Dual-stator redundant electric motor and aircraft

Abstract

Provided in the present disclosure are a dual-stator redundant electric motor and an aircraft. The dual-stator redundant electric motor comprises a stator structure, a rotor structure and a control system, wherein the stator structure comprises a stator support member and two groups of stator units, the stator support member comprising a stator base, the two groups of stator units being axially arranged at intervals, each stator unit comprising a stator and a winding, the stator being sleeved on the outer periphery of the stator base, and the winding being wound around the stator; the rotor structure comprises a rotor support member and two magnet groups, the rotor support member being pivotally connected to the stator support member and comprising rotor back plates, the rotor back plates being arranged at intervals around the outer periphery of the stator base, and the two magnet groups being axially arranged at intervals; and each magnet group comprises a plurality of rotor magnets, the plurality of rotor magnets being arranged on the inner periphery of the rotor back plate and being circumferentially arranged at intervals, and the two magnet groups being arranged corresponding to the two groups of stator units respectively. The dual-stator redundant electric motor is adapted to control the two magnet groups relatively independently by means of the two groups of control units of a control system respectively.

Description

Dual-stator redundant motors and aircraft Technical Field

[0001] This disclosure relates to the field of aircraft and their drive motor technology, and in particular to a dual-stator redundant motor and an aircraft. Background Technology

[0002] With the development of the low-altitude logistics economy, the safety of rotary-wing drones has become a crucial issue in related projects. A drone's power system consists of two parts: the motor and the electronic speed controller (ESC). Failure of either will result in a loss of power, leading to safety accidents. Conventional power redundancy solutions typically employ a six-rotor or four-axis eight-propeller strategy. These solutions suffer from drawbacks such as increased overall noise and air resistance, resulting in reduced range and a smaller operational area. Summary of the Invention

[0003] This disclosure provides a dual-stator redundant motor that can achieve complete electromagnetic isolation and avoid increasing dead weight.

[0004] According to one aspect of this disclosure, a dual-stator redundant motor is provided, comprising a stator structure, a rotor structure, and a control system; the stator structure includes a stator support and two sets of stator units, the stator support including a stator base, the two sets of stator units being arranged axially spaced apart, each stator unit including a stator and windings, the stator being sleeved on the outer periphery of the stator base, and the windings being wound around the stator; the rotor structure includes a rotor support and two sets of magnet groups, the rotor support being pivotally connected to the stator support and including a rotor back plate, the rotor back plate being arranged spaced around the outer periphery of the stator base, the two sets of magnet groups being arranged axially spaced apart, each magnet group including a plurality of rotor magnets, the plurality of rotor magnets being disposed on the inner periphery of the rotor back plate and arranged circumferentially spaced apart, the two sets of magnet groups corresponding to the two sets of stator units respectively; the control system includes two sets of control units, each set of control units being coupled to one set of magnet groups and used to independently control the coupled magnet groups.

[0005] According to one embodiment of this disclosure, the stator includes a mounting portion, which has an annular structure and is sleeved on the outer periphery of the stator base; wherein the mounting portion and the stator base are interference fit.

[0006] According to one embodiment of this disclosure, the mounting portion is adhesively connected to the stator base.

[0007] According to one embodiment of the present disclosure, the stator includes a mounting portion and a plurality of winding portions. The mounting portion has an annular structure and is sleeved on the outer periphery of the stator base. The plurality of winding portions are arranged at intervals along the circumferential direction on the outer periphery of the mounting portion. The winding portions are used to wind the windings. In this case, the winding portions of the stator in the two sets of stator units are axially corresponding and aligned.

[0008] According to one embodiment of this disclosure, a first positioning groove is provided on the outer periphery of the stator base, and a second positioning groove is provided on the inner periphery of the stator. The first positioning groove and the second positioning groove are arranged opposite to each other to form a positioning hole. A positioning pin is provided through the positioning hole to position the relative position of the stator base and the stator unit in the circumferential direction.

