An integrated electric pitch control structure for aircraft propeller blades

Abstract

This invention belongs to the field of low-altitude flight technology and provides an integrated rotor electric pitch control structure for aircraft. It includes a rotor assembly, a control module assembly, a drive assembly, and a pitch control module. A sensor assembly is installed at the bottom of the pitch control module. The control module assembly is mounted on the drive assembly and receives the pitch angle control signal input and the angle signal input from the sensor assembly. After internal calculation, it outputs the relevant speed signal to the drive assembly. A PID controller performs PID calculations on the error to obtain the control quantity and limits the control quantity. The angle of the lead screw shaft is monitored in real time through a sensor connector and fed back to the control module for closed-loop adjustment. This patent has a simple structure, achieves stepless control of the pitch angle, and improves control accuracy and response speed through angle feedback. It realizes integrated control and drive, simplifies the signal transmission structure, and improves signal quality and pitch performance.

Description

Technical Field

[0001] This utility model belongs to the field of low-altitude flight technology, specifically relating to an integrated propeller electric pitch control structure and method for aircraft. Background Technology

[0002] Aircraft propellers are a key component of aviation propulsion systems, generating thrust or pull through rotation to propel aircraft forward. Based on their design characteristics and application scenarios, propellers can be categorized into different types, such as fixed-pitch propellers, variable-pitch propellers, and reversible-pitch propellers. With the development of the aviation industry, the demand for high-performance, high-efficiency propeller systems is increasing. In various applications, variable-pitch propellers have become a key component because they can automatically adjust the blade angle according to flight conditions, thereby optimizing aerodynamic performance and range. The variable-pitch function is achieved by changing the angle between the propeller blades and the rotation axis, allowing the propeller to provide optimal thrust or pull at different flight stages. Besides traditional fixed-wing aircraft and helicopters, variable-pitch propellers also have broad application prospects in emerging eVTOL (electric vertical takeoff and landing) aircraft and long-endurance unmanned aerial vehicles (UAVs). These new aircraft need to efficiently switch between different flight modes (such as vertical takeoff / landing, cruise flight, etc.), thus placing higher demands on the versatility and flexibility of propellers. Traditional variable-pitch structures use mechanical limit devices on the variable-pitch slider, and then, by giving the drive motor a direction, the variable-pitch slider moves to the corresponding limit and stops, thereby adjusting the pitch angle. However, this solution cannot monitor the blade pitch angle in real time, and the pitch angle can only be fixed at a few pre-set positions. If the pitch angle cannot be fixed at other positions, it will affect the aerodynamic efficiency of the propulsion system. Currently, the pitch control module of the variable-pitch mechanism is arranged separately from the pitch drive motor controlled by it. The two need to transmit signals through an electric slip ring, which is complex and has poor signal transmission effect, affecting the control accuracy and response speed of the pitch angle. Utility Model Content

[0003] The technical problem to be solved by this utility model is to provide an integrated rotor electric pitch control structure and method for aircraft that realizes integrated control and drive, simplifies the signal transmission structure, and improves signal quality and pitch performance, in light of the current state of the technology.

[0004] The technical solution adopted by this utility model to solve the above-mentioned technical problems is as follows: an integrated electric variable pitch control structure for aircraft propellers, characterized in that it includes a propeller assembly, a control module assembly, a drive assembly, and a pitch control module. The propeller assembly is connected to the pitch control module and realizes the change of pitch angle through the pitch control module. The drive assembly is connected to the pitch control module and drives the pitch control module to move. A sensor assembly for real-time feedback of the movement angle of the pitch control module is installed at the bottom of the pitch control module. The control module assembly is installed on the drive assembly and receives the pitch angle control signal input and the angle signal input by the sensor assembly. After internal calculation, it outputs the relevant speed signal to the drive assembly.

[0005] As a further optimization, in the above-mentioned integrated rotor electric pitch control structure for aircraft, the sensor assembly includes a sensor and a sensor connector, and the sensor connector is connected to the sensor's rotating shaft through a form-fit connection.

[0006] As a further optimization, in the above-mentioned integrated rotor electric pitch control structure for aircraft, the drive assembly includes a motor and a motor cover. The motor is installed inside the motor cover. The drive assembly is responsible for driving the motor to rotate according to the received motor control commands and driving the output shaft to rotate through the internal transmission mechanism.

