Dual-motor redundant drive vertical take-off and landing aircraft propulsion system

Abstract

The utility model relates to the technical field of aircraft power systems, in particular to a dual-motor redundant drive vertical take-off and landing aircraft propulsion system, which comprises a transmission system, a power system, a control system and a power system, the transmission system comprises two motors installed on the top of an inner cavity of the cabin, one-way couplings installed on the two motors respectively, a main transmission shaft driven by the motors through the one-way couplings, a secondary transmission shaft in transmission connection with the main transmission shaft, and a tail thrust propeller driven by the secondary transmission shaft through a gear set. The two motors are symmetrically fixed on the carbon fiber support at the top of the cabin, so that the motors move upwards to the top of the cabin, the gravity center of the whole aircraft is concentrated towards the middle of the aircraft body and moves forwards relative to the gravity center of original horizontal tail arrangement, a traditional horizontal tail balancing weight can be omitted, and the overall weight is reduced.

Description

Technical Field

[0001] This utility model relates to the field of aircraft propulsion system technology, and in particular to a dual-motor redundant drive vertical take-off and landing aircraft propulsion system. Background Technology

[0002] In existing technologies, all-electric vertical takeoff and landing (VTOL) aircraft generally adopt a direct drive system with twin tail thrust motors. Traditional designs mount the motors directly onto the horizontal tail (horizontal tail). This mounting method has several problems, such as: a single motor weighs up to 45 kg, and placing two motors on the horizontal tail causes a significant rearward shift in the aircraft's center of gravity, requiring additional counterweight compensation (approximately 80 kg more); the traditional rigid connection method results in asymmetrical thrust when a single motor fails, posing a safety hazard; the rigid connection of the two motors is prone to vibration coupling, increasing the risk of resonance and affecting flight safety; maintenance accessibility is poor, and space in the horizontal tail area is limited; the high-voltage wiring and cooling system wiring are lengthy, increasing the overall weight of the aircraft. Utility Model Content

[0003] The purpose of this invention is to overcome the shortcomings of the prior art and provide a dual-motor redundant drive propulsion system for vertical take-off and landing aircraft. Through the design of the transmission structure, multiple advantages such as center of gravity optimization, redundancy safety and vibration suppression are achieved while ensuring power transmission efficiency.

[0004] To solve the above-mentioned technical problems, the present invention adopts the following technical solution:

[0005] A dual-motor redundant drive propulsion system for a vertical takeoff and landing aircraft includes:

[0006] A transmission system, wherein the transmission system is located inside the engine compartment;

[0007] The transmission system includes two motors mounted on the top of the cabin cavity, one-way couplings mounted on the two motors respectively, a main drive shaft driven by the motors through the one-way couplings, a secondary drive shaft connected to the main drive shaft, and a tail thruster driven by the secondary drive shaft.

[0008] Preferably, the two motors are symmetrically arranged about the main drive shaft, and the two one-way couplings are installed in a one-to-one correspondence with the two motors, and the two one-way couplings are symmetrically arranged about the main drive shaft.

[0009] Furthermore, the output shaft of the motor is connected in parallel to the main drive shaft via a one-way coupling.

[0010] Furthermore, the one-way coupling is installed between the motor and the main drive shaft to achieve one-way torque transmission.

[0011] Furthermore, the motor is mounted on a bracket, which is fixedly installed on the top of the cabin cavity.

[0012] Furthermore, the bracket is connected to the aircraft fuselage via a shock absorber.

[0013] Furthermore, the two motors are symmetrically arranged about the main drive shaft, and the two symmetrically arranged motors synchronously drive the main drive shaft to achieve symmetrical transmission.

[0014] Furthermore, the secondary drive shaft drives the tail propeller via a gear set.

[0015] The beneficial effects of this utility model are:

[0016] This invention fixes two motors symmetrically on a carbon fiber bracket on the top of the cabin, moving the motors to the top of the cabin and concentrating the center of gravity of the aircraft towards the middle of the fuselage. This shifts the center of gravity forward relative to the original horizontal stabilizer arrangement, eliminating the need for traditional horizontal stabilizer counterweights and reducing the overall weight.