[0009] According to one embodiment of this disclosure, in the axial direction, the second positioning slots of the stators of the two sets of stator units are aligned, and the positioning pin that passes through the first positioning slot passes through the two aligned second positioning slots simultaneously to simultaneously position the stator base and the two stator units in the circumferential direction.

[0010] According to one embodiment of this disclosure, the stator structure further includes a limiting sleeve disposed on the outer periphery of the stator base, the limiting sleeve being located axially between the two sets of stator units to limit the axial spacing between the two sets of stator units.

[0011] According to one embodiment of this disclosure, the two sets of magnets include a first magnet set and a second magnet set; wherein the axial center line of any rotor magnet of the first magnet set passes through the midpoint of the line connecting the geometric centers of two adjacent rotor magnets of the second magnet set.

[0012] According to one embodiment of this disclosure, the rotor back plate is provided with a first heat dissipation hole extending through the thickness direction, and in the axial direction, the first heat dissipation hole is located between the two sets of magnets.

[0013] According to one embodiment of this disclosure, the rotor support further includes a rotor end cover connected to one end of the rotor back plate away from the stator support; wherein the rotor support is provided with a second heat dissipation hole extending through the thickness direction, and in the axial direction, the second heat dissipation hole is located between the rotor end cover and an adjacent set of magnets.

[0014] As can be seen from the above technical solution, the advantages and positive effects of the dual-stator redundant motor proposed in this disclosure are as follows:

[0015] The stator structure of the dual-stator redundant motor disclosed herein includes two sets of stator units, which are arranged axially spaced apart, with the stator of each stator unit fitted onto the outer periphery of a stator housing. The rotor structure of the dual-stator redundant motor includes two sets of magnets, which are also arranged axially spaced apart, with each set of magnets corresponding to one of the two sets of stator units. The dual-stator redundant motor is suitable for independently controlling the two sets of magnets via two control units of a control system. Through the above design, this disclosure provides a novel redundancy scheme for an aircraft power motor, achieving complete electromagnetic isolation. Simultaneously, two control units can be used to drive the motor, enabling full redundancy backup of the motor, driver, and flight control system, thereby significantly improving the reliability of the aircraft.

[0016] This disclosure provides an aircraft employing the aforementioned dual-stator redundant motor.

[0017] According to another aspect of this disclosure, an aircraft is provided, comprising an airframe and a power module disposed on the airframe, the power module comprising a dual-stator redundant motor as proposed in this disclosure and described in the above embodiments.

[0018] As can be seen from the above technical solution, the advantages and positive effects of the aircraft proposed in this disclosure are as follows:

[0019] The aircraft disclosed herein, by adopting the dual-stator redundant motor design of the power module proposed herein, can achieve full redundancy backup of the motor, driver, and flight control, thereby significantly improving the reliability of the aircraft. Attached Figure Description

[0020] The various objectives, features, and advantages of this disclosure will become more apparent from the following detailed description of preferred embodiments of the disclosure taken in conjunction with the accompanying drawings. The drawings are merely illustrative illustrations of the disclosure and are not necessarily drawn to scale. In the drawings, the same reference numerals always denote the same or similar parts. Wherein:

[0021] Figures 1 and 2 are schematic diagrams of the three-dimensional structure of a dual-stator redundant motor from two different perspectives, according to an exemplary embodiment.

[0022] Figure 3 is a three-dimensional exploded view of the dual-stator redundant motor shown in Figure 1;

[0023] Figure 4 is a plan view of the dual-stator redundant motor shown in Figure 1;

[0024] Figure 5 is a schematic diagram of the cross section along line AA in Figure 4;

[0025] Figure 6 is a three-dimensional structural diagram of the stator structure of the dual-stator redundant motor shown in Figure 1.

