330 fixedly mounted on the end face of the linear moving end 153 as an example, the upper end of the permanent magnet 330 can provide a bearing mounting position for mounting a connecting bearing 340, and the bottom of the support member 350 can be rotatably connected to the permanent magnet 330 through the connecting bearing 340. In this embodiment, a portion of the conductive member 320 is connected to the support member 350, thus achieving an arrangement adjacent to the permanent magnet 330.

[0082] Furthermore, the portion of the conductor in the electromagnetic induction module that cuts magnetic field lines in the magnetic field to generate the induced current needs to form part of a closed loop. Therefore, in some embodiments, the conductive element 320 is connected to the heating element 310 to form a closed loop. Specifically, one end of the conductive element 320 is connected to a pre-defined first interface of the heating element 310, and the other end of the conductive element 320 is connected to a pre-defined second interface of the heating element 310, thereby enabling the conductive element 320 and the heating element 310 to jointly form a closed loop. In one example, the conductive element 320 is constructed as a wire, with both ends of the wire connected to the heating element 310. In this case, the middle part of the wire can be connected to the support member 350.

[0083] Alternatively, in other embodiments, the conductive element 320 has a closed loop. Specifically, the conductive element 320 has a closed loop, so that when the conductive element 320 cuts magnetic field lines in a magnetic field, it itself generates an induced current, and then the conductive element 320 supplies power to the heating element 310. In one example, the conductive element 320 is constructed as a coil, and the coil is connected to the heating element 310 via a wire.

[0084] Furthermore, for permanent magnets 330 made of materials such as neodymium iron boron, their volume and shape will significantly affect the magnetic strength, and thus the magnitude of the induced current. Therefore, in order to obtain a larger induced current, it is necessary to arrange the permanent magnet 330 in a more spacious area. That is, in some embodiments, at least a portion of the permanent magnet 330 is housed in the receiving cavity 131, so as to facilitate the arrangement of a larger volume or a better-shaped permanent magnet 330.

[0085] Specifically, please refer to Figure 1 Since the variable-pitch pusher 140 is positioned above the propeller hub 110, a portion of the linear moving end 153 extends through the connecting hole 112 into the receiving cavity 131 during the minimum variable-pitch stroke stage, and reciprocates within the receiving cavity 131 along the rotation axis A during the variable-pitch process. Accordingly, in some embodiments, at least a portion of the permanent magnet 330 is housed within the receiving cavity 131; specifically, the permanent magnet 330 can be mounted on the end face of the linear moving end 153, thus being entirely housed within the receiving cavity 131. Of course, in other embodiments, a portion of the permanent magnet 330 covers the radially outer side of the linear moving end 153, and another portion extends into the receiving cavity 131 in a direction away from the inner stator so that this other portion is housed within the receiving cavity 131. The portion of the permanent magnet 330 covering the radially outer side of the linear moving end 153 can be housed within the receiving cavity 131 and can also reciprocate between the inner cavity 111 and the receiving cavity 131; this embodiment is not limited in this respect.

[0086] Understandably, the fairing 130 is a streamlined shell designed to meet core design requirements such as drag reduction and / or noise reduction, minimizing interference with the overall airflow. Therefore, the internal space of the fairing 130, after accommodating the reciprocating movement of the linear moving end 153 and the variable-pitch pusher 140, still provides sufficient space. Thus, the conductive component 320 can be housed within the receiving cavity 131. In this embodiment, housing the conductive component 320 within the receiving cavity 131 fully utilizes the existing space within the fairing 130, improving the utilization rate of the propeller's internal space. Furthermore, the fairing 130 provides sufficient space and has fewer components arranged within that space, thus avoiding interference with other components during propeller operation when arranging the conductive component 320. This reduces the difficulty of structural arrangement and improves the operational reliability and maintenance convenience of the de-icing device.

[0087] In addition, another part of the conductive element 320 can be fixedly connected to the variable pitch push plate 140, thereby cutting the magnetic field under the action of the variable pitch push plate 140.

[0088] Alternatively, since the conductive element 320 needs to be connected to the heating element 310 on the fairing 130 for power supply, the conductive element 320 can be fixedly connected to the inner wall of the fairing 130. With the conductive element 320 fixedly connected to the inner wall of the fairing 130, when the fairing 130 and the propeller hub 110 rotate together around the rotation axis A, the conductive element 320 is driven by the fairing 130 to rotate around the rotation axis A. It is easy to see that, compared to another part of the conductive element 320 being connected to the pitch pusher 140, in this embodiment, the conductive element 320 is fixedly connected to the inner wall of the fairing 130, thereby simplifying the wiring.

[0089] The conductive component 320 can be fixedly connected to the inner wall of the fairing 130 by either having a portion of the conductive component 320 fixed to the inner wall of the fairing 130 or embedding it within the fairing 130. Alternatively, with a portion of the conductive component 320 rotatably connected to the permanent magnet 330 via the support 350, another portion of the conductive component 320 can be fixed to the inner wall of the fairing 130 via mechanical structures such as grooves or clips added to the inner wall, or by adhesive bonding. Alternatively, another portion of the conductive component 320 can be embedded within the fairing 130, thereby improving the cleanliness of the interior of the fairing 130 and increasing the integration of the propeller components.

