CN113895605A - Coaxial split type contra-rotating double-propeller electric ducted propeller and control method thereof - Google Patents
Coaxial split type contra-rotating double-propeller electric ducted propeller and control method thereof Download PDFInfo
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- CN113895605A CN113895605A CN202111301601.2A CN202111301601A CN113895605A CN 113895605 A CN113895605 A CN 113895605A CN 202111301601 A CN202111301601 A CN 202111301601A CN 113895605 A CN113895605 A CN 113895605A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C11/00—Propellers, e.g. of ducted type; Features common to propellers and rotors for rotorcraft
- B64C11/46—Arrangements of, or constructional features peculiar to, multiple propellers
- B64C11/48—Units of two or more coaxial propellers
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C11/00—Propellers, e.g. of ducted type; Features common to propellers and rotors for rotorcraft
- B64C11/30—Blade pitch-changing mechanisms
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Abstract
The invention provides a coaxial split type contra-rotating double-propeller electric ducted propeller, wherein a ducted propeller engine is driven by full electricity, the design of a ducted cover reduces the noise generated by the propeller engine during normal operation, the design of contra-rotating double propellers solves the problem of reaction torque of a single-stage propeller, and the adverse effect of a propeller slipstream flow field on the aerodynamic force of an aircraft wing and an empennage is weakened. Different from the traditional coaxial double-propeller, the designed ducted propeller engine adopts a coaxial split type design, so that the extra load of the traditional gear transmission set on the engine is reduced, the energy loss when gears are meshed is reduced, and the mechanical efficiency of the propeller is improved. The double-motor double-control independent circuit increases the safety redundancy of the engine and enhances the flying safety of the aircraft. Meanwhile, the propelling power of the ducted propeller engine can be reasonably adjusted by aiming at the autonomous control under different flight working conditions, and the application requirement of the aircraft for longer endurance time is favorably met.
Description
Technical Field
The invention relates to the technical field of designed propellers, in particular to a coaxial split type contra-rotating double-propeller electric ducted propeller and a control system thereof.
Background
With the development of the times, the development of future aviation propulsion technologies represented by novel aircraft engine technologies can meet higher requirements of people on safety, reliability, environmental adaptability and economic affordability. Since NASA developed a model of fuel cell-driven electric aircraft in 2002, various research projects of hybrid oil-electric aircraft and full-electric aircraft have evolved.
At present, the mainstream electric aircraft is mainly a manned aircraft which is slightly made and short-distance, and a single group of propeller engines is mostly adopted. The propeller engine with a single group of blades brings a large reverse torsional moment to the airplane when the propeller engine runs at a high speed, and a slip flow field behind the blades of the propeller engine also has adverse effects on wings and a tail wing. Although the adverse effects of reverse torsional moment and slipstream can be balanced by manipulating control surfaces such as ailerons of the aircraft, the adverse effects put forward higher requirements on a flight control system, and the difficulty of aircraft control is increased.
In order to avoid the control difficulty caused by adopting a single group of propellers, the manned aircraft can adopt two groups of contra-rotating propellers which are coaxially connected in series to ensure that the torsional moments generated by the two groups of propellers are mutually balanced, and meanwhile, the slipstream flow fields generated by the coaxial contra-rotating propellers can be mutually offset, thereby reducing the adverse effect of the slipstream on the aerodynamic force of the wings and the empennage and being beneficial to the flight stability of the aircraft. Meanwhile, the design of the two groups of propellers can also improve the thrust efficiency of the propeller engine. However, the traditional contra-rotating propeller adopts coaxial output, and complex gear transmission is needed to achieve the result of one-shaft double output. But when the gears are meshed, energy is lost, the mechanical transmission efficiency is low, and meanwhile, the size and the weight of the coaxial double-propeller engine are greatly increased by the gear parts, so that the operation reliability of the engine is reduced. Furthermore, the design of two sets of contra-rotating propellers will generate more noise in flight.
Disclosure of Invention
The invention aims to provide a coaxial split type contra-rotating double-propeller electric ducted propeller, which reduces adverse effects of slipstream on aerodynamic force of wings and empennage while balancing reverse torsional moment by adopting contra-rotating double propellers and improves the propelling efficiency of a ducted propeller engine. Meanwhile, in order to avoid a complex planetary gear transmission system of the traditional coaxial double-propeller engine, reduce the volume and weight of the ducted propeller engine and further improve the redundancy of the ducted propeller engine, two groups of coaxial split propellers are adopted for contra-rotating. Simultaneously, the noise that two sets of screw of duct cover will greatly reduced produced, the design of its shrink type also helps improving the propulsive efficiency of electronic duct screw. And the double-control independent circuit controls the two groups of propellers independently according to different working conditions of the aircraft, so that the electric ducted propeller engine can work normally under the accident condition, and the flight safety of the aircraft is ensured.