[0026] Figure 7 is a cross-sectional schematic diagram of the stator structure of the dual-stator redundant motor shown in Figure 1;

[0027] Figure 8 is a three-dimensional structural schematic diagram of the rotor structure of the dual-stator redundant motor shown in Figure 1;

[0028] Figure 9 is a schematic diagram of the control system of the dual-stator redundant motor shown in Figure 1;

[0029] Figure 10 is an exemplary schematic diagram of cogging torque improvement;

[0030] Figure 11 is an exemplary schematic diagram of torque ripple improvement;

[0031] Figure 12 is a schematic diagram of an exemplary motor heat dissipation channel.

[0032] The reference numerals in the attached drawings are explained as follows: 100. Stator structure; 110. Stator base; 120. Stator unit; 1211. Mounting part; 1212. Winding body; 122. Winding; 123. Positioning pin; 200. Rotor structure; 210. Rotor back plate; 211. First heat dissipation hole; 220. Rotor end cover; 221. Second heat dissipation hole; 230. Rotor magnet; 300. Bearing; 400. Control unit; 410. Driver; 420. Controller; a. Axial centerline; o1. Geometric center; o2. Midpoint; X. Axial direction. Detailed Implementation

[0033] Conventional power redundancy solutions typically employ a six-rotor or quadcopter-eight-propeller strategy. These solutions suffer from drawbacks such as increased overall aircraft noise and air resistance, leading to reduced range and operational coverage. To overcome these shortcomings, related fields often employ solutions such as multiphase redundant motors or coaxial single-blade propellers.

[0034] However, the multiphase redundant motor scheme involves winding two sets of three-phase windings on the same stator core in an alternating manner. Although it can achieve electromagnetic redundancy and electronic control redundancy, it cannot achieve complete electromagnetic isolation in the motor. When a single-phase motor burns out and generates high temperatures, it can easily lead to the failure of adjacent windings.

[0035] Furthermore, the coaxial single-blade solution uses a mechanical connection to connect two completely independent motors and controls the motors through an electronic speed controller. However, the two independent motors increase the dead weight, which cannot meet the higher requirements for dead weight in related fields. For example, it is not suitable for long-range cargo drones.

[0036] Typical embodiments embodying the features and advantages of this disclosure will be described in detail in the following description. It should be understood that this disclosure can have various variations in different embodiments without departing from the scope of this disclosure, and the descriptions and drawings therein are illustrative in nature and not intended to limit this disclosure.

[0037] In the following description of various exemplary embodiments of this disclosure, reference is made to the accompanying drawings, which form part of this disclosure, and which illustrate by way of example different exemplary structures, systems, and steps that can implement various aspects of this disclosure. It should be understood that other specific embodiments of the components, structures, exemplary devices, systems, and steps may be used, and structural and functional modifications may be made without departing from the scope of this disclosure. Furthermore, while the terms “above,” “between,” “within,” etc., may be used in this specification to describe different exemplary features and elements of this disclosure, these terms are used herein only for convenience, such as the orientation according to the examples described in the accompanying drawings. Nothing in this specification should be construed as requiring a specific three-dimensional orientation of the structure to fall within the scope of this disclosure.

[0038] Referring to Figures 1 and 2, both exemplarily illustrate three-dimensional structural diagrams of the dual-stator redundant motor proposed in this disclosure from two different perspectives. In this exemplary embodiment, the dual-stator redundant motor proposed in this disclosure is illustrated using an unmanned aerial vehicle (UAV) as an example. It will be readily understood by those skilled in the art that various modifications, additions, substitutions, deletions, or other changes may be made to the specific embodiments described below to apply the relevant designs of this disclosure to other types of aircraft; these changes will still remain within the scope of the principles of the dual-stator redundant motor proposed in this disclosure.