[0090] Among the various options mentioned above, the conductive element 320 includes a suspended section 321, which is suspended and housed within the receiving cavity 131, and a portion of the suspended section 321 is disposed adjacent to the permanent magnet 330.

[0091] Specifically, the inner wall of the fairing 130 is provided with at least one reserved interface 10. One or both ends of the conductive element 320 are connected to the reserved interface 10, and the remaining part forms a suspended section 321. It should be noted that the suspended section 321 is suspended within the receiving cavity 131 and partially arranged adjacent to the permanent magnet 330, thereby reducing the distance between it and the permanent magnet 330 to ensure the performance and reliability of the electromagnetic induction effect. Please refer to [link to relevant documentation]. Figure 3 In one example, when the conductive element 320 is a wire, both ends of the wire are connected to the inner wall of the shroud 130 through different reserved interfaces 10, and the middle part of the wire is connected to the support 350, thereby forming two suspended sections 321 on the side of the support 350. Of course, the middle part of the wire may not be connected to the support 350.

[0092] Furthermore, the reserved interface 10 can specifically be formed by a portion of the heating element 310 within the fairing 130 protruding from the inner wall of the fairing 130 or exposed within the receiving cavity 131. Thus, the connection between the conductive element 320 and the reserved interface 10 not only achieves a fixed connection with the fairing 130 but also an electrical connection with the heating element 310 at the fairing 130. Additionally, when the blade has a heating element 310, the heating element 310 at the blade can be connected in series or in parallel with the heating element 310 of the fairing 130 through structures such as a brush or slip ring at the blade handle, to achieve connection with the conductive element 320.

[0093] It is worth mentioning that the suspended section 321 is located above the variable pitch pusher 140, that is, the conductive element 320 is located on the side of the variable pitch pusher 140 away from the propeller hub 110 and is spaced apart from the variable pitch pusher 140. Specifically, the projection of the reserved interface 10 on the fairing 130 onto the plane of the upper end surface of the propeller hub 110 lies within the projection of the variable pitch pusher 140 onto that plane, thus the suspended section 321 formed by naturally falling under gravity is located above the variable pitch pusher 140. In addition, in order to avoid interference between the suspended section 321 and the reciprocating variable pitch pusher 140, the suspended section 321 and the variable pitch pusher 140 are always spaced apart, that is, when the variable pitch pusher 140 rises to the maximum variable pitch stroke, there is still a gap between the suspended section 321 and the variable pitch pusher 140.

[0094] It should be noted that eVTOL may include a fixed rotor unit and a tiltrotor unit. The rotation axis A of the fixed rotor unit extends in the same direction, but the tiltrotor unit can tilt between the cruise position and the vertical takeoff and landing position. That is, during flight, there may be an angle between the direction of gravity and the rotation axis A. Therefore, in order to avoid interference between the suspended section 321 and the variable pitch thruster 140 and other propeller internal mechanisms, in some embodiments, please refer to [reference needed]. Figure 1 The permanent magnet 330 is located on the side of the variable pitch pusher 140 away from the propeller hub 110. One end of the conductive element 320 is connected to the permanent magnet 330 and can rotate relative to the permanent magnet 330. The other end of the conductive element 320 is adapted to be fixedly connected to the inner wall of the fairing 130 so that the part between the two ends of the conductive element 320 forms a suspended section 321.

[0095] Specifically, please refer to Figure 1 and Figure 2The upper end of the linear moving end 153 protrudes from the variable pitch pusher 140 to form a protrusion 154. The permanent magnet 330 is disposed on the outer periphery of the protrusion 154 or on the end face of the protrusion 154, thereby being located on the side of the variable pitch pusher 140 away from the propeller hub 110. Furthermore, one end of the conductive element 320 is connected to the support member 350 to rotate relative to the permanent magnet 330. Thus, unlike the stationary permanent magnet 330, the conductive element 320 can rotate relative to the permanent magnet 330 when the propeller rotates, thereby preventing interference between the movements of the conductive element 320 and the permanent magnet 330. Alternatively, one end of the conductive element 320 can also be directly connected to the permanent magnet 330 via a bearing and rotate relative to the permanent magnet 330.

[0096] The other end of the conductive element 320 is adapted to be fixedly connected to the inner wall of the fairing 130, thereby forming a suspended section 321 between the two ends of the conductive element 320, and the conductive element 320 can be driven by the fairing 130 to rotate around the permanent magnet 330. In addition, it is understood that when the rotation axis of the propeller is in the vertical direction, the projection of the conductive element 320 on the plane where the bottom end face of the fairing 130 is located or on a plane parallel to the bottom end face can extend radially along the fairing 130, or the projection extension direction of the conductive element 320 can also form a certain angle with the radial direction of the fairing 130. This embodiment does not limit this.