In order to achieve the above purpose, the invention provides the following technical scheme:
a coaxial split type contra-rotating double-oar electric ducted propeller comprises: the system comprises a duct cover, a wing joint, a propeller 1, a main control machine, a variable pitch structure 1, a motor 1, a fixed support 1, a propeller 2, a slave control machine, a variable pitch structure 2, a motor 2, a flight detection system and a motor control device;
the ducted propeller engine is provided with a front end and a rear end, and the ducted cover defines the central axis of the engine and is also the central axis for mounting the propeller 1 and the propeller 2;
the ducted propeller engine is an electric ducted propeller, the propeller 1 and the propeller 2 are variable-pitch propellers, and the two propellers are directly driven by the motor 1 and the motor 2;
the flight detection system comprises two parts: the health detection and feedback aiming at the motor 1 and the motor 2 comprises the following steps: overcurrent detection, overvoltage detection and open-phase detection; secondly, aiming at the detection of the flight condition, the data such as the flight height, the flight speed and the like are mainly monitored in real time and fed back;
the motor control device mainly comprises two parts, namely a master controller end and a slave controller end which can communicate with each other and are responsible for controlling the working modes (a double-motor working mode and a single-machine working mode) of the engine. Under normal flight conditions, the main controller end is mainly responsible for communication.
The engine duct cover is a contraction type duct cover, and the pneumatic efficiency of the duct propeller engine is improved while the generation of blade tip noise is reduced.
The propellers 1 and 2 are a pair of contra-rotating propellers which are different in steering, the front propeller (i.e. the propeller 1) is larger in size, the rear propeller (i.e. the propeller 2) is smaller in size, and the front propeller and the rear propeller are variable-pitch propellers driven by the variable-pitch mechanism 1 and the variable-pitch mechanism 2 respectively. The forward direction is the direction of incoming flow entering the ducted propeller engine;
the propellers 1 and 2 are in contra-rotating fit, the problem of single-stage propeller reaction torque can be solved, and meanwhile, slipstream flow fields generated by the two stages of propellers rotating reversely in an interstage matching mode can also offset the influence each other to the maximum extent, so that the adverse influence of the slipstream flow fields behind the propellers on the aerodynamic force of wings and empennages is reduced, and the efficiency of the propellers is improved.
And a unique interstage matching mode is adopted between the propeller 1 and the propeller 2. When the front and rear blades work together, the flight detection system detects the flight working condition and performs data matching with a flight database, and the factors between the pitch angle and the rotating speed grade of the propeller are adaptively adjusted by an algorithm to achieve optimal interstage matching. An optimal solution is sought through an algorithm so as to adjust factors among the pitch angle grades, the air flow separation in a front propeller flow field can be inhibited, the energy of vortexes in a front propeller slipstream flow field can be utilized, and the propelling efficiency of the whole ducted propeller engine is improved;
the flight database comprises data matched between two stages of propellers, and the data is derived from test results of corresponding engines.
The contra-rotating double propellers of the propeller 1 and the propeller 2 are different from the coaxial double propellers of the main stream, and are coaxial split double propellers, and the double propellers are installed on the same axis, but are not controlled by the same output shaft.
The propeller 1 and the propeller 2 are independently driven by double motors (the motor 1 and the motor 2). The double motors adopt double independent control circuits which are mutually backed up, so that the redundancy of the circuit control system can be improved.