[0017] This invention uses two symmetrically arranged motors to synchronously drive the main drive shaft. The transmission of the main drive shaft by the two motors is symmetrical. The symmetrical transmission structure of this invention can ensure the balance of the thrust vector and avoid yaw torque.

[0018] This invention mounts the motor on the top of the engine compartment cavity. Because the top of the engine compartment has an open maintenance access, maintenance time can be reduced by 40%. This invention also suppresses motor vibration through the installation of shock absorbers. Attached Figure Description

[0019] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a top view of the present invention.

[0021] The markings in the diagram are as follows: 1. Transmission system; 2. Engine room; 101. Motor; 102. One-way coupling; 103. Main drive shaft; 104. Secondary drive shaft; 105. Tail thruster propeller. Detailed Implementation

[0022] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of the present utility model.

[0023] It should be understood that, when used in this specification and the appended claims, the terms "comprising" and "including" indicate the presence of the described features, integrals, steps, operations, elements and / or components, but do not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or collections thereof.

[0024] It should also be understood that the terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to limit the scope of the invention. As used in this specification and the appended claims, the singular forms “a,” “an,” and “the” are intended to include the plural forms unless the context clearly indicates otherwise.

[0025] It should also be further understood that the term "and / or" as used in this specification and the appended claims refers to any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0026] Example

[0027] Please see Figure 1 As shown, a dual-motor redundant drive vertical take-off and landing aircraft propulsion system includes a transmission system 1, which is located inside the cabin 2.

[0028] The transmission system 1 includes two motors 101 installed on the top of the inner cavity of the engine room 2, one-way couplings 102 respectively installed on the two motors 101, a main drive shaft 103 driven by the motors 101 through the one-way couplings 102, a secondary drive shaft 104 connected to the main drive shaft 103, and a tail thruster 105 driven by the secondary drive shaft 104 through a gear set.

[0029] The gear set is a bevel gear set with a transmission ratio of 1:0.8, and the speed of the tail thruster 105 is controlled at 1200-1800 rpm.

[0030] The main drive shaft 103 transmits power to the tail thruster propellers 105 on the left and right sides through the secondary drive shaft 104 and the gear set.

[0031] Motor 101 can be an EMRAX 348 motor with a peak power of 340kW and a peak torque of 1100Nm.

[0032] This invention symmetrically fixes two 45kg motors 101 to a carbon fiber bracket on the top of the cabin 2, thereby moving the motors 101 to the top of the cabin 2. This concentrates the center of gravity of the entire aircraft towards the middle of the fuselage and shifts the center of gravity forward relative to the original horizontal stabilizer arrangement. This arrangement can eliminate the traditional horizontal stabilizer counterweight, reducing the weight by 15-20kg.

[0033] The main drive shaft 103 is made of titanium alloy, which can reduce the overall weight of the transmission system 1.

[0034] The one-way coupling 102 is made of lightweight composite material, which further reduces the overall weight.

[0035] The two motors 101 are symmetrically arranged about the main drive shaft 103, and the two one-way couplings 102 are installed in a one-to-one correspondence with the two motors 101, and the two one-way couplings 102 are symmetrically arranged about the main drive shaft 103.

[0036] The output shaft of the motor 101 is connected in parallel to the main drive shaft 103 through a one-way coupling 102. The one-way coupling 102 is installed between the motor 101 and the main drive shaft 103 to realize the one-way transmission of torque.

[0037] The two motors 101 are symmetrically arranged about the main drive shaft 103, and the two symmetrically arranged motors 101 synchronously drive the main drive shaft 103 to achieve symmetrical transmission;

[0038] When the aircraft is working normally, the two motors 101 synchronously drive the main drive shaft 103 to rotate the tail thrust propellers 105 on the left and right sides. Since the two motors 101 are symmetrically arranged, the transmission of the main drive shaft 103 by the two motors 101 is symmetrical. The symmetrical transmission structure of this utility model can ensure the thrust vector balance and avoid yaw torque.

[0039] When one of the motors 101 fails, the other motor 101 continues to drive the main drive shaft 103 and the tail thrusters 105 on both sides to rotate through the one-way coupling 102. Therefore, when a single motor 101 fails, the tail thrusters 105 on both sides can still maintain 50% of the rated thrust.