[0097] Furthermore, it is understandable that the linear moving end 153 moves up and down, so the permanent magnet 330 also moves up and down with the linear moving end 153. Therefore, the part between the two ends of the conductive element 320 can always hang naturally in an arc shape to provide length redundancy for the conductive element 320 during the reciprocating movement of the permanent magnet 330 with the linear moving end 153, and to prevent the conductive element 320 from being torn off during the pitch change process.

[0098] It is easy to see that the propeller de-icing device provided in the above embodiments can be started independently without external power supply when the propeller is rotating. However, it is understandable that for an aircraft, de-icing is not required as soon as the propeller starts. If the temperature is suitable, eVTOL may not have a de-icing risk. Therefore, when the conductive element 320 has a closed circuit, the propeller de-icing device further includes: a de-icing switch 380 and a control module 370. The de-icing switch 380 is disposed between the heating element 310 and the conductive element 320. The control module 370 is connected to the de-icing switch 380 and is configured to control the de-icing switch 380 to be turned on or off. The control module 370 is also adapted to communicate with multiple preset sensors of the propeller and / or to communicate with the flight control system of the aircraft equipped with the propeller. The preset sensors include at least one of a temperature sensor, a speed sensor, and a current sensor.

[0099] Specifically, please refer to Figure 4 A de-icing switch 380 is disposed between the heating element 310 and the conductive element 320. In some embodiments, the de-icing switch 380 is disposed on the inner wall of the shroud 130 and connects the conductive element 320 and the heating element 310. When the de-icing switch 380 is off, the connection between the conductive element 320 and the heating element 310 is cut off; therefore, although the conductive element 320 can generate current, it does not supply power to the heating element 310. When the de-icing switch 380 is on, the conductive element 320 and the heating element 310 are connected, thereby supplying power to the heating element 310 when an induced current is generated in the conductive element 320. The de-icing switch 380 includes, but is not limited to, relays, contactors, and controllable switches.

[0100] The control module 370 is connected to the de-icing switch 380, thereby controlling the de-icing switch 380 to be turned on or off. In addition, the control module 370 can also communicate with multiple preset sensors on the propeller, thereby receiving monitoring data from the preset sensors to determine whether the current state of the aircraft requires de-icing or is at risk of icing, and / or, whether the propeller is currently rotating or stationary, and / or whether the propeller de-icing device is functioning normally.

[0101] It should be noted that the multiple preset sensors include, but are not limited to: temperature sensor, speed sensor and current sensor.

[0102] The temperature sensors may include multiple sensors, some of which are distributed at multiple points on the fairing 130 to monitor the icing risk of the fairing 130 by monitoring its temperature. Other temperature sensors are distributed at multiple points on the blades 120, such as on the leading edge of each blade 120, to monitor the icing risk of the blades 120 by monitoring their temperature. The temperature sensors may be configured to operate intermittently, for example, with a sampling frequency of 1 Hz.

[0103] A speed sensor is used to monitor the propeller's rotation, such as determining whether the actual propeller speed is sufficient for de-icing. In some implementations, the speed sensor is configured as a Hall effect sensor.

[0104] A current sensor is used to monitor the current value of the closed loop within the conductive element 320, thereby determining whether the propeller de-icing device can operate normally under the drive of the induced current. For example, in some embodiments, if the detected induced current is consistently less than 10 milliamperes (mA), it can be determined that the de-icing device is not operating normally.

[0105] The control module 370 includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, which, when executed by the at least one processor, enable the at least one processor to perform the de-icing control method provided in subsequent embodiments.

[0106] like Figure 5 As shown, the control module 370 may include a processing device 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in ROM 1002 (Read Only Memory) or a program loaded from storage device 1003 into RAM 1004 (Random Access Memory). RAM 1004 also stores various programs and data required for the operation of the control module. The processing device 1001, ROM 1002, and RAM 1004 are interconnected via bus 1005. I / O interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including the aforementioned preset sensors; output devices 1008; storage devices 1003 including, for example, magnetic tape, hard disk, etc.; and communication devices 1009. Communication device 1009 allows the control module 370 to exchange data wirelessly or via wired communication with other devices such as flight control systems. Although the diagram shows control modules with various systems, it should be understood that it is not required to implement or have all of the systems shown. More or fewer systems may be implemented alternatively.

[0107] Furthermore, the control module 370 is configured to communicate with the flight control system of an aircraft equipped with a propeller. When the control module 370 is located in a stationary area such as the pitch drive assembly 150 or the permanent magnet 330, since the pitch drive assembly 150 is fixedly connected to the inner stator and needs to communicate with the flight control system, the communication cable from the control module 370 to the pitch drive assembly 150 can be arranged within the propeller hub and integrated into the communication cable between the pitch drive assembly 150 and the engine 200. Alternatively, the control module 370 can also communicate with the flight system wirelessly, such as via LoRa (Long Range) or RF (Radio Frequency) links. The control module 370's communication with the flight control system allows it to report information such as the operating status of the propeller de-icing device to the flight control system. If it is determined that the de-icing device is not functioning properly, the control module 370 can send an alarm to the flight control system. The control module 370 can be configured to have a sleep mode. When the control module is in sleep mode, the sleep current is lower than the designed sleep value, such as 10μA. The control module 370 is triggered to exit sleep mode only when the temperature sensor detects that the temperature is too low, for example, less than or equal to the reserved buffer threshold, such as 2°C, or when the Hall sensor detects a rotation signal.