[0039] As shown in Figures 1 and 2, in one embodiment of this disclosure, the dual-stator redundant motor includes a stator structure 100, a rotor structure 200, and a control system. Referring to Figures 3 through 9, Figure 3 exemplarily shows an exploded perspective view of the dual-stator redundant motor; Figure 4 exemplarily shows a plan view of the dual-stator redundant motor; Figure 5 exemplarily shows a cross-sectional view along line AA in Figure 4; Figure 6 exemplarily shows a perspective view of the stator structure 100; Figure 7 exemplarily shows a cross-sectional view of the stator structure 100; Figure 8 exemplarily shows a perspective view of the rotor structure 200; and Figure 9 exemplarily shows a schematic diagram of the control system of the dual-stator redundant motor. The structure, connection method, and functional relationship of the main components of the dual-stator redundant motor proposed in this disclosure will be described in detail below with reference to the above figures.

[0040] As shown in Figures 1 to 9, in one embodiment of this disclosure, the stator structure 100 includes a stator support and two sets of stator units 120. The stator support includes a stator base 110. The two sets of stator units 120 are arranged at intervals along the axial direction X. Each stator unit 120 includes a stator and a winding 122. The stator is sleeved on the outer periphery of the stator base 110, and the winding 122 is wound around the stator. The rotor structure 200 includes a rotor support and two sets of magnet assemblies. The rotor support is pivotally connected to the stator support (e.g., via a bearing 300). The rotor support includes a rotor back plate 210, which is arranged at intervals around the outer periphery of the stator base 110. The two sets of magnet assemblies are arranged at intervals along the axial direction X. Each magnet assembly includes a plurality of rotor magnets 230, which are disposed on the inner periphery of the rotor back plate 210 and arranged at intervals along the circumferential direction. The two sets of magnet assemblies are respectively arranged corresponding to the two sets of stator units 120. Based on this, the control system includes two sets of control units 400, each of which is coupled to a set of magnets and used to independently control the coupled magnets. Through the above design, this disclosure provides a novel redundancy scheme for the aircraft's power motor, achieving complete electromagnetic isolation. Simultaneously, the motor can be driven using two sets of control units 400, enabling full redundancy backup of the motor, driver 410, and flight control system, thereby significantly improving the reliability of the aircraft.

[0041] As shown in Figures 6 and 7, in one embodiment of this disclosure, the stator includes a mounting portion 1211 and a winding portion. The mounting portion 1211 has an annular structure and is sleeved on the outer periphery of the stator base 110. The winding portion includes a plurality of winding bodies 1212, which are disposed on the outer periphery of the mounting portion 1211 and arranged circumferentially along the winding portion. The winding bodies 1212 are used to wind the winding 122. Based on this, the mounting portion 1211 and the stator base 110 can be an interference fit. For example, when the stator and stator base 110 are not assembled, the inner diameter of the mounting portion 1211 can be smaller than the outer diameter of the stator base 110 used to set the stator area, thereby achieving the interference fit. Through the above design, this disclosure can optimize the assembly effect of the stator and stator base 110 and improve the structural stability of the stator structure 100. In some embodiments, the mounting part 1211 and the stator seat 110 may also be assembled in other ways. For example, when the stator and the stator seat 110 are not assembled, the inner diameter of the mounting part 1211 may be equal to the outer diameter of the stator seat 110 used to set the stator area, and is not limited to this embodiment.

[0042] In one embodiment of this disclosure, taking the stator including the mounting portion 1211 as an example, the mounting portion 1211 and the stator base 110 can be connected by adhesive bonding. Through the above design, this disclosure can further optimize the assembly effect of the stator and the stator base 110 by using adhesive bonding, and further improve the structural stability of the stator structure 100.

[0043] As shown in Figure 6, in one embodiment of this disclosure, the two sets of stator units 120 can be aligned in the circumferential direction. Taking the stator of the stator unit 120 including the winding portion as an example, the multiple winding portions of the stator of the two sets of stator units 120 can be arranged in a one-to-one correspondence and alignment in the axial direction X. Accordingly, an airflow channel (e.g., the airflow path shown in Figure 12) can be formed by utilizing the inter-tooth region of the stator (e.g., the gap between two adjacent winding portions), thereby further improving the heat dissipation efficiency.

