CN107685605B - Control system of air-land dual-purpose vehicle - Google Patents

Abstract

The control system of the air-land dual-purpose vehicle comprises a vehicle running control unit, a vehicle flight control unit, a selection switch and a processor, wherein a user selects to run on the ground or fly in the air through the selection switch, the selection switch is connected with the processor, the processor provides instructions for the vehicle running control unit and/or the flight control unit according to the selection of the user so that the vehicle running control unit and/or the flight control unit work according to the instructions, and the control system is characterized in that the air-land dual-purpose vehicle comprises wing brackets which are fixed on the top of the vehicle through rotating shafts, and two sides of each wing bracket are respectively connected with foldable wings. The system provided by the invention can enable the vehicle to take off vertically and is stable.

Description

Control system of air-land dual-purpose vehicle

Technical Field

The invention relates to a control system of an air-land dual-purpose vehicle, and belongs to the technical field of aircrafts.

Background

With the rapid development of traffic industry, the number of various motor vehicles in towns is increased, and the problem is that the development of roads is not satisfied, so that the situation of vehicle blocking and the like often occurs, people for executing certain special tasks cannot be released in the team of vehicle blocking, and the completion of certain important tasks is delayed; for some special industries, such as surveying, tourism, emergency, etc., cars running only on land are not enough, and air vehicles are sometimes required. In order to solve the technical problems, a technical scheme of an air-land dual-purpose vehicle is disclosed in the prior art, such as a Chinese patent application with the application number of CN201420365996 and the invention name of an air-land dual-purpose vehicle structure, but the Chinese patent application provides the air-land dual-purpose vehicle with poor stability in the air flight.

Disclosure of Invention

To overcome the drawbacks of the prior art, the present invention aims to provide a control system for an air-land vehicle, which is used for enabling the vehicle to take off vertically and to be stable.

To achieve the above object, the present invention provides a control system for an air-land vehicle comprising a vehicle operation control unit, a flight control unit, a selection switch, and a processor, wherein a user selects whether to travel on the ground or fly in the air through the selection switch, the selection switch is connected to the processor, and the processor provides instructions to the vehicle operation control unit and/or the flight control unit according to the user's selections so that they operate according to the instructions, characterized in that the air-land vehicle comprises wing brackets fixed to the top of the vehicle through rotation shafts, both sides of the wing brackets being respectively connected to foldable wings.

Preferably, the control system of the air-land vehicle further comprises a bracket sensor for detecting an angle of rotation of the bracket, and the processor controls the angle of rotation of the wing bracket according to the instruction.

Preferably, at least a first motor bracket and a second motor bracket are respectively arranged in front of the two side wings, the first motor and the second motor are respectively used for driving the first rotor wing and the second rotor wing to rotate, and the first motor bracket and the second motor bracket are respectively arranged on the supporting piece through bracket shafts; the support shaft is driven to rotate by the stepping motor through the running mechanism, so that the camber angles of the first rotor wing and the second rotor wing are changed.

Preferably, the control system of the air-land vehicle further comprises a bracket shaft sensor for detecting a rotation angle of the bracket shaft; the processor controls the rotation angle of the support shaft according to the instruction degree.

Preferably, each motor includes a housing, a stator disposed in the housing, and a rotor, on which driving winding coils U1, V1, and W1, control winding coils U2, V2, and W2, and energy recovery winding coils (U3, V3, and W3, driving winding coils U1, V1, and W1, and control winding coils U2, V2, and W2 are motor winding coils, each of which is disposed with a slot, respectively, and driving winding coils U1, V1, and W1, and energy recovery winding coils U3, V3, and W3 are disposed alternately, respectively.

Preferably, the motor further includes a motor control unit including a speed encoder VS1 and a commutation encoder CD1 in which a shaft of the rotor rotates together, and further includes a motor driver DR1, a polarity control unit PC1, a speed control unit VC1, and a pulse width modulation control unit PWM1, the polarity control unit PC1 receiving a photosensor signal from the commutation encoder CD1 and transmitting a control signal for controlling the driving coil to the motor driving unit DR1 so as to rotate the rotor; the speed control unit VC1 receives an encoder VS1 signal from a speed encoder of the motor and sends a speed control signal to the pulse width modulation control unit PWM 1; the pulse width modulation control unit PWM1 sends a PWM signal for controlling the rotational speed of the motor according to the control signal to the motor driver DR1, preferably the motor control unit further comprises a direct current rectifier H1 rectifying the alternating current generated from the energy recovery winding of the motor and generating pulsating direct current, which is filtered by the filter C1 to generate direct current.

Preferably, the motor control unit further includes a polarity control unit PC2, a speed control unit VC2, and a pulse width modulation control unit PWM2, the polarity control unit PC2 receiving a photosensor signal from a rectifier encoder CD1 of the motor and transmitting a control signal for driving a control coil to the motor driving unit DR2, thereby controlling rotation of the rotor; the speed control unit VC2 receives the encoder VS2 signal from the speed encoder and sends a speed control signal to the pulse width modulation control unit PWM 2; the pulse width modulation control unit PWM2 transmits a PWM signal for controlling the rotational speed of the motor according to the control signal to the motor driver DR 2.

Compared with the prior art, the control system provided by the invention has the following beneficial effects: (1) enabling the vehicle to vertically take off; (2) The dual-purpose vehicle has high stability when flying in the air; (3) energy conservation.