[0108] Understandably, eVTOLs undergo three phases during flight: vertical takeoff and landing, tilt transition, and cruise. During the vertical takeoff and landing and tilt transition phases, the propeller may not face icing risks. Therefore, even if an induced current is generated in the propeller's rotating conductive element 320 but not dissipated by the heating element 310, the energy is dissipated into the housing cavity 131 through heat generation. Furthermore, it is necessary to provide a backup de-icing function in case the electromagnetic induction module of the propeller de-icing device fails. Therefore, in one embodiment, please refer to... Figure 4 The propeller de-icing device also includes an energy storage module 360, which is electrically connected to the conductive element 320 and configured to have charging and discharging states. The energy storage module 360 ​​is communicatively connected to a control module 370, which is also configured to control the energy storage module 360 ​​to switch between charging and discharging states.

[0109] Specifically, the energy storage module 360 ​​is electrically connected to the conductive element 320. When in a charging state, it stores the induced current generated by the electromagnetic induction module after voltage conversion; or when in a discharging state, it provides the stored electrical energy to the heating element 310 after voltage conversion via the conductive element 320. In some embodiments, the energy storage module 360 ​​includes a bidirectional voltage converter 361, a charge / discharge switch 362, and an energy storage element 363 connected in sequence. When the charge / discharge switch 362 connects its internal charging circuit to the bidirectional voltage converter 361 and the energy storage element 363, the energy storage module 360 ​​is in a charging state; when the charge / discharge switch 362 connects its internal discharging circuit to the bidirectional voltage converter 361 and the energy storage element 363, the energy storage module 360 ​​is in a discharging state. The bidirectional voltage converter 361 may specifically be a bidirectional DC-DC converter.

[0110] The energy storage element 363 can be configured as a rechargeable battery. It should be noted that the energy storage element 363 can be equipped with an external charging interface, allowing it to be charged during ground maintenance. For example, the external charging interface could be located at the fairing 130 and connected to the energy storage element 363 via a conductive component 320 or other cables. Alternatively, the energy storage element 363 can also be configured as a capacitor, such as a supercapacitor. Supercapacitors, with their large capacity and fast charging / discharging speed, are more suitable for electromagnetic induction systems. Alternatively, the energy storage element 363 can also include both a rechargeable battery and a capacitor. In this case, the electromagnetic induction module first charges the capacitor, and then, after the capacitor is fully charged, it charges the rechargeable battery.

[0111] It is easy to see that the propeller de-icing device provided in this embodiment includes a passive power supply mode powered by an electromagnetic induction module and an active power supply mode powered by an energy storage module 360, thereby ensuring that any single point of failure will not cause the de-icing device to fail. It can be understood that the passive power supply mode powered by the electromagnetic induction module means that the conductive element 320 provides induced current to the heating element 310.

[0112] In addition, the energy storage module 360 ​​is equipped with a remaining power detection component to detect the remaining power of the energy storage element 363, thereby triggering an alarm to the flight control system when the power level falls below a preset threshold. For example, in one instance, an alarm can be triggered if the remaining power is less than 20%, such as by sending a low power warning via the RF link.

[0113] The control module 370 may have its own power supply, or in one embodiment, the energy storage module 360 ​​is electrically connected to the control module 370, and the energy storage module 360 ​​is configured to provide power to the control module 370. Specifically, the energy storage element 363 and / or the bidirectional voltage converter 361 of the energy storage module 360 ​​are electrically connected to the control module 370, so that when the electromagnetic induction module generates an induced current, the energy storage element 363 is charged and provides power to the control module 370. Alternatively, when the electromagnetic induction module generates an induced current, the bidirectional voltage converter 361 directly provides power to the control module 370. Thus, when the aircraft performs a system self-test and starts the propeller before takeoff, an induced current is generated in the conductive element 320 of the electromagnetic induction module, which supplies power to the control module 370, thereby fully utilizing the mechanical energy of the propeller throughout the flight and improving energy efficiency.

[0114] The energy storage module 360 ​​is housed in the receiving cavity 131 and fixedly connected to the rotating component. This allows the energy storage module 360 ​​to be easily connected to the conductive component 320, eliminating the need for additional conductive slip rings or other structures for the connection between the energy storage module 360 ​​and the rotating component. In some embodiments, the energy storage module 360 ​​is fixedly mounted on the support member 350, thereby fully utilizing the empty space at the top of the permanent magnet 330.