[0044] As shown in Figures 6 and 7, in one embodiment of this disclosure, a first positioning groove may be provided on the outer periphery of the stator base 110, and a second positioning groove may be provided on the inner periphery of the stator (e.g., the inner periphery of the mounting portion 1211 mentioned above). Accordingly, the first positioning groove and the second positioning groove are arranged opposite to each other to form a positioning hole, through which a positioning pin 123 passes. The positioning pin 123 can position the stator base 110 and the stator unit 120 in the circumferential direction. Through the above design, this disclosure can achieve circumferential positioning of the stator base 110 and the stator unit 120, avoiding relative displacement between the stator base 110 and the stator unit 120 in the circumferential direction, and improving the structural stability of the stator structure 100. In some embodiments, circumferential positioning between the stator base 110 and the stator unit 120 can also be achieved in other ways. For example, a positioning groove and a positioning protrusion that engage with each other can be provided between the outer periphery of the stator base 110 and the inner periphery of the stator. One of the positioning groove and the positioning protrusion is provided on the outer periphery of the stator base 110 and the other is provided on the inner periphery of the stator. Circumferential positioning can also be achieved in this way, and it is not limited to this embodiment.

[0045] Based on the design of circumferential positioning of the stator base 110 and stator unit 120 via positioning pin 123, in one embodiment of this disclosure, the positioning pin 123 can also position the winding 122, and the winding sequence of the windings 122 of the two sets of stator units 120 is kept consistent. Accordingly, this disclosure can achieve the alignment of the UVW phases of the two sets of stator units 120 using mechanical positioning. The above design enables the electrical angles and mechanical angles of the two sets of stator units 120 to be aligned, so that the position feedback of the two motors can be completed with a single encoder, and there is no need to match the mechanical and electrical angles of the two motors separately during initialization. At the same time, this disclosure also ensures that the stator lead-out harnesses of the two sets of stator units are located in the same position, which is conducive to achieving more regular wiring and improving the manufacturability of motor assembly.

[0046] As shown in Figure 7, based on the design of circumferential positioning of the stator base 110 and stator unit 120 via positioning pins 123, in one embodiment of this disclosure, the second positioning slots of the stators of the two sets of stator units 120 can be aligned in the axial direction X. That is, the positioning pins 123 passing through the first positioning slots simultaneously pass through the two aligned second positioning slots. Accordingly, the positioning pins 123 can simultaneously position the stator base 110 and the two stator units 120 in the circumferential direction. Through the above design, this disclosure can achieve circumferential positioning between the two stator units 120 and between each of them and the stator base 110, and can simplify the structural complexity, reduce the number of parts, and help reduce assembly difficulty and improve production efficiency. In some embodiments, different positioning pins 123 can also be used to circumferentially position the two stator units 120 and the stator base 110 respectively, thereby achieving relative positioning of the two stator units 120 in the circumferential direction, and is not limited to this embodiment.

[0047] As shown in Figure 6, based on the design of circumferential positioning of the stator base 110 and stator unit 120 via positioning pins 123, in one embodiment of this disclosure, the outer periphery of the stator base 110 may be provided with only one first positioning groove, and the inner periphery of the stator may be provided with only one second positioning groove. Through the above design, this disclosure can further simplify the structural complexity and further reduce the number of parts. In some embodiments, the outer periphery of the stator base 110 may also be provided with at least two first positioning grooves arranged circumferentially at intervals, and the inner periphery of the stator may also be provided with at least two second positioning grooves arranged circumferentially at intervals, wherein the number of first positioning grooves and second positioning grooves are equal and arranged in a one-to-one correspondence, thereby further optimizing the circumferential positioning effect, and is not limited to this embodiment.