Drawings

FIG. 1 is a schematic perspective view of an air-land dual-purpose vehicle provided by the present invention;

FIG. 2 is a block diagram of a control system for an air-to-land vehicle provided by the present invention;

FIG. 3 is a schematic diagram of the energy device of the air-land dual-purpose vehicle according to the present invention;

FIG. 4 is a schematic view showing a cross section along the direction of the energy source device A-B in FIG. 3;

FIG. 5 is a schematic diagram of the power plant of the air-land dual-purpose vehicle provided by the invention;

FIG. 6 is a schematic diagram of the composition of the motor provided by the present invention;

FIG. 7 is a block diagram of the components of the radar subsystem provided by the present invention;

FIG. 8 is a block diagram of the components of a frequency source provided by the present invention;

fig. 9 is a circuit diagram of a power amplifier in a radar subsystem provided by the present invention.

Detailed Description

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. The same or corresponding portions in the drawings are denoted by the same reference numerals, and repetitive description thereof will not be given.

Fig. 1 is a schematic perspective view of an air-land dual-purpose vehicle according to the present invention, as shown in fig. 1, the air-land dual-purpose vehicle at least includes a vehicle 51 and a flight operation assembly, wherein the flight operation assembly includes a wing bracket 40, which is fixed to the top of the vehicle 51 by a rotation axis, the bracket 40 is rotatable around the rotation axis along a Z-direction of a vehicle coordinate system, the rotation angle is measured by a bracket sensor 39 and transmitted to a flight controller 29, the vehicle coordinate system is a left-hand coordinate system, an X-axis is along a vehicle front-rear extending direction, a Y-axis is along a vehicle left-right extending direction perpendicular to the X-direction, and a Z-axis is perpendicular to the X-axis and the Y-axis and extends along a vehicle up-down direction. The brackets 40 are respectively connected to the foldable side wings at both sides, the side wings located at the left side of the vehicle include a main side wing 53 and a foldable minor side wing 55, the front of the main side wing 53 is provided with a semicircular groove, both ends of each semicircular groove are provided with protrusions, thereby forming a supporting member for supporting the motor bracket, the protrusions are provided with rotating shafts in a direction parallel to the side wings, the motor bracket is a cylindrical bracket, a pair of through holes are provided in radial direction of the cylinder in a reciprocal manner, and the rotating shafts on one protrusion are inserted into the corresponding through holes, thereby enabling the motor bracket to rotate, such as 38C and 38D. The side wings located on the right of the vehicle include a main wing 52 and a foldable minor wing 54, a semicircular groove is provided in front of the main wing 52, and protrusions are provided at both ends of each semicircular groove to form a support member for supporting a motor bracket, a rotation shaft is provided on the protrusions in a direction parallel to the side wings, the motor bracket is a cylindrical bracket, a pair of through holes are provided in a radial direction of the cylinder in a reciprocal manner, and the rotation shaft on one protrusion is inserted into the corresponding through hole so that the rotation shaft of the motor bracket can be rotated, and the angle rotated by each motor bracket such as 38A and 38B is measured by a motor bracket sensor 41 and transmitted to a flight control unit (ECU) 29. The support shaft is driven by a stepping motor to rotate through an operating mechanism, so that the camber angle of the rotation of the rotor is changed.

In the invention, due to the wing bracket 40, when the vehicle runs on land, the wings on two sides are arranged along the X axis, and the small wing on each wing is processed in a folded state, so that the resistance of wind is reduced, when the vehicle runs in the air, the bracket 40 rotates around the Z axis, the wings on two sides are arranged along the Y axis, and the small wing on each wing is processed in an unfolded state, thereby improving the flying stability of the vehicle.

Fig. 2 is a block diagram of a control system of an air-land vehicle according to the present invention, and as shown in fig. 2, a vehicle 51 is a diesel-powered vehicle having an engine 3, and may be a gasoline-powered vehicle (including a hybrid vehicle) or an electric vehicle (including a fuel cell vehicle), or the like.

According to one embodiment, the control system of the air-land vehicle includes a vehicle operation control unit, a vehicle flight control unit, a selection switch, and a processor 56, the user selects whether to travel on the ground or fly in the air through the selection switch, the selection switch is connected to the processor, and the processor provides instructions to the vehicle operation control unit and/or the flight control unit according to the user's selection so that they operate according to the instructions.

The vehicle operation control unit includes: an engine control unit (engine ECU 1), a vehicle stability assist control unit ("VSA ECU") 16, an antilock brake system control unit ("ABS ECU 17") 17, a brake negative pressure control unit ("brake negative pressure ECU") 19, an electric power steering control unit ("EPS ECU 22") 22, a battery control unit ("battery ECU") 24, a meter control unit ("meter ECU") 26, an air conditioner control unit ("air conditioner ECU") 28, an assist restraint system control unit ("SRS ECU") 30, and an engine anti-theft system control unit ("engine anti-theft system ECU") 37.

The engine control unit 1 for controlling the output power of the engine 3 has, in addition to the engine control function, a function of comprehensively judging and controlling an idle reduction (IS) of the engine 3 based on the results obtained by the respective control units when judging whether the engine 3 should stop idling according to the state of the control target of the respective control units. The engine ECU1 controls an energy conversion device 4 and a starter motor 5 in addition to the engine 3. When operated by the engine 3, the energy conversion device 4 generates electricity and supplies the generated electricity to the 12V battery 23 or the like. To start the engine 3, the starter motor 5 rotates a crankshaft (not shown) to start the engine 3.