[0007] As a further optimization, in the aforementioned integrated electric pitch control structure for aircraft propellers, a position sensor is installed on the motor in the drive assembly. This position sensor can be a combination of a Hall effect magnetic ring and a magnetic encoder.

[0008] As a further optimization, in the aforementioned integrated electric pitch control structure for aircraft propellers, the pitch control module includes a lead screw shaft, a lead screw nut, and a pitch slider. The square hole at the bottom of the output shaft of the drive assembly forms a wedge fit with the square shaft at the top of the lead screw shaft and transmits the driving torque to the lead screw shaft. The lead screw nut is threaded to the lead screw shaft, and as the lead screw shaft rotates, the lead screw nut can slide up and down axially. The pitch slider is bolted to the lead screw nut, and during operation, the pitch slider and the lead screw nut slide up and down together along the axial direction under the drive of the lead screw nut.

[0009] As a further optimization, in the above-mentioned integrated electric pitch control structure for aircraft propellers, the propeller assembly and the pitch slider are connected by an eccentric slot. When the pitch slider slides up and down, the propeller assembly will also rotate along its own axis and change the pitch angle.

[0010] As a further optimization, in the aforementioned integrated rotor electric pitch control structure for aircraft, the control module assembly includes a control box cover, a control module, and a control box. The control module is placed inside the control box, which is connected to the motor cover via bolts, which also press the control box cover tightly. The control module is responsible for receiving pitch angle-related control signals and angle signals from sensors, and after internal calculations, outputting the relevant motor speed signals to the drive assembly. The control box cover provides a seal, protecting the control module.

[0011] As a further optimization, in the aforementioned integrated electric pitch control structure for aircraft propellers, the sensor connector engages with the groove at the bottom of the lead screw shaft and provides real-time feedback of the lead screw shaft's angular position to the control module. Here, the lead screw nut directly drives the pitch slider on the propeller hub. Controlling the stroke accuracy and response speed by acquiring the lead screw rotation angle through a sensor is more direct and precise than acquiring it from the motor end.

[0012] As a further optimization, in the above-mentioned integrated aircraft propeller electric pitch control structure, the pitch control module and the drive assembly are installed and connected as a single unit.

[0013] This patent also provides an integrated rotor blade electric pitch control method for aircraft, characterized by the following steps:

[0014] Step 1: Calculate the system position error based on the steering control command and the current position;

[0015] Step 2: Use a PID controller to perform PID calculations on the error to obtain the control quantity, and then limit the amplitude of the control quantity;

[0016] Step 3: Set the motor direction signal in the motor speed command according to the sign of the control quantity;

[0017] Step 4: Set the PWM duty cycle in the motor speed command according to the magnitude of the control quantity;

[0018] Step 5: Output the motor speed command to the drive assembly;

[0019] Step 6: After receiving the instruction, the drive assembly drives the internal motor to perform the specified movement, and drives the output shaft and lead screw shaft to rotate through the internal transmission mechanism.

[0020] Step 7: The sensor monitors the angle of the lead screw shaft in real time through the sensor connector and feeds back to the control module for closed-loop adjustment.

[0021] Compared with the prior art, the advantages of this utility model are:

[0022] 1. The system uses sensors to collect the rotation angle of the lead screw shaft and calculates the pitch angle of the blades based on the rotation angle of the lead screw shaft. It provides real-time feedback and controls the pitch angle in real time. Its structure is simple and can achieve stepless control of the pitch angle. Furthermore, the angle feedback improves the control accuracy and response speed.

[0023] 2. The pitch control module and the drive assembly it controls are arranged together, realizing integrated control and drive, simplifying the signal transmission structure, and improving signal quality and pitch performance. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the integrated rotor blade electric pitch control structure of this aircraft.

[0025] Figure 2 This is a schematic diagram of the integrated electric pitch control algorithm for propeller blades in this aircraft. Detailed Implementation

[0026] The following are specific embodiments of the present invention, which are described in conjunction with the accompanying drawings. However, the present invention is not limited to these embodiments.

[0027] In the figure, there are: blade assembly 100; control module assembly 200; control box cover 201; control module 202; control box 203; drive assembly 300; motor 301; motor cover 302; pitch control module 400; lead screw shaft 401; lead screw nut 402; pitch slider 403; sensor assembly 500; sensor 501; sensor connector 502; and top cover plate 600.