[0115] Specifically, the energy storage module 360 ​​is connected to the conductive component 320. For example, the energy storage module 360 ​​may be equipped with an electrical interface, or the support component 350 may be equipped with an electrical interface, which is then connected to the energy storage module 360. One end of the conductive component 320, which has a wire structure, is configured as an electrical connector adapted to a cable interface, or the conductive component 320, which has a coil structure, is connected to an electrical connector. When the electrical connector and the electrical interface are locked together, the conductive component 320 can drive the energy storage module 360, the support plate, and the control module 370 to rotate together. In one example, the support component 350 includes a stacked base plate and a circuit board. The base plate is rotatably connected to the permanent magnet 330 via a connecting bearing 340. Both the energy storage module 360 ​​and the control module 370 are mounted on the circuit board, which has corresponding electrical interfaces.

[0116] In some implementations, the power supply for the control module initialization and self-test process can be generated by the electromagnetic induction module during propeller rotation, or by the energy previously recovered by the energy storage module 360. The self-test process mainly detects the magnetic field strength, sensor operation, and power supply level.

[0117] It is easy to see that in this embodiment, both the energy storage module 360 ​​and the control module 370 are integrated into the upper space of the permanent magnet 330 to improve the space utilization within the fairing 130. Furthermore, the energy storage module 360 ​​and the control module 370 rotate together around the rotation axis A, thus eliminating the need for power supply structures such as conductive slip rings for the control module 370, thereby simplifying the internal structure.

[0118] Furthermore, this application also provides a de-icing control method applicable to the control module of a propeller de-icing device. (See reference...) Figure 6 , Figure 6 This is a flowchart illustrating the first embodiment of the de-icing control method of this application.

[0119] In this embodiment, the de-icing control method includes steps S10~S20:

[0120] Step S10: With the propeller rotating, determine whether there is a risk of de-icing based on the current temperature data collected by each preset temperature sensor.

[0121] In step S20, if there is a risk of de-icing, the de-icing switch is turned on to enter the passive power supply mode. In the passive power supply mode, the conductive element provides induced current to the heating element.

[0122] Specifically, the control module 370 can determine whether the propeller is rotating through a speed sensor among the preset sensors. Alternatively, the control module can also determine whether the propeller is rotating through data interaction with the aircraft's flight control system. Alternatively, the control module can also detect whether the conductive component 320 generates an induced current through a current sensor among the preset sensors, thereby determining whether the propeller is rotating.

[0123] When the propeller is confirmed to be rotating, the control module 370 can actively control each preset temperature sensor to collect current temperature data, or it can receive and upload current temperature data collected by each preset temperature sensor in real time or periodically. Specifically, the preset temperature sensors installed on the fairing 130 and / or the blades 120 collect current temperature data for their respective locations. In this embodiment, temperature thresholds can be pre-configured for each preset temperature sensor on the fairing 130 and the blades 120, allowing the control module 370 to determine whether the current temperature data is less than the temperature threshold, such as 2°C. If the current temperature data is less than the temperature threshold, it determines that the corresponding part has a risk of icing. If the current temperature data is greater than or equal to the temperature threshold, it determines that the corresponding part does not have a risk of icing.

[0124] Understandably, temperature thresholds can be measured based on simulation or experimental data. In one possible implementation, temperature sensors set for each region can be configured with corresponding temperature thresholds based on their respective regions, thereby improving the accuracy of determining the icing risk of different parts of the propeller. In this case, the presence of icing risk occurs when the current temperature data of at least one preset temperature sensor is less than the corresponding temperature threshold. Conversely, the absence of icing risk occurs when the current temperature data of all preset temperature sensors are greater than or equal to the corresponding temperature threshold.

[0125] In the event of a risk of icing, the control module 370 controls the de-icing switch 380 to turn on. The induced current generated in the conductive element 320 flows through each heating element 310, causing the fairing and / or blades to heat up. At this time, the energy required for the heating elements 310 to generate heat is entirely provided by the electromagnetic induction module; therefore, the propeller de-icing device in this state can be considered to be in passive power supply mode. Of course, in the absence of a risk of icing, the control module 370 can control the de-icing switch 380 to turn off, and the induced current will no longer flow through the heating elements 310. Alternatively, please refer to [link to relevant documentation]. Figure 7 In the case where the propeller de-icing device also includes an energy storage module, a second embodiment of the de-icing control method of this application is provided. In the second embodiment of the de-icing control method of this application, the content that is the same as or similar to that in the first embodiment described above can be referred to the above description and will not be repeated hereafter. In this embodiment, the method further includes step S30:

[0126] In step S30, if there is no risk of de-icing, the de-icing switch is turned off, and the energy storage module is switched to charging mode to enter kinetic energy recovery mode. In kinetic energy recovery mode, the closed loop supplies power to the energy storage module.