Output signals from a water temperature sensor (TW) 2, an accelerator pedal sensor (θap) 6, a brake pedal sensor (θbp) 8, a clutch pedal sensor (θcp) 10, a shift position sensor (Ps) 12, a vehicle speed sensor (v) 14, and an idle reduction controller switch ("IS off SW") 15 are supplied to the engine ECU1.

The water temperature sensor 2 detects the temperature of cooling water of the engine 3 (hereinafter referred to as "engine water temperature TW"). The accelerator pedal sensor 6 detects an operation amount of an accelerator pedal 7 ("accelerator operation amount ap"). The brake pedal sensor 8 detects an operation amount ("brake operation amount bp") of the brake pedal 9. The clutch pedal sensor 10 detects an operation amount of the clutch pedal 11 ("clutch operation amount cp"). The shift position sensor 12 detects the operation position ("shift position Ps") of the shift lever 13. The vehicle speed sensor 14 detects the vehicle speed V of the vehicle 1.

The idle reduction controller switch 15 is a switch for setting whether the automatic idle reduction control function is activated or not, and is provided at a position operable by the driver of the vehicle 51. When the idle reduction controller switch 15 is turned off, the engine ECU1 can automatically stop the idle speed of the engine 3. When the idle reduction controller switch 15 is turned on, the automatic idle reduction control function is disabled, and the engine ECU1 is prohibited from stopping the idle speed of the engine 3.

The VSA ECU 16 is configured to execute a vehicle stability assist control process. When the vehicle 51 turns along a curved road or the like, the VSA ECU 16 controls the brake system, possibly stabilizing the operation of the vehicle.

The ABS ECU17 is configured to execute an antilock brake control process. The ABS ECU17 controls a brake system or the like to prevent wheels (not shown) of the vehicle from being locked when the vehicle is braked.

The brake negative pressure ECU19 controls the negative pressure of the brake system based on the brake negative pressure Pn detected by the negative pressure sensor 18.

The EPS ECU22 is configured to execute steering assist control processing. The EPS ECU22 controls components (motor and torque sensor, steering angle sensor 22, etc.) of the electric power steering apparatus to assist the driver in steering the vehicle 51. The steering angle sensor 21 detects a steering angle θst of the steering wheel 20.

The battery ECU 24 controls charge and discharge of the 12V battery 23 (E1), and the like. The 12V battery 23 supplies electric power to various electronic components (ECU, sensor, air conditioner 29, etc.) of the vehicle through the electric power cable.

The meter ECU26 controls a meter display device 25 on the instrument panel. The meter display device 25 has first to fifth display units, and the first display unit displays the vehicle speed V in digital form. The second display unit is for displaying the engine speed, and has first and second warning lamps and first to third indication lamps.

The first warning light is a VSA warning light that blinks when the VSA function is functioning and is illuminated when the VSA function encounters a fault. The second warning lamp is a VSA off warning lamp, which is turned on when the VSA function is turned off by operating a switch (not shown).

The first indicator light is an upshift indicator light that is illuminated upon an upshift operation. The second indicator lamp is a down shift indicator lamp that is turned on at the time of a down shift operation. The third indicator lamp IS an idle reduction indicator lamp ("IS indicator lamp") for indicating whether or not IS control processing IS being performed. According to the present embodiment, the IS indicator lamp IS turned on or blinks and changes its light emission color according to how the IS control process IS performed.

According to the present embodiment, a "warning light" is provided for warning in the event of a failure in the vehicle, for example, to prompt the driver to check for a failure or repair the vehicle or take a specific action, and is associated with a specific ECU, sensor or switch. The "warning lamp" is also used to warn when abnormality occurs in the whole target range controlled by each ECU to be inoperative. Thus, anyone who sees the illuminated warning light can know which ECU, sensor or switch is involved in the warning to prompt them to check for a fault or repair the vehicle or take certain actions.

If the "warning lamp" is associated with an abnormality or fault in the vehicle, once such an abnormality or fault occurs, the warning lamp continues to operate (i.e., lights up or blinks) until the abnormality or fault is eliminated. When the ignition switch of the vehicle is turned off, the warning lamp is turned off, but when the ignition switch is turned on, the warning lamp starts to continue to operate again.

According to one embodiment, an "indicator light" is provided to indicate specific content, as opposed to an alarm.

The third display unit displays the engine water temperature Tw, and has third to sixth warning lamps and fourth to sixth indication lamps.

The third warning lamp is an engine warning lamp that is turned on or blinks when a failure related to the engine 3 occurs or otherwise occurs within a target range controlled by the engine ECU 1. The fourth warning lamp is a charging warning lamp that is turned on when the 12V battery 23 is insufficiently charged, and is also turned on when a failure related to the 12V battery 23 occurs, or in other words, when a failure occurs within the target range controlled by the battery ECU 24. The fifth warning lamp is an oil pressure warning lamp that is turned on when the engine oil pressure drops, and is also turned on when a fault related to the engine oil pressure occurs, or in other words, when a fault occurs within a target range controlled by the oil pressure control ECU while the engine 3 is operating. The sixth warning lamp is a brake warning lamp that is turned on when the parking brake is applied, and is also turned on when a failure related to the brake system occurs, or in other words, when a failure occurs within a target range controlled by the brake ECU.