[0028] like Figure 1 As shown, the integrated rotor electric pitch control structure of this aircraft mainly includes a rotor assembly 100, a control module assembly 200, a drive assembly 300, and a pitch control module 400. In this patent, the pitch control module 400 and the drive assembly 300 are installed and connected as a single unit, thus realizing integrated control and drive, simplifying the signal transmission structure, and improving signal quality and pitch control performance.

[0029] In addition, the blade assembly 100 of this patent is connected to the pitch control module 400 and changes the pitch angle through the pitch control module 400. The drive assembly 300 is connected to the pitch control module 400 and drives the pitch control module 400 to move. A sensor assembly 500 for real-time feedback of the movement angle of the pitch control module 400 is installed at the bottom of the pitch control module 400. The control module assembly 200 is installed on the drive assembly 300 and receives the pitch angle control signal input and the angle signal input by the sensor assembly 500. After internal calculation, it outputs the relevant speed signal to the drive assembly 300. Here, this patent mainly uses the pitch control module 400 to provide real-time feedback and control of the pitch angle. Its structure is simple and can realize stepless control of the pitch angle. Moreover, through angle feedback, the control accuracy and response speed are improved.

[0030] Specifically, the drive assembly 300 includes a motor 301 and a motor cover 302. The motor 301 is installed inside the motor cover 302. The drive assembly 300 is responsible for driving the motor 301 to rotate according to the received control commands from the motor 301, and driving the output shaft to rotate through an internal transmission mechanism. The control module assembly 200 includes a control box cover 201, a control module 202, and a control box 203. The control module 202 is placed inside the control box 203. The control box 203 is connected to the motor cover by bolts and presses the control box cover 201 together. The sensor assembly 500 of this patent includes a sensor 501 and a sensor connector 502. A position sensor is installed on the motor 301 in the drive assembly 300. Here, the position sensor can be a combination of Hall effect magnetic ring or magnetic encoder. The control module 202 is responsible for receiving the pitch angle related control signal input and the angle signal input by the sensor 501. After internal calculation, it outputs the relevant motor 301 speed signal to the drive assembly 300. Here, the control module 202 is sealed by the control box cover 201 to protect it.

[0031] The pitch control module 400 includes a lead screw shaft 401, a lead screw nut 402, and a pitch slider 403. The bottom square hole of the output shaft of the drive assembly 300 forms a wedge fit with the top square shaft of the lead screw shaft 401 and transmits the driving torque to the lead screw shaft 401. The upper cover plate 600 is installed between the lead screw shaft 401 and the drive assembly 300 and is used for sealing and protection. The lead screw nut 402 is threaded to the lead screw shaft 401. As the lead screw shaft 401 rotates, the lead screw nut 402 can slide up and down axially. The pitch slider 403 is bolted to the lead screw nut 402. During operation, the pitch slider 403 slides up and down along the axial direction together with the lead screw nut 402 under the drive of the lead screw nut 402. The blade assembly 100 is connected to the pitch slider 403 through an eccentric slot. Thus, when the pitch slider 403 slides up and down, the blade assembly 100 will also rotate along its own axis and change the pitch angle.

[0032] The sensor connector 502 is connected to the rotating shaft of the sensor 501 via a form-fitting connection. The sensor connector 502 mates with the bottom groove of the lead screw shaft 401 and provides real-time feedback of the angular position of the lead screw shaft 401 to the control module. Here, the lead screw nut 402 connected to the lead screw directly drives the pitch slider 403 on the propeller hub. The sensor 501 collects the rotation angle of the lead screw shaft 401, and the blade pitch angle is calculated based on the rotation angle of the lead screw shaft 401. Real-time feedback and control of the pitch angle avoids the reduction in pitch accuracy and response performance caused by dimensional errors in the drive and transmission mechanisms. Its structure is simple and can achieve stepless control of the pitch angle. The variable-pitch slider 403 on the direct drive hub is more direct and accurate than the control of the motor end by collecting the screw rotation angle to control the stroke accuracy and response speed. The combination of the sensor 501 at the screw end and the position sensor (Hall magnetic ring or magnetic encoder) built into the motor 301 can monitor the faults in the transmission path in real time and make corresponding strategies in time. The redundant feedback design of the dual sensors in the motor 301 and the screw end has stronger reliability and can detect faults in the transmission path of the drive assembly 300 and make corresponding strategies in time to stabilize the fuselage attitude and ensure safety. When one sensor fails and loses signal, the other sensor can take over the signal in time to ensure that the system does not go out of control.