Its unique control mode can independently adjust control duct propeller engine through the flight database under the operating mode of difference and form different mode:
first, duplex mode:
s1 normal flight of the aircraft: according to the flight working condition of the aircraft, the flight detection system feeds back a signal to the control end, the motor control device is communicated by combining an algorithm with flight database data, the pitch angle of the two-stage propeller is adjusted to be within an angle range suitable for the current flight working condition according to an interstage matching algorithm, and the propeller 1 and the propeller 2 are controlled and adjusted to be at the optimal rotating speed;
two, one machine working mode
S2 accidental stop of the motor in flight: the over-current/over-voltage/open-phase detection in the flight detection system finds that the motor 1 (or the motor 2) has a fault, and at the moment, the slave control machine end (or the master control machine end) in the motor control device is responsible for main circuit communication to control the motor 1 (or the motor 2) to stop. Aiming at detecting the current flight working condition and calculating parameters such as thrust of a required engine, a slave control machine end (or a master control machine end) directly controls a motor 2 (or a motor 1) to output and adjusts parameters such as a pitch angle of a propeller 2 (or the propeller 1) so as to ensure that an aircraft can complete a flight task safely;
s3 bird sucking in flight: the propeller 1 is damaged due to bird suction, in order to avoid fatal damage to the whole engine caused by further damage and even breakage and flying out of the propeller during working, a slave control machine end in a motor control device replaces a master control machine end to carry out main communication control, the engine enters a single machine working mode from a double machine working mode, the motor 1 stops, and the propeller 1 feathers. The flight detection system detects the flight condition, the control end combines the flight algorithm to calculate the current flight condition, and the slave control machine end controls and adjusts the pitch angle and the rotating speed of the propeller 2 so as to ensure that the aircraft can complete the flight task safely or stop the flight task from landing stably.
The invention has the beneficial effects that:
by adopting the coaxial split type two-stage propeller, the problem of reaction torque is solved, adverse influence of slipstream is reduced, the propulsion efficiency of the engine is enhanced, meanwhile, the complex gear transmission required by the traditional coaxial double-propeller engine is avoided, the energy loss caused by meshing and the like in the gear transmission process is reduced, and the mechanical efficiency of the ducted propeller engine is improved. Meanwhile, the design of the double motors and the double-control independent circuit is beneficial to adjusting different parameters according to different flight working conditions, so that the two groups of propellers are in the optimal working state, and the application requirement of longer endurance time is met. And the redundancy of the electric ducted propeller engine can be greatly improved by switching the double-machine working mode and the single-machine working mode, and the flight safety of the aircraft is improved.
Drawings
Fig. 1 is a structure view of a coaxial split type contra-rotating double-oar electric ducted propeller device of the invention.
FIG. 2 is a schematic diagram of the double-control independent control of a coaxial split type contra-rotating double-blade electric ducted propeller of the present invention.
Detailed Description
Embodiments will now be described in more detail with reference to the accompanying drawings, which form a part hereof, and which show, by way of illustration, specific exemplary embodiments. These embodiments are disclosed in sufficient detail to enable those skilled in the art to practice the invention. However, embodiments may be embodied in different forms and should not be construed as limited to the embodiments set forth herein. The following detailed description is, therefore, not to be taken in a limiting sense.
In the implementation mode of the technology, the related engine components are basically depicted in the first attached drawing, and the second attached drawing is a schematic diagram of double-control independent control of the electric ducted propeller, and the control logic under different working conditions is described by combining the second attached drawing with the embodiment.
The first embodiment is as follows:
aircraft normal flight-double machine working mode
When the aircraft is in a takeoff stage, a flight detection system feeds back signals to a control end, the control end calculates the optimal pitch angle and the optimal rotating speed of the double propellers according to the feedback signals and the combination of flight database data and an inter-stage matching algorithm, the motor control device is communicated, signals are received by a main control machine end to further communicate the motor 1 and a slave control machine, and then the adjustment of working parameters of the two-stage propellers is completed;
when the aircraft is in a cruising stage, the flight detection system monitors the current flight working condition of the aircraft and feeds back signals to the control end, the control end calculates the optimal pitch angle and the rotating speed of the current double propellers according to the feedback signals by combining a flight database and an algorithm, and then the control end communicates with the motor control device, at the moment, the main controller end is mainly responsible for a communication task of double-motor cooperative work in the current flight task, the working parameters of the double propellers are adjusted, and the interstage matching of the two-stage propellers is completed.
Example two:
motor accidental parking-single machine working mode in flight
During the flight task of the aircraft, the motor 1 (or the motor 2) is detected to be out of order by overcurrent/overvoltage/open-phase in the flight detection system, and a fault signal is fed back to the motor control device, and the slave control end (or the master control end) is responsible for main circuit communication to control the motor 1 (or the motor 2) to stop. Aiming at the current flight working condition, the flight detection system detects the current flight working condition and feeds back the current flight working condition to the control end to calculate working parameters such as the pitch angle and the rotating speed of the double propellers of the engine, and the slave control machine end (or the master control machine end) directly controls the motor 2 (or the motor 1) to output the propeller 2 (or the propeller 1) so as to ensure that the aircraft safely finishes a flight task.