The fourth indicator light is a high beam indicator light that is illuminated when the headlamp is directed upward. The fifth indicator lamp is a lamp-on indicator lamp that is turned on unless the lamp switch is turned off. The sixth indicator lamp is a fog lamp on indicator lamp that is illuminated when the fog lamp is turned on.

The fourth display unit indicates the remaining fuel amount or the remaining power, and has seventh to twelfth warning lamps and seventh to ninth indication lamps.

The seventh warning lamp is an ABS warning lamp that is turned on when the ABS function suffers from a failure, or in other words, when a failure occurs within the target range controlled by the ABSECU 18. The eighth warning lamp is an EPS warning lamp that is lit when the electric power steering apparatus suffers a failure, or in other words, when a failure occurs within a target range controlled by the EPSECU 22. The ninth warning lamp is a smart key system warning lamp that is turned on when the smart key system suffers a failure, or in other words, when a failure occurs within a target range portion controlled by the engine antitheft system ECU 37. The tenth warning lamp is a door opening/closing warning lamp that is lighted when the door is not completely closed.

The tenth warning lamp is a remaining fuel amount warning lamp that is lighted when the remaining fuel amount or the remaining power is low, and is also lighted when the fuel gauge or the electricity meter suffers from a fault. The eleventh warning lamp is an airbag system warning lamp that is turned on when the airbag system or pretensioner system suffers a failure, or in other words, when a failure occurs within a target range portion controlled by the SRS ECU 30. The twelfth warning lamp is an unbelted warning lamp that is turned on when the driver is unbelted 34, and is also turned on when a failure relating to the seatbelt 34 occurs, in other words, when a failure occurs within the target range portion controlled by the SRS ECU 30.

The seventh indicator lamp is an economy mode indicator lamp that is turned on when an economy mode is selected as a driving mode of the vehicle by the switch. The eighth indicator lamp is an engine anti-theft system indicator lamp that blinks when the engine anti-theft system ECU37 cannot recognize the key information. The ninth indicator lamp is a side airbag automatic stop indicator lamp that is turned on when a sensor of a side airbag system on the passenger seat is operated and the side airbag system is automatically stopped.

The fifth display unit includes a so-called multi-function information display having a display panel such as a liquid crystal panel or an organic EL panel, and is capable of displaying various information items such as messages or the like in accordance with a command from the meter ECU 26.

The SRS ECU30 controls the airbag system. Output signals from the hood sensor 31, the seat belt sensor 33, and the door sensor 35 are supplied to the SRS ECU30. The hood sensor 31 detects whether the hood 32 is closed or open. The seat belt sensor 33 detects whether the seat belt 34 is fastened. The door sensor 35 detects whether the door 36 is open or closed.

The engine anti-theft system 37 controls the engine anti-theft system and the smart key system. The air conditioner 29 is used to adjust the temperature inside the vehicle. The air conditioner 29 is controlled by the air conditioner ECU 28.

According to the present invention, the vehicle flight control unit includes a flight control unit (ECU) 29, a servo mechanism driving the air-land dual-purpose vehicle to fly according to an instruction of the flight control unit, a wing bracket control unit, and a motor bracket control unit, wherein the flight control unit 29 supplies control signals to the servo mechanism according to an instruction of a processor 56 to fly the air-land dual-purpose vehicle in the air, the servo mechanism illustratively including four motor controllers such as a motor controller CON1, a motor controller CON2, a motor controller CON3, and a motor controller CON4; motors such as motor M1, motor M2, motor M3, and motor M4, four motor controllers control four motors, respectively. The wing support control unit is used to control the rotation of the wing support, the amount of rotation of which is illustratively detected by the support sensor 39, and the processor controls the angle of rotation of the wing support on command, and the wing support control unit is also used to control the folding and stretching of the winglet. The motor bracket control unit is used for controlling the operation of four motor brackets, the rotation amount of which is illustratively detected by the motor bracket rotation amount sensor 41, and the processor controls the rotation angle of the motor bracket according to the instruction.

The air-to-land vehicle further comprises a communication subsystem 49 and a camera subsystem 46, wherein the camera subsystem 46 comprises a camera and a camera controller, the camera being connected to the camera controller for taking pictures of the surroundings and transmitting the taken image information to the camera controller, the camera controller being connected to the processor 56 for processing the input image information and then transmitting to the processor 56. The communication subsystem 49 includes a digital baseband unit, a radio frequency unit and a communication card, the communication card is connected to the digital baseband unit through a slot, when the communication card is signaled, the digital baseband unit is used for performing source coding and channel coding on information to be transmitted by the processor and then transmitting the information to the radio frequency unit, the radio frequency unit includes a transmitter, and the transmitter is used for modulating the information transmitted by the digital baseband unit onto a carrier signal and then performing power amplification, and finally transmitting the information to a space through an antenna; the radio frequency unit also comprises a receiver, the receiver is used for demodulating the signal received by the antenna, then the data is sent to the digital baseband unit, and the digital baseband unit is used for carrying out channel decoding and information source decoding on the digital baseband signal and taking out the data.

According to the first embodiment of the present invention, the control system of the air-land dual-purpose vehicle further includes an altimeter 47 for acquiring altitude information of the air-land dual-purpose vehicle and the ground. The control system of the air-land vehicle further comprises a navigation positioning receiver 45 which receives position information and time information about the air-land vehicle of the navigation positioning satellites via the antenna 1 and transmits the data to the processor 56. The navigation positioning receiver 45 is, for example, a GPS receiver, a beidou positioning time service receiver, or the like.