[0048] In an embodiment not illustrated in this disclosure, the stator structure 100 may further include a limiting sleeve disposed on the outer periphery of the stator base 110. The limiting sleeve may be, for example, but not limited to, an annular structure. The limiting sleeve is located between the two sets of stator units 120 in the axial direction X, thereby limiting the distance between the two sets of stator units 120 in the axial direction X. Through the above design, this disclosure can utilize the limiting sleeve to achieve relative positioning of the two sets of stator units 120 in the axial direction X, preventing the two sets of stator units 120 from being too close or even in contact in the axial direction X, and ensuring the electromagnetic isolation performance between the two sets of stator units 120.

[0049] Based on the design of the stator structure 100 including the limiting sleeve, in an embodiment not shown in this disclosure, when the stator includes the aforementioned mounting portion 1211, the limiting sleeve can be spaced between the mounting portions 1211 of the two stators, that is, the outer diameter of the limiting sleeve can be less than or equal to the outer diameter of the mounting portion 1211. Through the above design, this disclosure can avoid the limiting sleeve from contacting or causing structural interference with the winding 122 wound on the winding portion, ensuring that the windings of the two sets of stator units 120 are short-circuited through the limiting sleeve (when the limiting sleeve is, for example, made of metal material), further ensuring the electromagnetic isolation performance between the two sets of stator units 120.

[0050] As shown in Figure 8, in one embodiment of this disclosure, the two sets of magnets include a first magnet set (e.g., the upper set in Figure 8) and a second magnet set (e.g., the lower set in Figure 8). Based on this, the axial center line a of any rotor magnet 230 in the first magnet set passes through the midpoint o2 of the line connecting the geometric centers o1 of two adjacent rotor magnets 230 in the second magnet set. In other words, the two sets of magnets in the rotor structure 200 are offset by half a cycle in the circumferential direction. Through the above design, this disclosure can make the cogging torque of the two sets of electromagnetic components (each set of electromagnetic components, for example, a corresponding set of magnets and a set of stator units 120) exhibit an anti-phase characteristic. Referring to Figure 10, the improvement in cogging torque can be understood, and a significant reduction in the cogging torque of the motor of this disclosure can be observed. Simultaneously, this disclosure can also reduce the torque fluctuation of the motor. Referring to Figure 11, the improvement in torque fluctuation can be understood, and a significant reduction in the cogging torque of the motor of this disclosure can be observed.

[0051] As shown in Figures 3, 8, and 12, in one embodiment of this disclosure, the rotor back plate 210 may be provided with a first heat dissipation hole 211 extending through the thickness direction. In the axial direction X, the first heat dissipation hole 211 may be located between two sets of magnets. For example, since the two sets of magnets are spaced apart in the axial direction X, there is an area exposed between the two sets of magnets on the inner circumferential surface of the rotor back plate 210, and the opening of the first heat dissipation hole 211 on the inner circumferential surface of the rotor back plate 210 can be located in this area. Through the above design, since the dual-stator redundant motor proposed in this disclosure has a high power density, this disclosure can utilize the first heat dissipation hole 211 to improve the heat dissipation efficiency of the motor, meeting the heat dissipation performance requirements under high power density applications.