Example three:
in-flight bird sucking-single-machine working mode
The propeller 1 is damaged due to bird suction, in order to avoid fatal damage to the whole engine caused by further damage and even breakage and flying out of the propeller during working, a slave control machine end in a motor control device replaces a master control machine end to be responsible for main communication control, the engine enters a single machine working mode from a double machine working mode, the slave control machine communicates with the master control machine, and the motor 1 is controlled to stop and the propeller 1 feathers. The flight detection system detects the flight condition, the control end calculates the working parameters required by the propeller 2 under the current flight condition by combining the algorithm, and the slave control end controls and adjusts the pitch angle, the rotating speed and the like of the propeller 2 so as to ensure that the aircraft can safely complete the flight task or stop the flight task from landing stably.
The present invention has been described in detail with reference to the specific embodiments, but the description should not be construed as limiting the present invention. Those skilled in the art will appreciate that various equivalent substitutions, modifications or improvements may be made to the technical solution of the present invention and its embodiments without departing from the spirit and scope of the present invention, which fall within the scope of the present invention. The scope of the invention is defined by the appended claims. Those skilled in the art will appreciate that those matters not described in detail in the present specification are well known in the art.
Claims (7)
1. A coaxial split type contra-rotating double-oar electric ducted propeller comprises: the aircraft comprises a duct cover (1), a wing joint (2), propellers 1 (3), a main control machine (4), a variable pitch structure 1 (5), motors 1 (6), a fixed support 1 (7), propellers 2 (8), a slave control machine (9), a variable pitch structure 2 (10), motors 2 (11), a flight detection system (12) and a motor control device (13);
the ducted propeller engine has a front end and a rear end, and the ducted cover (1) defines the central axis of the engine and is also the central axis for mounting the propellers 1, 3 and 2, 8;
the ducted propeller engine is an electric ducted propeller, the propellers 1 (3) and 2 (8) are variable-pitch propellers, and the two propellers are directly driven by the motors 1 (6) and 2 (11);
the flight detection system (12) comprises two parts: the health detection and feedback for the motors 1 and 2 and 11 includes: overcurrent detection, overvoltage detection and open-phase detection; secondly, aiming at the detection of the flight condition, the data such as the flight height, the flight speed and the like are mainly monitored in real time and fed back;
the motor control device (13) mainly comprises two parts, namely a master control machine (4) end and a slave control machine (9) end which can communicate with each other and are responsible for controlling the working modes of the engine (a double-machine working mode and a single-machine working mode); under the normal flying condition, the main control machine (4) end is mainly responsible for communication.
2. The coaxial split type contra-rotating double-oar electric ducted propeller as claimed in claim 1, wherein the ducted cover (1) is a contraction type ducted cover, which increases the aerodynamic efficiency of the ducted propeller engine and reduces the generation of blade tip noise.
3. The coaxial split type contra-rotating double-propeller electric ducted propeller as claimed in claim 1, wherein the propellers 1 (3) and 2 (8) are a pair of contra-rotating propellers, the steering directions are different, the front propeller (i.e. the propeller 1 (3)) is larger in size, the rear propeller (i.e. the propeller 2 (8)) is smaller in size, and the front propeller and the rear propeller are variable-pitch propellers driven by the variable-pitch mechanism 1 (5) and the variable-pitch mechanism 2 (10), respectively;
the forward direction is the direction of incoming flow entering the ducted propeller engine;
the propellers 1, 3 and 2, 8 are in contra-rotating fit, so that the problem of single-stage propeller reaction torque can be solved, and meanwhile, slipstream flow fields generated by the two stages of propellers rotating reversely in an interstage matching mode can also offset the influence each other to the maximum extent, the adverse influence of the slipstream flow fields behind the propellers on aerodynamic force of wings and empennages is reduced, and the efficiency of the propellers is improved.
4. A coaxial split counter-rotating double-oar electrically driven ducted propeller as claimed in claim 3, wherein the propeller 1 (3) and the propeller 2 (8) are matched in a unique inter-stage mode; when the front and rear blades work together, the flight detection system (12) detects the flight working condition and performs data matching with a flight database, and the factors between the pitch angle and the rotating speed grade of the propeller are adaptively adjusted by an algorithm to achieve the optimal inter-grade matching;
an optimal solution is sought through an algorithm so as to adjust factors among the pitch angle grades, the air flow separation in a front propeller flow field can be inhibited, the energy of vortexes in a front propeller slipstream flow field can be utilized, and the propelling efficiency of the whole ducted propeller engine is improved;
the flight database comprises data matched between two stages of propellers, and the data is derived from test results of corresponding engines.