The control system of the air-land vehicle further includes a MEMS44 for measuring the attitude angle of the air-land vehicle. According to an embodiment of the invention, the invention provides that the air-land vehicle is supplied with energy from the energy transforming device 4 to the components, which can be switched on and off by means of a switch, the source transforming device 4 comprising at least a generator.

According to one embodiment, the control system of the air-land vehicle further comprises a radar subsystem 48 for measuring parameters such as speed and direction of surrounding vehicles or obstacles. The control system of the air-land vehicle further comprises a memory 43 for storing application programs including, for example, speed and direction calculation programs, image processing programs, etc., and obtained data.

FIG. 3 is a schematic diagram of the energy conversion device of the water-air vehicle provided by the invention; fig. 4 is a schematic view showing a cross section along a-B direction of the energy conversion device in fig. 3, as shown in fig. 3-4, in which an engine 3, a gear mechanism and a generator are provided in a vehicle, the engine 3 being connected to the generator through the gear mechanism, the generator including a stator including a hollow circular bobbin 102 around which N coils 101 are wound at equal intervals, and a rotor; a rotor is provided in the cavity of the annular coil frame 102, the rotor includes at least a permanent magnet and a ring gear 105, and a window 108 for exposing a part of the ring gear to the annular coil frame is formed in the annular coil frame between the adjacent coils; the motor 3 is engaged with the ring gear through the window portion by the gear mechanism 400 to rotate the rotor in the cavity in the annular bobbin. Preferably, the rotor comprises a magnet ring concentric with the toroidal coil former 102, the magnet ring comprising: the annular magnet box 106, a plurality of permanent magnets, a ring gear 105 and a plurality of pulleys 104, wherein the annular magnet box 106 is used for accommodating a plurality of magnets, and the magnets are arranged in N polarity, S polarity and N polarity, …, namely two adjacent magnets have the same polarity, and the ring gear 105 is concentric with the annular magnet box and is arranged on the annular magnet box; the plurality of pulleys 104 are uniformly arranged on the annular magnet box so as to be in contact with the inner wall of the hollow cavity of the annular coil frame 102. In the present invention, a window 108 is formed in the annular bobbin 102 between adjacent coils 101 so that a part of the ring gear is exposed to the bobbin, and a part of teeth of the gear 400 can be engaged with teeth of the ring gear 105 through the window 108. The portion where the window 108 is formed is not limited as long as the teeth of the gear 105 can mesh with the partial teeth of the gear 400. The window 108 is not limited to the form 1, and may be formed in a plurality of positions. The permanent magnet 107 is housed in a magnet case formed in the magnet case 106. Fig. 3 shows 10 permanent magnets accommodated in the magnet case 106. However, this configuration is only an example, and the number of permanent magnets 1 stored in the magnet case 106 may be at least 1.

The permanent magnet 107 is preferably a rare earth magnet. Generally, rare earth magnets have a stronger magnetic force (coercive force) than ferrite magnets of the same size. As the rare earth magnet, for example, a samarium cobalt magnet or a neodymium magnet can be used. Neodymium magnets are particularly preferred in embodiments of the present invention.

Neodymium magnets generally have a stronger magnetic force (coercivity) than samarium cobalt magnets at the same size. Thus, for example, a small permanent magnet can be used. Or the output of the energy device can be improved (larger energy can be extracted) by using a neodymium magnet, as compared to the case of using a phase-sized samarium cobalt magnet. However, the embodiment of the present invention does not exclude permanent magnets other than rare earth magnets. It is of course also possible to use ferrite magnets for the permanent magnets 107.

The magnet case 106 is formed in a ring shape, with an opening provided at an upper portion thereof. Accordingly, the permanent magnet 107 is inserted into the magnet case 106 from above. The permanent magnet 107 may be inserted into a part of the magnet case by inserting the permanent magnet into the magnet case to form a ring shape.

The magnet case 106 is made of a non-magnetic material. The material of the magnet case 106 is not particularly limited as long as it is a nonmagnetic material. In one embodiment, the magnet case 106 is formed of a non-magnetic metal (e.g., aluminum). If the temperature of the permanent magnet 107 is too high, the permanent magnet 107 may be demagnetized. That is, the magnetic force of the permanent magnet 107 may be weakened. By forming the magnet case 106 from a nonmagnetic metal, the heat generated by the permanent magnet 107 can be efficiently released to the outside, and thus the possibility of such a problem can be reduced. In another embodiment, the magnet case 106 is formed of a resin material. By forming the magnet case 106 from a resin material, the weight of the magnet case 106 can be reduced.

The gear 105 is mechanically fixed to the magnet case 106. The gear 105 is formed in a ring shape and is disposed concentrically with the magnet case 106. Screws are used for fixing the ring gear 105. The screw penetrates the gear and is fixed to the magnet case 106.

The upper surface of the ring gear 105 is machined to: so that the heads of the screws do not protrude from the upper surface of the gear 105. The ring gear 105 is formed with teeth for meshing with the pinion 400 in the main duct. The ring gear 105 rotates relative to the central axis of the main duct of the magnet box 106.

The ring gear 105 has a width wider than that of the magnet case 106. When the ring gear 105 is attached to the magnet case 106, the ring gear 105 extends from the magnet case 106 in the inner diameter direction of the magnet case 106.