[0052] As shown in Figures 3, 8, and 12, in one embodiment of this disclosure, the rotor support further includes a rotor end cover 220, which is connected to the end of the rotor back plate 210 opposite to the stator support. Based on this, the rotor support may be provided with a second heat dissipation hole 221, and in the axial direction X, the second heat dissipation hole 221 is located between the rotor end cover 220 and an adjacent set of magnets. The rotor end cover 220 shown in Figures 3 and 8 includes a cover plate and a flange disposed on the edge of the cover plate and extending toward the rotor back plate 210. In this case, the second heat dissipation hole 221 may be disposed on the flange and penetrate along its thickness direction. In some embodiments, regardless of the structure of the rotor end cover 220, the second heat dissipation hole 221 may also be disposed on the rotor back plate 210, and is not limited to this embodiment. Through the above design, this disclosure can further improve the heat dissipation efficiency of the motor by utilizing the second heat dissipation hole 221, further meeting the heat dissipation performance requirements under high power density applications. For example, taking the embodiments shown in Figures 1 to 9 as examples, experimental calculations show that when the design of using the first heat dissipation hole 211 and the second heat dissipation hole 221 for heat dissipation is adopted, the heat dissipation efficiency of the motor can be significantly improved (e.g., close to 30%). Of course, in some embodiments, the first heat dissipation hole 211 and the second heat dissipation hole 221 may not be provided at the same time, or neither may be provided, and this embodiment is not the limitation.

[0053] As shown in Figure 9, in one embodiment of this disclosure, each control unit 400 may include a driver 410 and a controller 420. The two drivers 410 of the two control units 400 are respectively connected to the two stator units 120 to independently drive the UVW phases of the two stator units 120. The two controllers 420 are respectively connected to the two drivers 410. The controller 420 may be, for example, but not limited to, a three-phase inverter.

[0054] It should be noted that the dual-stator redundant motors shown in the accompanying drawings and described in this specification are merely a few examples among many types of motors capable of employing the principles of this disclosure. It should be clearly understood that the principles of this disclosure are by no means limited to any details or components of the dual-stator redundant motors shown in the accompanying drawings or described in this specification.

[0055] In summary, the stator structure 100 of the dual-stator redundant motor proposed in this disclosure includes two sets of stator units 120, which are arranged at intervals along the axial direction X. The stator of each stator unit 120 is sleeved on the outer periphery of the stator housing 110. The rotor structure 200 of the dual-stator redundant motor includes two sets of magnets, which are arranged at intervals along the axial direction X. Each set of magnets corresponds to one of the two sets of stator units 120. The dual-stator redundant motor is suitable for controlling the two sets of magnets relatively independently via two sets of control units 400 of the control system. Through the above design, this disclosure provides a novel redundancy scheme for aircraft power motors, achieving complete electromagnetic isolation. Simultaneously, two sets of control units 400 can be used to drive the motor, enabling full redundancy backup of the motor, driver 410, and flight control system, thereby significantly improving the reliability of the aircraft.

[0056] Based on the above exemplary description of the dual-stator redundant motor proposed in this disclosure, an exemplary embodiment of the aircraft proposed in this disclosure will be described below.

[0057] According to another aspect of this disclosure, an aircraft is provided, comprising an airframe and a power module disposed on the airframe, the power module comprising a dual-stator redundant motor as proposed in this disclosure and described in the above embodiments.

[0058] It should be noted that the aircraft shown in the accompanying drawings and described in this specification are merely a few examples among many types of aircraft capable of employing the principles of this disclosure. It should be clearly understood that the principles of this disclosure are by no means limited to any detail or component of the aircraft shown in the accompanying drawings or described in this specification.

[0059] In summary, the aircraft proposed in this disclosure, by adopting the dual-stator redundant motor design of the power module proposed in this disclosure, can achieve full redundancy backup of the motor, driver, and flight control, thereby significantly improving the reliability of the aircraft.

[0060] The exemplary embodiments of the dual-stator redundant motor and aircraft disclosed herein have been described and / or illustrated in detail above. However, the embodiments of this disclosure are not limited to the specific embodiments described herein; rather, components and / or steps of each embodiment may be used independently and separately from other components and / or steps described herein. Each component and / or step of one embodiment may also be used in combination with other components and / or steps of other embodiments. In describing the elements / components / etc. described and / or illustrated herein, the terms “a,” “an,” and “the above” are used to indicate the presence of one or more elements / components / etc. The terms “comprising,” “including,” and “having” are used to indicate an open-ended inclusion and to mean that additional elements / components / etc. may exist in addition to the listed elements / components / etc. Furthermore, the terms “first” and “second” in the claims and specification are used only as illustrative marks and are not intended to limit the numerical scope of the object. Although the dual-stator redundant motor and aircraft disclosed herein have been described according to different specific embodiments, those skilled in the art will recognize that modifications may be made to the implementation of this disclosure within the scope of the claims.

