CN120979110A - Dual-stator redundant motors and aircraft - Google Patents

Abstract

This invention proposes a dual-stator redundant motor and an aircraft. The dual-stator redundant motor includes 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 includes a stator base. The two sets of stator units are arranged axially spaced apart. Each stator unit includes a stator and windings. The stator is sleeved on the outer periphery of the stator base, and the windings are 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 spaced around the outer periphery of the stator base. The two sets of magnets are arranged axially spaced apart. Each magnet set includes multiple rotor magnets. The multiple rotor magnets are disposed on the inner periphery of the rotor back plate and arranged circumferentially spaced apart. The two sets of magnets correspond to the two sets of stator units respectively. The dual-stator redundant motor is suitable for controlling the two sets of magnets relatively independently via two sets of control units of the control system.

Description

Dual-stator redundant motors and aircraft

Technical Field

This invention 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

With the development of the low-altitude logistics economy, the safety of rotary-wing drones has become a crucial issue in related projects. The power system of a drone 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 quadcopter-eight-propeller strategy. These solutions suffer from drawbacks such as increased overall noise and air resistance, leading to reduced range and operational area. To overcome these shortcomings, related fields often employ multiphase redundant motors or coaxial single-blade propellers.

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.

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.

Summary of the Invention

A primary objective of this invention is to overcome at least one of the deficiencies of the prior art described above, and to provide a dual-stator redundant motor capable of achieving complete electromagnetic isolation and avoiding the increase of dead weight.

To achieve the above objectives, the present invention adopts the following technical solution:

According to one aspect of the present invention, 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 respectively corresponding to the two sets of stator units; 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.

According to one embodiment of the present invention, the stator includes a mounting portion, the mounting portion having an annular structure and being sleeved on the outer periphery of the stator base; wherein: the mounting portion and the stator base are interference-fitted; and/or, the mounting portion and the stator base are adhesively connected.

According to one embodiment of the present invention, 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.

According to one embodiment of the present invention, 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.

According to one embodiment of the present invention, in the axial direction, the second positioning grooves of the stators of the two sets of stator units are aligned, and the positioning pin that passes through the first positioning groove passes through the two aligned second positioning grooves at the same time, so as to simultaneously position the stator base and the two stator units in the circumferential direction.

According to one embodiment of the present invention, 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.

According to one embodiment of the present invention, 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.

According to one embodiment of the present invention, 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.

According to one embodiment of the present invention, the rotor support further 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 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.

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

The stator structure of the dual-stator redundant motor proposed in this invention 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 magnet groups, which are also arranged axially spaced apart, each set corresponding to one of the two sets of stator units. The dual-stator redundant motor is suitable for independently controlling the two sets of magnet groups via two control units of a control system. Through the above design, this invention provides a novel redundancy scheme for aircraft power motors, achieving complete electromagnetic isolation. Simultaneously, it allows the use of two control units to drive the motor, enabling full redundancy backup of the motor, driver, and flight control system, thereby significantly improving the reliability of the aircraft.

Another major objective of the present invention is to overcome at least one of the defects of the prior art described above and to provide an aircraft employing the aforementioned dual-stator redundant motor.

To achieve the above objectives, the present invention adopts the following technical solution:

According to another aspect of the present invention, an aircraft is provided, comprising an airframe and a power module disposed on the airframe, the power module comprising a dual-stator redundant motor proposed in the present invention and described in the above embodiments.

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

The aircraft proposed in this invention, by adopting the dual-stator redundant motor design of this invention in its power module, can achieve full redundancy backup of the motor, driver, and flight control, thereby significantly improving the reliability of the aircraft.

Attached Figure Description

Various objects, features, and advantages of the invention will become more apparent from the following detailed description of preferred embodiments of the invention, taken in conjunction with the accompanying drawings. The drawings are merely illustrative of the invention and are not necessarily drawn to scale. In the drawings, the same reference numerals always denote the same or similar parts. Wherein:

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.

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

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

Figure 5 is a schematic diagram of a cross section along line A-A in Figure 4;

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

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

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

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

Figure 10 is a schematic diagram of cogging torque improvement;

Figure 11 is a schematic diagram of torque ripple improvement;

Figure 12 is a schematic diagram of the motor heat dissipation channel.

The annotations in the attached figures are explained as follows:

100. Stator structure;

110. Stator;

120. Stator unit;

1211. Installation Department;

1212. Winding body;

122. Winding;

123. Locating 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. Bearings;

400. Control unit;

410. Driver;

420. Controller;

a. Axial centerline;

o1. Geometric center;

o2. Midpoint;

X. Axial direction.

Detailed Implementation

Typical embodiments embodying the features and advantages of the present invention will be described in detail in the following description. It should be understood that the present invention can have various variations in different embodiments without departing from the scope of the present invention, and the description and drawings therein are for illustrative purposes only and not intended to limit the present invention.