A hollow annular cavity is formed in the annular bobbin 102 for accommodating the magnet ring, that is, the magnet case 106 accommodating the permanent magnet and the gear 105. The annular bobbin 102 is formed in an annular shape having a common center with the magnet box 106 and the gear 105, the common center being the axis of the main duct.

The wheels 104 are spherical and are fixed to the magnet holder by a wheel frame. The plurality of wheels are uniformly arranged on the magnet holder, the plurality of wheels are in contact with the inner wall of the inner cavity of the coil former, and when the ring gear 105 rotates under the action of the pinion, the magnet box 106 rotates, and the wheels 104 rotate. The magnet box 106 can be rotated smoothly with the rotation of the wheel 104.

The larger the number of wheels 104, the better the weight of the magnet ring, that is, the total weight of the magnet case 106 and the gear 105. Therefore, the number of wheels 104 is preferably 3 or more. 1 plane is defined by 3 points. If the number of the wheels 104 is 3, the wheels 104 are in contact with the inner cavity of the coil bobbin, so that the magnet box 105 can be prevented from vibrating up and down during rotation.

The wheel 104 also needs to have strength to support the weight of the magnet case 106 and the gear 105. When the magnet box 105 rotates at a high speed, the wheel 104 also rotates at a high speed. Therefore, it is preferable that the wheels 104 be as lightweight as possible so as to be capable of high-speed rotation. Thus, the wheels 104 are formed of, for example, metal (e.g., aluminum).

In order to stably rotate the magnet shape in the coil bobbin 102 during the flying of the marine and aero vehicle, it is preferable that a plurality of wheels 104 are uniformly provided on the left and right sides of the lower surface of the magnet holder 105, and a plurality of wheels 104 are uniformly provided on the upper surface of the ring gear.

The N wire coils 101 are wound on the bobbin 102 at equal intervals. The number of wires and turns of the coil 101 is not particularly limited. In addition, the bobbin 102 functions as follows: as an energy conversion device disposed in the annular recess in the housing 32 to convert the kinetic energy output by the motor into electrical energy during flight of the marine and air vehicle.

The magnet case 105 has a rectangular or circular cross section. And the cross section of the annular groove of the frame is also rectangular or circular. Since the cross section of the bobbin 102 is also rectangular or circular, the distance between the magnet case 105 and the coil 101 can be shortened as much as possible. This suppresses a decrease in the magnetic coupling force between the coil 101 and the permanent magnet 107.

In fig. 35 coils 101 are shown. However, the number of coils 101 is not particularly limited as long as it is a minimum of 1. When the number of coils 101 is plural, it is preferable that the plural coils are arranged at equal angles on the circumference defined by the bobbin.

In fig. 3 to 4, when the gear mechanism 400 is driven by the engine 3 to move, the gear mechanism 400 is meshed with the ring gear 105 through the window part on the coil frame 102 to drive the ring gear to rotate, and the ring gear drives the magnet to rotate in the cavity held in the coil frame 102, and the magnets are arranged in the form of N polarity, S polarity and N polarity, …, so that when the magnet rotates in the coil, alternating rotating magnetic fields are generated in each coil, and electric energy is generated in the coil. The power plant of the invention when the vehicle is in flight is described below with reference to figures 5-6.

Fig. 5 is a schematic diagram of a power device of the invention for a water-air vehicle during flying, as shown in fig. 5, according to one embodiment of the invention, electric energy generated by an energy device 4 of the water-air vehicle is rectified into direct current by a rectifier 300, and then is charged into a storage battery E1 by a charger 500, and the storage battery E1 is utilized to supply electric energy to four motors, such as a motor M1, a motor M2, a motor M3, a motor M4 and other electric equipment. The four motors are respectively controlled by respective controllers, such as CON1, CON2, CON3 and CON4, and each motor and a control circuit thereof have the same composition. According to one embodiment of the present invention, to prevent the battery from providing power to the charger upside down, a diode D1 is disposed between the positive power output terminal of the charger and the positive terminal of the battery, the positive terminal of the diode D1 is connected to the positive power output terminal of the charger 500, and the negative terminal is connected to the positive terminal of the animal battery E1. The common terminal of the charger 500 is connected to the negative terminal of the animal cell. The electric motor is supplied with electric power from the battery E1 via the diode D1. According to one embodiment of the invention, the blades of the marine and aero vehicle are driven by three motors, the rotational speed of each motor being controlled by a motor control circuit according to instructions.

The four motors (motors) are identical in composition, and take a motor as an example for explanation, the motor comprises a shell, and a stator and a rotor which are arranged in the shell, wherein driving winding coils U1, V1 and W1, control winding coils U2, V2 and W2 and energy recovery winding coils U3, V3 and W3 are arranged on the stator, the driving winding coils U1, V1 and W1 and the control winding coils U2, V2 and W2 are motor winding coils, each of the driving winding coils U1, V1 and W1 and the energy recovery winding coils U3, V3 and W3 are respectively arranged in a staggered mode, and as shown in fig. 6. The control circuit CON of the motor includes a speed encoder VS1 and a commutation encoder CD1 that rotate together with the shaft of the rotor, and further includes a motor driver DR1, and further includes a polarity control unit PC1, a speed control unit VC1, and a pulse width modulation control unit PWM1, the motor driver DR1 being a semiconductor device that performs switching control in response to a control signal to transmit electric power to the drive winding. Here, since the motor driving unit DR1 is provided to supply direct current to the stator winding of the stator, its structure may be changed according to the type of motor (the number of phases of the stator winding). .