Claims

1. A dual-stator redundant motor, characterized in that, include: A stator structure includes a stator support and two sets of stator units. The stator support includes a stator base. The two sets of stator units are arranged axially at intervals. Each stator unit includes a stator and a winding. The stator is sleeved on the outer periphery of the stator base, and the winding is wound around the stator. The rotor structure includes a rotor support and two sets of magnets. The rotor support is pivotally connected to the stator support and includes a rotor back plate. The rotor back plate is arranged around the outer periphery of the stator base at intervals. The two sets of magnets are arranged at intervals along the axial direction. Each magnet set includes a plurality of rotor magnets. The plurality of rotor magnets are disposed on the inner periphery of the rotor back plate and arranged at intervals along the circumferential direction. The two sets of magnets are respectively arranged corresponding to two sets of stator units. as well as The control system includes two sets of control units, each set of control units being coupled to one set of magnets and used to independently control the coupled magnets.

2. The dual-stator redundant motor according to claim 1, characterized in that, The stator includes a mounting portion, which has an annular structure and is sleeved on the outer periphery of the stator base; wherein: The mounting part and the stator base are interference fit; and / or The mounting part is glued to the stator base.

3. The dual-stator redundant motor according to claim 1, characterized in that, The stator includes a mounting part and multiple winding parts. The mounting part has an annular structure and is sleeved on the outer periphery of the stator base. The multiple winding parts are arranged at intervals along the circumferential direction on the outer periphery of the mounting part. The winding parts are used to wind the windings. The winding parts of the stator in the two sets of stator units are axially corresponding and aligned.

4. The dual-stator redundant motor according to claim 1, characterized in that, The stator base has a first positioning groove on its outer periphery and the stator has a second positioning groove on its inner periphery. The first positioning groove and the second positioning groove are arranged opposite to each other to form a positioning hole. A positioning pin passes through the positioning hole to position the relative position of the stator base and the stator unit in the circumferential direction.

5. The dual-stator redundant motor according to claim 4, characterized in that, In the axial direction, the second positioning slots of the stators of the two sets of stator units are aligned, and the positioning pins that pass through the first positioning slots also pass through the two aligned second positioning slots to simultaneously position the stator base and the two stator units in the circumferential direction.

6. The dual-stator redundant motor according to claim 1, characterized in that, The stator structure also includes a limiting sleeve, which is disposed on the outer periphery of the stator base. The limiting sleeve is located axially between the two sets of stator units to limit the axial spacing between the two sets of stator units.

7. The dual-stator redundant motor according to claim 1, characterized in that, The two sets of magnets include a first magnet set and a second magnet set; wherein, the axial center line of any rotor magnet in the first magnet set passes through the midpoint of the line connecting the geometric centers of two adjacent rotor magnets in the second magnet set.

8. The dual-stator redundant motor according to claim 1, characterized in that, The rotor back plate is provided with a first heat dissipation hole that extends through the thickness direction, and in the axial direction, the first heat dissipation hole is located between the two sets of magnets.

9. The dual-stator redundant motor according to claim 1, characterized in that, The rotor support also includes a rotor end cover, which is connected to one end of the rotor back plate away from the stator support; wherein, the rotor support is provided with a second heat dissipation hole that extends through the thickness direction, and in the axial direction, the second heat dissipation hole is located between the rotor end cover and an adjacent set of magnets.

10. An aircraft, characterized in that, It includes a body and a power module disposed on the body, the power module including the dual-stator redundant motor according to any one of claims 1 to 9.

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