In the following description of different exemplary embodiments of the invention, reference is made to the accompanying drawings, which form part of the invention, and in which different exemplary structures, systems, and steps that can implement various aspects of the invention are shown by way of example. 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 the invention. Furthermore, although the terms “above,” “between,” “within,” etc., may be used in this specification to describe different exemplary features and elements of the invention, these terms are used herein only for convenience, such as the orientation according to the examples shown in the drawings. Nothing in this specification should be construed as requiring a specific three-dimensional orientation of the structure to fall within the scope of the invention.

Referring to Figures 1 and 2, both figures represent three-dimensional structural schematic diagrams of the dual-stator redundant motor proposed in this invention from two different perspectives. In this exemplary embodiment, the dual-stator redundant motor proposed in this invention 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 invention to other types of aircraft; these changes remain within the scope of the principles of the dual-stator redundant motor proposed in this invention.

As shown in Figures 1 and 2, in one embodiment of the present invention, the dual-stator redundant motor proposed in this invention includes a stator structure 100, a rotor structure 200, and a control system. Referring to Figures 3 to 9, Figure 3 represents a three-dimensional exploded view of the dual-stator redundant motor; Figure 4 represents a plan view of the dual-stator redundant motor; Figure 5 represents a cross-sectional view along line A-A in Figure 4; Figure 6 represents a three-dimensional structural view of the stator structure 100; Figure 7 represents a cross-sectional view of the stator structure 100; Figure 8 represents a three-dimensional structural view of the rotor structure 200; and Figure 9 represents 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 invention will be described in detail below with reference to the above figures.

As shown in Figures 1 to 9, in one embodiment of the present invention, 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 coupled to a set of magnets, and used to independently control the coupled magnets. Through the above design, the present invention provides a novel redundancy scheme for aircraft power motors, achieving complete electromagnetic isolation. Simultaneously, the motor can be driven by 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.

As shown in Figures 6 and 7, in one embodiment of the present invention, 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, the present invention 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.

In one embodiment of the present invention, 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, the present invention 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.

As shown in Figure 6, in one embodiment of the present invention, 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.

As shown in Figures 6 and 7, in one embodiment of the present invention, 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 relative to each other. Through the above design, the present invention 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.

Based on the design of circumferential positioning of the stator base 110 and stator unit 120 via positioning pin 123, in one embodiment of the present invention, 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, the present invention can achieve the alignment of the UVW phases of the two sets of stator units 120 by means of mechanical positioning. Specifically, 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 by one encoder, and there is no need to match the mechanical angles and electrical angles of the two motors separately during initialization. At the same time, the present invention, by utilizing the above design, can also ensure 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.

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 the present invention, 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, thereby enabling the positioning pins 123 to simultaneously position the stator base 110 and the two stator units 120 in the circumferential direction relative to each other. Through the above design, the present invention can achieve circumferential positioning between the two stator units 120 and between each of them and the stator base 110, and can simplify 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.

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 the present invention, 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, the present invention 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.

In an embodiment of the present invention not shown, 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, the present invention 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.

Based on the design of the stator structure 100 including the limiting sleeve, in an embodiment of the present invention (not shown), 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 this design, the present invention can avoid contact or structural interference between the limiting sleeve and the winding 122 wound on the winding portion, ensuring that the windings of the two sets of stator units 120 are short-circuited via the limiting sleeve (when the limiting sleeve is, for example, made of metal), further ensuring the electromagnetic isolation performance between the two sets of stator units 120.

As shown in Figure 8, in one embodiment of the present invention, 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, the present invention can make the cogging torque of the two sets of electromagnetic components (each set of electromagnetic components is, for example, a corresponding set of magnets and a set of stator units 120) exhibit an anti-phase characteristic. Specifically, the improvement of cogging torque in the present invention can be understood with reference to Figure 10, where a significant reduction in the cogging torque of the motor of the present invention can be observed. Simultaneously, the present invention can also reduce the torque fluctuation of the motor. Specifically, the improvement of torque fluctuation in the present invention can be understood with reference to Figure 11, where a significant reduction in the cogging torque of the motor of the present invention can be observed.

As shown in Figures 3, 8, and 12, in one embodiment of the present invention, 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 invention has a high power density, the present invention 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.

As shown in Figures 3, 8, and 12, in one embodiment of the present invention, the rotor support further includes a rotor end cover 220, which is connected to the end of the rotor back plate 210 facing away from 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. Specifically, 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, the present invention 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.

As shown in Figure 9, in one embodiment of the present invention, 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.

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 the present invention. It should be clearly understood that the principles of the present invention 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.