The polarity control unit PC1 receives a photosensor signal from the rectifier encoder CD1 of the motor and transmits a control signal for controlling the driving coil to the motor driving unit DR1, thereby rotating the rotor. The speed control unit VC1 receives an encoder VS1 signal from a speed encoder of the motor and sends a speed control signal to the pulse width modulation control unit PWM 1. The motor control circuit CON further includes a direct current rectifier H1 that rectifies alternating current generated from an energy recovery winding (generator coil) of the motor and generates pulsating direct current, which is filtered by a filter C1 to generate direct current. The motor control circuit further includes a polarity control unit PC2, a speed control unit VC2, and a pulse width modulation control unit PWM2, the polarity control unit PC2 receiving a photosensor signal from the rectifier encoder CD1 of the motor and transmitting a control signal for driving the control coil to the motor driving unit DR2, thereby controlling the rotation of the rotor. The speed control unit VC2 receives the encoder VS2 signal from the speed encoder of the motor and sends a speed control signal to the pulse width modulation control unit PWM 2. The flight controller of the water-air vehicle sends control signals of rotating speed to the pulse width modulation control unit PWM1 and the pulse width modulation control unit PWM2 according to the sent instructions. The pulse width modulation control unit PWM1 and the pulse width modulation control unit PWM2 transmit PWM signals for controlling the rotational speed of the motor according to the control signal to the motor driver DR1 and the motor driver DR2, respectively.

According to one embodiment of the present invention, the stator of the motor further includes a plurality of ring-shaped silicon chips stacked one on another, a plurality of partial energy recovery winding slots, a plurality of driving winding (motor winding) slots, a plurality of flux division slots, a plurality of cancellation slots, a plurality of energy recovery windings wound around the respective energy recovery winding slots, and a plurality of driving windings and control windings wound around the respective driving winding slots.

The motor windings serve as coils that rotate the rotor by receiving power from the motor circuit. Part of the energy recovery windings are used to generate electricity from the current induced by the rotation of the rotor. In this embodiment, the total number of winding slots and windings is 9, divided into 6 areas. U1/U2, U3, V1/V2, V3, W1/W2, W3 are arranged in the stator circumferential direction as follows. The drive winding is connected to the motor driver DR1 and the control winding is connected to the motor driver DR2. The control windings are connected to respective dc rectifiers CH1. When the windings of the respective phases are wound in parallel, the windings are distributed and wound by phase and polarity and connected to the respective wires without any connection therebetween.

In addition, since the flux dividing grooves having the equal and relatively narrow width are provided between the motor winding grooves and the energy recovery winding grooves, the flux is divided, thereby blocking the path through which the flux of the motor winding flows to a part of the energy recovery winding, so that the flux of the motor winding can flow only to the magnetic field of the stator, thereby enabling the motor to be driven more effectively. In addition, the flux dividing slots maintain the excitation width around the motor winding slots unchanged, so that the motor winding slots can operate without affecting or being affected by adjacent winding slots during driving.

And a cancellation and elimination groove with equal width and relatively narrow width is arranged between the energy recovery winding groove and the adjacent energy recovery winding groove so as to eliminate magnetic flux cancellation, thereby improving the power generation efficiency.

The rotor comprises a plurality of silicon wafers stacked one on top of the other and a plurality of flat permanent magnets embedded in the stacked silicon wafers in a radial direction. In this regard, the permanent magnet is designed to have a strong magnetic force so that a relatively wide magnetic field surface can be formed, and thus magnetic flux can be concentrated on the magnetic field surface, increasing the magnetic flux density of the magnetic field surface. The number of poles of the rotor depends on the number of poles of the stator.

The rotor is described in detail below, three permanent magnets are equidistantly spaced from one another and buried in stacked circular silicon wafers with alternating N-and S-polarity polarities. A non-magnetic core is provided on the center of the stacked circular silicon wafers to support the permanent magnet and the silicon wafers, and a shaft is provided through the center of the non-magnetic core. The permanent magnets are formed in a flat shape, and empty spaces are formed between the permanent magnets.

Motors using permanent magnets are designed to have a rotational force created by a combination of passive energy of the rotor and active energy of the stator. In order to achieve super efficiency in an electric motor, it is important to enhance the passive energy of the rotor. Therefore, a "neodymium (neodymium, iron, boron)" magnet is used in the present embodiment. These magnets increase the magnetic field surface and concentrate the magnetic flux energy onto the magnetic field of the rotor, thereby increasing the magnetic flux density of the magnetic field.

At the same time, a commutation encoder and a speed encoder are provided to control the rotation of the motor. The rectification encoder CD1 and the speed encoder VS1 are mounted on the outer recess of the motor main body case to rotate together with the rotation shaft of the rotor.

In the motor of the air-land dual-purpose vehicle, the energy recovery winding is arranged on the stator, and part of energy is collected in the flying process of the air-land dual-purpose vehicle, and the collected energy is applied to the control winding to change the electric power applied to the driving winding, so that the energy is saved, and the flying time of the air-land dual-purpose vehicle can be prolonged.

The radar subsystem in the air-land dual purpose vehicle control system is described in detail below in conjunction with fig. 7-9.