[0127] Specifically, in the absence of a risk of de-icing, the control module 370 controls the de-icing switch 380 to turn off, thereby interrupting the connection between the conductive element 320 and the heating element 310, and the heating element 310 stops working. Furthermore, the control module 370 controls the energy storage module 360 ​​to switch to a charging state, thereby converting the induced electromotive force generated by the conductive element 320 into the voltage required by the energy storage element 363 for storage.

[0128] It is easy to see that this embodiment provides a kinetic energy recovery mode, thereby improving the energy utilization rate of the propeller de-icing device.

[0129] Furthermore, a third embodiment of the de-icing control method of this application is provided. In this third embodiment of the de-icing control method, the content that is the same as or similar to the first and / or second embodiments described above can be referred to the above description and will not be repeated hereafter. In this embodiment, the method further includes step S40:

[0130] In step S40, if the active power supply conditions are met, control the energy storage module to switch to the discharge state and control the de-icing switch to be turned on.

[0131] Specifically, when the control module 370 detects a risk of icing and the need for active power supply to meet the de-icing requirements, it can control the energy storage module 360 ​​to switch to the discharge state under the condition of meeting the active power supply requirements, thereby providing the stored electrical energy to the heating element 310 for use.

[0132] It should be noted that active power supply conditions include, but are not limited to:

[0133] (1) The propeller speed does not reach the preset speed threshold and there is a risk of icing.

[0134] For eVTOLs, flight involves three phases: vertical takeoff and landing, tilt transition, and cruise flight. During the cruise phase, the eVTOL's fixed rotor unit either stops and transitions to a feathering state or reduces its speed to enter a low-power mode, resulting in the propeller's rotational speed not reaching the preset threshold. Understandably, the magnitude of the induced current is closely related to the propeller's rotational speed; increasing the rotational speed increases the induced electromotive force, thus generating a larger induced current in the closed loop. Conversely, decreasing the rotational speed results in a smaller induced current in the closed loop. At this point, it is necessary to supply the electrical energy stored in the energy storage module to the heating element.

[0135] It should be noted that if there is a risk of icing after the propeller stops, the stop protection will be triggered, which means that the energy storage module 360 ​​will actively discharge to trigger the heating element 310 to heat up. In addition, the control module 370 can also send an alarm to the flight control system via wireless communication protocols such as ESP-NOW.

[0136] Alternatively, the propeller's rotational speed may fall below the preset speed threshold during flight due to propeller malfunction, accident, or abnormality in the aircraft's battery module. When the propeller's rotational speed is below the preset speed threshold, the generated induced current is insufficient to provide the heating elements 310 with the heat required for de-icing. Therefore, it is necessary to utilize the electrical energy stored in the energy storage module 360.

[0137] Therefore, in this embodiment, the propeller speed not reaching the preset speed threshold and the risk of icing include the following situations: First, when the propeller stops rotating, causing the electromagnetic induction module to not start, the de-icing operation relies entirely on the energy storage module 360° discharge. Second, when the propeller speed is insufficient, the energy storage module is simultaneously controlled to discharge, thus the power supply is still mainly provided by the energy storage module.

[0138] (2) The aircraft is in the cruise phase or the tilt transition phase and there is a risk of icing.

[0139] For eVTOL, during the vertical takeoff and landing (VTOL) phase, the propellers of both the tilt rotor and fixed rotor units operate at their maximum speeds. During the tilt transition phase, the propeller speeds of both units decrease compared to the VTOL phase. During cruise, the fixed rotor unit's propellers either stop and transition to feathering mode or reduce their speed to enter a low-power mode. While the tilt rotor unit continues to rotate normally, its speed also decreases compared to both the VTOL and tilt transition phases. At this time, the energy storage module can be controlled to discharge 360 ​​degrees to meet de-icing requirements.

[0140] Understandably, during the cruise phase, the propeller speed is relatively low, and the electrical energy of the heating element 310 is primarily provided by the energy storage module 360. During the tilt transition phase, the propeller speed is relatively moderate, and the electrical energy of the heating element 310 is primarily provided by the electromagnetic induction module, the energy storage module 360, or a combination of both. During the vertical takeoff and landing (VTOL) phase, the propeller speed is relatively high, and the electrical energy of the heating element 310 is primarily provided by the electromagnetic induction module. In some embodiments, the electromagnetic induction module can also charge the energy storage module 360 ​​during the VTOL phase.

[0141] Please refer to Figure 8 Line segments 01-02 and 07-08 represent the vertical take-off and landing phase. Points 02 and 07 correspond to a height of H1m, with a speed range of 1200RPM to 1500RPM. In this phase, passive power supply mode is activated. Line segments 03-04 and 06-07 represent the tilt transition phase. Points 03 and 06 correspond to a height of H2m, and point 04 corresponds to a height of H3m. The horizontal distance from point 03 to point 01 is less than or equal to X1m, and the horizontal distance from point 06 to point 08 is less than or equal to X2m. The speed range is 1000RPM to 1200RPM. In this phase, either the electromagnetic induction module or the energy storage module 360 ​​provides power, or a combination of both. Line segment 04-05 represents the cruise state, with a speed range of 600RPM to 1000RPM. In this phase, active power supply mode is activated.