In summary, the stator structure 100 of the dual-stator redundant motor proposed in this invention 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 invention 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.

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

According to another aspect of the present invention, an aircraft is provided, comprising an airframe and a power module disposed on the airframe, the power module comprising a dual-stator redundant motor proposed in the present invention and described in the above embodiments.

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 the present invention. It should be clearly understood that the principles of the present invention are by no means limited to any detail or component of the aircraft shown in the accompanying drawings or described in this specification.

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

The foregoing has described and/or illustrated exemplary embodiments of the dual-stator redundant motor and aircraft proposed in this invention. However, the embodiments of this invention 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 mean that additional elements/components/etc. may exist in addition to those listed. 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 subject matter.

Although the dual-stator redundant motor and aircraft proposed in this invention have been described according to different specific embodiments, those skilled in the art will recognize that modifications can be made to the implementation of the invention within the spirit and scope of the claims.

Claims (10)

1. A dual stator redundant electric machine, comprising:

The stator structure comprises a stator support piece and two groups of stator units, wherein the stator support piece comprises a stator seat, the two groups of stator units are arranged at intervals along the axial direction, the stator units comprise a stator and a winding, the stator is sleeved on the periphery of the stator seat, and the winding is wound on the stator;

The rotor structure comprises a rotor support piece and two groups of magnet groups, wherein the rotor support piece is pivotally connected with the stator support piece and comprises a rotor back plate, the rotor back plate is arranged around the periphery of the stator seat at intervals, the two groups of magnet groups are arranged at intervals along the axial direction, the magnet groups comprise a plurality of rotor magnets, the rotor magnets are arranged at the inner periphery of the rotor back plate and are arranged at intervals along the circumferential direction, the two groups of magnet groups are respectively arranged corresponding to the two groups of stator units, and the rotor structure comprises a plurality of rotor magnets, a plurality of rotor magnets and a plurality of stator units, wherein the rotor magnets are arranged at intervals along the circumferential direction, the rotor magnets are arranged at intervals along the circumferential direction, and the rotor magnets are respectively corresponding to the two groups of stator units

The control system comprises two groups of control units, wherein the two groups of control units are respectively coupled with one group of magnet groups and are used for independently controlling the coupled magnet groups.

2. The dual stator redundant motor of claim 1 wherein said stator comprises a mounting portion having an annular configuration and disposed about an outer periphery of said stator base, wherein:

the mounting part is in interference fit with the stator seat and/or

The mounting part is connected with the stator seat in an adhesive mode.

3. The double-stator redundant motor of claim 1 wherein said stator comprises a mounting portion and a plurality of winding portions, said mounting portion having a ring-like configuration and being disposed around an outer periphery of said stator base, said plurality of winding portions being disposed around said mounting portion at circumferentially spaced intervals, said winding portions being configured to wind said windings, wherein said winding portions of said stators of two sets of said stator units are disposed in one-to-one correspondence and alignment in an axial direction.

4. The dual-stator redundant motor of claim 1 wherein a first positioning groove is provided on an outer periphery of the stator base, a second positioning groove is provided on an 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 together, and a positioning pin is provided through the positioning hole to position a relative position of the stator base and the stator unit in a circumferential direction.

5. The dual stator redundancy motor of claim 4, wherein said second positioning slots of said stators of two sets of said stator units are aligned in an axial direction, said positioning pins passing through said first positioning slots passing through both of said aligned second positioning slots simultaneously to simultaneously position said stator base and both of said stator units in a circumferential direction.

6. The dual stator redundant motor of claim 1 wherein said stator structure further comprises a stop collar disposed about an outer periphery of said stator housing, said stop collar being axially positioned between two sets of said stator units to limit the spacing of said two sets of said stator units in an axial direction.

7. The dual stator redundant electrical machine of claim 1 wherein two of said magnet sets comprise a first magnet set and a second magnet set, wherein an axial centerline of any one of said rotor magnets of said first magnet set passes through a midpoint of a geometric center line of two adjacent ones of said rotor magnets of said second magnet set.

8. The double stator redundant motor of claim 1 wherein the rotor back plate is provided with first heat dissipating holes penetrating in a thickness direction, the first heat dissipating holes being located between two of the magnet groups in an axial direction.

9. The dual stator redundant electrical machine of claim 1 wherein said rotor support further comprises a rotor end cap connected to an end of said rotor back plate facing away from said stator support, wherein said rotor support is provided with second heat dissipating holes extending therethrough in a thickness direction, said second heat dissipating holes being located axially between said rotor end cap and an adjacent set of said magnet sets.

10. An aircraft, comprising a machine body and a power module arranged on the machine body, wherein the power module comprises the double-stator redundant motor as claimed in any one of claims 1 to 9.