[0033] Other examples Figure 2 As shown, this patent also provides an integrated rotor electric pitch control method for aircraft, namely, a pitch angle control method. The control module 202 is the core of the system's closed-loop control, responsible for the system's function of following rudder control commands. When the control module 202 obtains the pitch rudder control command, it mainly completes the following steps: Step 1: Calculate the system position error based on the rudder control command and the current position; Step 2: Use a PID controller to perform PID calculation on the error to obtain the control quantity and limit the control quantity; Step 3: Set the motor 301 direction signal in the motor 301 speed command according to the sign of the control quantity; Step 4: Set the PWM duty cycle in the motor 301 speed command according to the magnitude of the control quantity; Step 5: Output the motor 301 speed command to the drive assembly 300; Step 6: After obtaining the command, the drive assembly 300 drives the internal motor 301 to perform the specified movement, driving the output shaft and lead screw shaft 401 to rotate through the internal transmission mechanism; Step 7: The sensor 501 monitors the angle of the lead screw shaft 401 in real time through the sensor connector 502 and feeds it back to the control module 202 for closed-loop adjustment.

[0034] The specific embodiments described herein are merely illustrative examples of the spirit of this utility model. Those skilled in the art to which this utility model pertains may make various modifications to the described specific embodiments or adopt similar methods to replace them, but without departing from the scope defined by the spirit of this utility model.

Claims

1. An integrated blade electric variable pitch control architecture for an aircraft, characterized by, The system includes a blade assembly, a control module assembly, a drive assembly, and a pitch control module. The blade assembly is connected to the pitch control module and changes the pitch angle through the pitch control module. The drive assembly is connected to the pitch control module and drives the pitch control module to move. A sensor assembly is installed at the bottom of the pitch control module to provide real-time feedback on the movement angle of the pitch control module. The control module assembly is installed on the drive assembly and receives the pitch angle control signal input and the angle signal input from the sensor assembly. After internal calculation, it outputs the relevant speed signal to the drive assembly.

2. An integrated blade electric variable pitch control structure for an aircraft as defined in claim 1, wherein, The sensor assembly includes a sensor and a sensor connector, with the sensor connector and the sensor's rotating shaft connected via a form-fit.

3. An integrated blade electric variable pitch control structure for an aircraft as claimed in claim 1 or 2, wherein, The drive assembly includes a motor and a motor cover. The motor is installed inside the motor cover. The drive assembly is responsible for driving the motor to rotate according to the received motor control commands and driving the output shaft to rotate through the internal transmission mechanism.

4. An integrated blade electric variable pitch control structure for an aircraft as defined in claim 3, wherein, The motor in the drive assembly is equipped with a position sensor, which can be a combination of a Hall effect magnetic ring or a magnetic encoder.

5. An integrated blade electric variable pitch control structure for an aircraft as claimed in claim 1 or 2, wherein, The pitch control module includes a lead screw shaft, a lead screw nut, and a pitch slider. The square hole at the bottom of the output shaft of the drive assembly forms a wedge fit with the square shaft at the top of the lead screw shaft and transmits the driving torque to the lead screw shaft. The lead screw nut is threaded to the lead screw shaft. As the lead screw shaft rotates, the lead screw nut can slide up and down axially. The pitch slider is bolted to the lead screw nut. During operation, the pitch slider and the lead screw nut slide up and down together along the axial direction under the drive of the lead screw nut.

6. An integrated blade electric variable pitch control structure for an aircraft as claimed in claim 1 or 2, wherein, The blade assembly and the pitch slider are connected by an eccentric slot. When the pitch slider slides up and down, the blade assembly will also rotate along its own axis and change the pitch angle.

7. An integrated blade electric variable pitch control structure for an aircraft as defined in claim 4, wherein, The control module assembly includes a control box cover, a control module, and a control box. The control module is placed inside the control box, and the control box is connected to the motor cover by bolts and presses the control box cover tightly. The control module is responsible for receiving pitch angle-related control signal inputs and angle signals input by sensors, and outputting relevant motor speed signals to the drive assembly after internal calculation.

8. An integrated blade electric variable pitch control structure for an aircraft as defined in claim 2, wherein, The sensor connector engages with the groove at the bottom of the lead screw shaft and provides real-time feedback of the lead screw shaft's angular position to the control module.

9. An integrated blade electric variable pitch control structure for an aircraft as defined in claim 1, wherein, The pitch control module and the drive assembly are installed and connected as a single unit.

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