[0040] Therefore, redundant transmission is achieved through dual motors 101.

[0041] The motor 101 is mounted on a bracket, which is fixedly mounted on the top of the inner cavity of the engine compartment 2. Since the top of the engine compartment 2 has an open maintenance passage, this utility model mounts the motor 101 on the top of the inner cavity of the engine compartment 2, thereby reducing maintenance time by 40%.

[0042] The support frame is connected to the aircraft fuselage via multi-point shock absorbers with a frequency of 30Hz and a damping coefficient of 0.7.

[0043] This utility model also includes a control system:

[0044] A dual-channel flight controller is used to monitor the speed difference of motor 101 in real time;

[0045] The vibration sensor is located in the middle of the main drive shaft 103, and the feedback signal is used for PID control compensation.

[0046] An active vibration control algorithm is adopted to suppress vibration through motor speed compensation in motor 101:

[0047] When the two motors 101 of the tail thruster of the aircraft are connected in parallel, vibration control needs to address issues such as torque pulsation coupling, speed synchronization error, and structural resonance. The active vibration control algorithm consists of the following parts:

[0048] (1) Speed ​​synchronization control: Through high-precision speed closed-loop synchronization, the beat frequency vibration caused by the speed difference between the two motors 101 is reduced, and the speed synchronization error is reduced from ±50rpm to ±5rpm.

[0049] (2) Active damping control: Adaptive notch filter (ANF) algorithm is used to suppress the resonance peak of parallel motor 101 at high frequency and improve the system damping characteristics.

[0050] Meanwhile, by adding shock absorbers to the bracket, the vibration of motor 101 can be further reduced. By using an active vibration control algorithm and the combined use of shock absorbers, the vibration intensity is reduced to 20% of the original layout.

[0051] The vibration sensor is located in the middle of the main drive shaft 103, and the feedback signal is used for PID control compensation.

[0052] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this utility model, and these modifications or substitutions should all be covered within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the scope of the claims.

Claims

1. A dual-motor redundant drive propulsion system for a vertical takeoff and landing aircraft, characterized in that, include: A transmission system (1) is located inside the engine room (2); The transmission system (1) includes two motors (101) installed on the top of the inner cavity of the engine room (2), one-way couplings (102) respectively installed on the two motors (101), a main drive shaft (103) driven by the motors (101) through the one-way couplings (102), a secondary drive shaft (104) connected to the main drive shaft (103), and a tail thruster (105) driven by the secondary drive shaft (104).

2. The dual-motor redundant drive vertical takeoff and landing aircraft propulsion system according to claim 1, characterized in that, The two motors (101) are symmetrically arranged about the main drive shaft (103), and the two one-way couplings (102) are installed in a one-to-one correspondence with the two motors (101), and the two one-way couplings (102) are symmetrically arranged about the main drive shaft (103).

3. The dual-motor redundant drive vertical takeoff and landing aircraft propulsion system according to claim 1, characterized in that, The output shaft of the motor (101) is connected in parallel to the main drive shaft (103) via a one-way coupling (102).

4. The dual-motor redundant drive vertical takeoff and landing aircraft propulsion system according to claim 1, characterized in that, The one-way coupling (102) is installed between the motor (101) and the main drive shaft (103) to achieve one-way torque transmission.

5. The dual-motor redundant drive vertical takeoff and landing aircraft propulsion system according to claim 1, characterized in that, The motor (101) is mounted on a bracket, which is fixedly mounted on the top of the inner cavity of the cabin (2).

6. The dual-motor redundant drive vertical takeoff and landing aircraft propulsion system according to claim 5, characterized in that, The support frame is connected to the aircraft fuselage via shock absorbers.

7. The dual-motor redundant drive vertical takeoff and landing aircraft propulsion system according to claim 1, characterized in that, The two motors (101) are symmetrically arranged about the main drive shaft (103), and the two symmetrically arranged motors (101) synchronously drive the main drive shaft (103) to achieve symmetrical transmission.

8. The dual-motor redundant drive vertical takeoff and landing aircraft propulsion system according to claim 1, characterized in that, The secondary drive shaft (104) drives the tail thruster (105) via a gear set.

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