5. The coaxial split type contra-rotating double-oar electric ducted propeller according to claim 3, wherein the contra-rotating double-oar is different from the coaxial double-oar of the main stream, but is a coaxial split type double-oar; the mounting positions of the propellers 1 (3) and 2 (8) are on the same axis, but are not output control by the same output shaft.
6. The coaxial split type contra-rotating double-oar electric ducted propeller as claimed in claim 5, wherein the propeller 1 (3) and the propeller 2 (8) are independently driven by double motors (motor 1 (6) and motor 2 (11);
the double motors adopt double independent control circuits which are mutually backed up, so that the redundancy of the circuit control system can be improved.
7. The coaxial split type contra-rotating double-propeller electric ducted propeller according to claim 6, characterized in that the ducted propeller engine can be adjusted and controlled to form different working modes by a flight database under different working conditions in a unique control mode:
first, duplex mode:
s1 normal flight of the aircraft: according to the flight working condition of the aircraft, a flight detection system (12) feeds back a signal to a control end, the signal is combined with flight database data through an algorithm to communicate a motor control device (13), the pitch angle of the two-stage propeller is adjusted to be in an angle range suitable for the current flight working condition according to an interstage matching algorithm, and the propellers 1 (3) and 2 (8) are controlled and adjusted to be at the optimal rotating speed;
two, one machine working mode
S2 accidental stop of the motor in flight: overcurrent/overvoltage/phase loss detection in the flight detection system (12) finds that the motor 1 (6) (or the motor 2 (11)) has a fault, and at the moment, the end of the slave control machine (9) (or the end of the master control machine (4)) in the motor control device (13) is responsible for main circuit communication to control the motor 1 (6) (or the motor 2 (11)) to stop;
aiming at detecting the current flight working condition and calculating parameters such as thrust of a required engine, the end of a slave control machine (9) (or the end of a master control machine (4)) directly controls a motor (2) (11) (or a motor (1) (6)) to output and adjusts parameters such as a pitch angle of a propeller (2) (8) (or a propeller (1) (3)) so as to ensure that the aircraft safely completes a flight task;
s3 bird sucking in flight: propeller 1 (3) causes the paddle to be damaged because of 'bird sucking', in order to avoid the paddle further to damage in work, even break and fly out and cause fatal damage to the whole engine, the end of a slave control machine (9) in a motor control device (13) replaces the end of a master control machine (4) to carry out main communication control, the engine enters a single machine working mode from a double machine working mode, motor 1 (6) stops, and propeller 1 (3) feathers;
the flight detection system (12) is used for detecting the flight working condition, the control end is combined with a flight algorithm to calculate the current flight working condition, and the slave control machine (9) end is used for controlling and adjusting the pitch angle and the rotating speed of the propellers 2 and 8 so as to ensure that the aircraft can complete the flight task safely or stop the flight task from landing stably.
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| CN2021111027031 | 2021-09-21 | ||
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114776932A (en) * | 2022-05-04 | 2022-07-22 | 中南大学 | Ducted power robot for high-altitude pipeline detection |
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| CN106809383A (en) * | 2017-01-24 | 2017-06-09 | 北京电子工程总体研究所 | A kind of electronic coaxial shrouded propeller aircraft |
| CN106864742A (en) * | 2017-04-01 | 2017-06-20 | 张家港致盈电子技术有限公司 | A kind of coaxial double-oar power duct |
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2021
- 2021-11-04 CN CN202111301601.2A patent/CN113895605A/en active Pending
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106809383A (en) * | 2017-01-24 | 2017-06-09 | 北京电子工程总体研究所 | A kind of electronic coaxial shrouded propeller aircraft |
| CN106864742A (en) * | 2017-04-01 | 2017-06-20 | 张家港致盈电子技术有限公司 | A kind of coaxial double-oar power duct |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN114776932A (en) * | 2022-05-04 | 2022-07-22 | 中南大学 | Ducted power robot for high-altitude pipeline detection |
| CN114776932B (en) * | 2022-05-04 | 2023-12-19 | 中南大学 | Duct power robot for high-altitude pipeline detection |
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