[0142] Understandably, in this embodiment, the icing risk, referring to the first embodiment of the de-icing control method, can be determined by the current temperature data collected by the temperature sensor. Therefore, unlike the aforementioned decision-making strategy that combines speed monitoring and temperature monitoring, this embodiment combines the flight stage of the eVTOL with temperature monitoring, thereby omitting propeller speed monitoring, reducing speed monitoring costs, and achieving full coverage of the eVTOL's flight conditions.

[0143] (3) Abnormal operation in passive power supply mode

[0144] Abnormal operation of passive power supply mode may be due to propeller failure causing insufficient propeller speed, or it may be due to the electromagnetic induction module itself, such as a faulty closed circuit or permanent magnet 330. In this case, the generated induced current is insufficient to meet the de-icing requirements, and the energy storage module 360 ​​can be controlled to discharge to meet the de-icing requirements.

[0145] Specifically, the control module 370 can monitor the magnitude of the induced current using a current sensor. For example, in some implementations, if the current remains below a preset threshold, such as 10mA, the control module 370 can determine that the passive power supply mode is malfunctioning. Furthermore, the control module 370 can also send an alarm to the flight control system.

[0146] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the de-icing control method of this application. Any simple modifications based on this technical concept are within the protection scope of this application.

[0147] In addition, this application also provides an aircraft, including an aircraft body, a propulsion assembly, and a propeller de-icing device. The propulsion assembly is disposed on the aircraft body and includes a propeller and an engine. The engine is an external rotor motor. The rotating part of the propeller is connected to the external rotor of the engine. The propeller de-icing device is disposed on the propeller.

[0148] Specifically, in this embodiment, the engine 200 driving the propeller rotation is an external rotor motor. The rotor of the external rotor motor forms an external rotor, while the stator forms an internal stator. The propeller includes a rotating part, which includes at least a hub 110, blades 120, and a fairing 130. The hub 110 is the part where the blades 120 are mounted and joined. The hub 110 has a hollow structure with an inner cavity 111, and both end faces of the hub 110 have openings in the direction of the rotation axis A. The opening on the end face of the hub 110 opposite to the inner stator is a connecting hole 112. Multiple blades 120 are spaced apart on the outer peripheral wall of the hub 110. Of course, the blades 120 can be evenly spaced along the circumference of the hub 110 or unevenly spaced; this embodiment does not limit this. The rotor hub 110 is connected to the outer rotor of the engine 200. Driven by the engine 200, the rotor hub 110 rotates around its own axis, i.e., the rotational axis A of the variable-pitch propeller as a whole, transmitting the rotational torque of the engine 200 to the blades 120, causing the blades 120 to rotate around the rotational axis A to generate the thrust / pull or lift required for flight. The fairing 130 is generally constructed as a streamlined outer shell, fitted radially outside the rotor hub 110 and fixedly assembled relative to the rotor hub 110, thus rotating along with the outer rotor. The space inside the fairing 130, excluding the rotor hub 110, is a receiving cavity 131, which communicates with the inner cavity 111 through a connecting hole 112. The fairing 130 is used to reduce the aerodynamic drag of the propeller during flight, allowing airflow to flow smoothly over the rotor hub area and avoiding the generation of vortices. Of course, the fairing 130 also protects the structures installed inside the rotor hub 110 from direct impact by airflow.

[0149] Furthermore, the specific structure of the propeller de-icing device is as described in the above embodiments. Since this aircraft adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be elaborated here.

[0150] In one embodiment, the aircraft is a vertical takeoff and landing (VTOL) aircraft. Of course, the VTOL aircraft can be an unmanned aircraft or a manned aircraft; this embodiment is not limited in this respect.

[0151] The above are merely exemplary embodiments of the present invention and are not intended to limit the scope of protection of the present invention. Any equivalent structural transformations made using the contents of the present invention specification and drawings under the technical concept of the present invention, or direct / indirect applications in other related technical fields, are included within the scope of protection of the present invention.

Claims

1. A propeller de-icing device, characterized in that, The propeller includes a rotating part, a pitch thruster, and a pitch drive assembly. The rotating part is adapted to be connected to the outer rotor of the engine so as to be driven to rotate by the outer rotor. The fixed end of the pitch drive assembly is adapted to be fixedly connected to the inner stator of the engine. The linear moving end of the pitch drive assembly is rotatably connected to the pitch thruster so as to drive the pitch thruster to reciprocate along the rotation axis of the propeller. The rotating part includes at least a hub, a fairing, and blades. The variable pitch pusher is located on the side of the propeller hub opposite to the engine; The propeller de-icing device includes: A permanent magnet, which is adapted to be fixedly mounted on the linear moving end; Heating elements, the heating elements being adapted to be disposed on the fairing and / or blades; and A conductive element is electrically connected to the heating element and is adapted to be fixedly connected to the rotating part, and is configured such that when the outer rotor of the engine rotates relative to the inner stator, it is driven by the rotating part to cut the magnetic field lines of the permanent magnet to generate an induced current. The propeller de-icing device also includes a support member, which is rotatably connected to the permanent magnet, and the rotation axis of the support member is collinear with the rotation axis. A portion of the conductive element is connected to the support member so that, when the conductive element rotates with the rotating portion, it drives the support member to rotate around the rotation axis.

2. The propeller de-icing device as described in claim 1, characterized in that, The conductive element is connected to the heating element to form a closed circuit; or, The conductive element has a closed circuit.

3. The propeller de-icing device as described in claim 2, characterized in that, The fairing and the propeller hub define a receiving cavity that communicates with the inner cavity of the propeller hub. The variable pitch pusher is housed in the receiving cavity and is located on the side of the propeller hub away from the engine. The linear moving end is rotatably connected to the variable pitch pusher in the receiving cavity. Wherein, at least a portion of the permanent magnet is housed within the receiving cavity, and / or, the conductive element is housed within the receiving cavity and is fixedly connected to the inner wall of the shroud.

4. The propeller de-icing device as described in claim 3, characterized in that, When the conductive element is housed within the receiving cavity, the conductive element includes a suspended section, which is suspended within the receiving cavity, and a portion of the suspended section is disposed adjacent to the permanent magnet; wherein, the suspended section is located on the side of the variable pitch pusher away from the propeller hub and is spaced apart from the variable pitch pusher.

5. The propeller de-icing device as described in claim 4, characterized in that, The permanent magnet is located on the side of the variable pitch pusher away from the propeller hub, and the permanent magnet is disposed on the end face of the linear moving end away from the fixed end. One end of the conductive element is connected to the permanent magnet and can rotate relative to the permanent magnet. The other end of the conductive element is adapted to be fixedly connected to the inner wall of the fairing, so that the portion between the two ends of the conductive element forms the suspended section.

6. The propeller de-icing device as described in claim 2, characterized in that, When the conductive element has a closed circuit, the propeller de-icing device further includes: A de-icing switch is disposed between the heating element and the conductive element; A control module is connected to the de-icing switch, the control module is configured to control the de-icing switch to be turned on or off, and the control module is adapted to communicate with a preset sensor of the propeller, and / or, the control module is adapted to communicate with the flight control system of an aircraft equipped with a propeller. The preset sensor includes at least one of a temperature sensor, a speed sensor, and a current sensor.

7. The propeller de-icing device as described in claim 6, characterized in that, The propeller de-icing device also includes: An energy storage module, which is electrically connected to the conductive element, and is configured to have a charging state and a discharging state; The energy storage module is communicatively connected to the control module, and the control module is further configured to control the energy storage module to switch between the charging state and the discharging state.

8. The propeller de-icing device as described in claim 7, characterized in that, The energy storage module is electrically connected to the control module, and the energy storage module is configured to provide electrical energy to the control module.

9. The propeller de-icing device as described in claim 7, characterized in that, Both the energy storage module and the control module are fixedly mounted on the support member, and the end of the conductive element closest to the permanent magnet is fixedly connected to the support member.

10. The propeller de-icing device according to any one of claims 1 to 9, characterized in that, The heating element is shaped or constructed as a sheet, strip, ring, or mesh.

11. A de-icing control method, characterized in that, The propeller de-icing device as described in any one of claims 6 to 9 includes: With the propeller rotating, determine whether there is a risk of de-icing based on the current temperature data collected by each preset temperature sensor; In the event of a de-icing risk, the de-icing switch is turned on to enter a passive power supply mode; in the passive power supply mode, the conductive element provides induced current to the heating element.

12. The de-icing control method as described in claim 11, characterized in that, When the propeller de-icing device further includes an energy storage module, after determining whether there is a risk of de-icing based on the current temperature data collected by each preset temperature sensor while the propeller is rotating, the method further includes: In the absence of any risk of de-icing, the de-icing switch is turned off, and the energy storage module is switched to charging mode to enter kinetic energy recovery mode. In kinetic energy recovery mode, the closed loop supplies power to the energy storage module.

13. The de-icing control method as described in claim 12, characterized in that, The method further includes: When the active power supply conditions are met, the energy storage module is controlled to switch to the discharge state, and the de-icing switch is controlled to turn on; the active power supply conditions include at least one of the following conditions: The propeller's rotational speed did not reach the preset speed threshold and there was a risk of icing. The aircraft is in the cruise phase or tilt transition phase and there is a risk of icing. The passive power supply mode is malfunctioning.

14. An aircraft, characterized in that, include: The main body of the aircraft; A propulsion assembly is disposed on the main body of the aircraft. The propulsion assembly includes a propeller and an engine. The engine is an external rotor motor, and the rotating part of the propeller is connected to the external rotor of the engine. as well as The propeller de-icing device as described in any one of claims 1 to 10, wherein the propeller de-icing device is disposed on the propeller; The aircraft in question is a vertical takeoff and landing (VTOL) aircraft.

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