Fig. 7 is a block diagram of a radar subsystem according to the present invention, and as shown in fig. 7, the radar subsystem includes a receiver and a transmitter, and further includes a frequency synthesizer 801, the frequency synthesizer 801 provides a first frequency signal to the transmitter through a frequency source 829, provides a second frequency signal and a third frequency signal to the receiver, the receiver includes three receiving antennas (AN 1, AN2, AN 3) and AN antenna switch 802, the receiver processes information received by the three antennas through the antenna switch 802 and provides a processor 56, and the processor 56 calculates a motion parameter of a detected object according to the information received by the three antennas. The receiver at least comprises a small signal amplifier 803 and a mixer 804, wherein the small signal amplifier 803 is used for amplifying a signal received by a receiving antenna of the three receiving antennas, and providing the signal to the mixer 803, and the mixer mixes with a second frequency signal to generate an intermediate frequency signal. According to one embodiment, the receiver further comprises an AGC circuit, which is arranged after the mixer and comprises a frequency divider 805, an amplitude detector 806, an amplifier 807 and a variable attenuator 808, wherein the frequency divider 805 is configured to divide the intermediate frequency signal provided by the mixer by K and provide the divided signal to the variable attenuator 808, and the amplitude detector 806 is configured to amplitude detect the signal generated by the frequency divider 805 and amplify the signal via the amplifier 807 and then provide the signal to the variable attenuator 808 to control the attenuation amount of the variable attenuator 808.

According to one embodiment, the receiver further comprises a bandpass filter 809 and a multiplying detector 810, the bandpass filter 809 being adapted to bandpass filter the signal provided by the variable attenuator 808; the multiplying detector 810 multiplies the signal provided by the band-pass filter 809 by a third frequency signal, filters the signal by the low-pass filter 811 to obtain an echo signal, and provides the echo signal to the ADC converter 812, and the ADC converter 812 converts the analog signal into a digital signal and provides the digital signal to the processor 56 for processing, so as to obtain parameters such as the speed and the direction of the target around the vehicle according to the echo signal.

According to one embodiment, the frequency synthesizer 801 includes a first frequency multiplier 825, a second frequency multiplier 827, a third frequency multiplier 820, a first phase shifter 824, a second phase shifter 823, a third phase shifter 830, a first multiplier 821, a second multiplier 822, and an adder 826, where the first frequency multiplier 825 is configured to W-multiply a signal provided by a frequency source to obtain a first signal; the first phase shifter 824 is configured to perform 90-degree phase shift on the first signal to obtain a second signal orthogonal to the first signal; the second frequency multiplier 827 is configured to perform P-time frequency multiplication on the signal provided by the frequency source to obtain a third signal; the second phase shifter 823 is used for performing 90-degree phase shifting on the third signal to obtain a fourth signal orthogonal to the third signal; the first multiplier 821 multiplies the second signal and the fourth signal and supplies the multiplied signals to the adder; the second multiplier 822 is used to multiply the first signal and the third signal and provides the first signal and the third signal to the adder; the adder 826 performs addition operation on the signals provided by the first multiplier 821 and the second multiplier 822, and then provides the signals to the third multiplier 820 to perform frequency multiplication by H times to obtain a second frequency signal, and the output signal of the adder 826 is subjected to 90-degree phase shift by the third phase shifter 830 to obtain a first frequency signal. According to one embodiment, the monitoring system of the air-land vehicle further includes a divider 814 for dividing the frequency source generated signal by R times to obtain a third frequency signal.

The transmitter includes a modulator 814, a power amplifier (power amplifier) 813, and a transmitting antenna, the modulator 814 for modulating a transmitted low frequency signal onto a first frequency signal; the power amplifier 813 is used to amplify the signal provided by the modulator and then transmit to a surrounding target through an antenna.

In the frequency synthesizer, the frequency multiplication times W, P and H, and the frequency division ratios K and R are controlled by a processor.

Fig. 8 is a block diagram of a frequency source provided by the present invention, and as shown in fig. 8, a frequency source 829 provided by the present invention includes: the device comprises a crystal oscillator, a frequency divider, a phase detector, a low-pass filter, a voltage-controlled oscillator VCO and a frequency divider, wherein the frequency divider is used for generating a fixed frequency signal and providing the fixed frequency signal to the frequency divider, and the frequency divider is used for dividing the frequency of the crystal oscillator and providing the frequency signal to the phase detector; the VCO generates a voltage-controlled oscillation signal based on the reference Vf and the voltage supplied from the low-pass filter, and divides the voltage by the frequency divider and then supplies a phase detector that compares the phases of the signals supplied from the frequency divider and filters out the high frequency through the low-pass filter LPF to generate a voltage signal that is superimposed on Vf to further control the frequency signal generated by the VCO.

Fig. 9 is a circuit diagram of a high-frequency power amplifier (power amplifier) IN an emitter provided by the invention, as shown IN fig. 9, the high-frequency power amplifier circuit provided by the invention comprises a high-frequency signal input end IN, an input matching network, an amplifier, an output matching network, a high-frequency signal output end OUT and a bias circuit, wherein the amplifier consists of a high-frequency amplifier tube T44, the high-frequency signal input end IN is subjected to impedance matching through the input matching network 300, a signal is input to a base electrode of the high-frequency amplifier tube T44, a signal output by a collector electrode of the high-frequency amplifier tube T44 is subjected to impedance matching through the output matching network and then is input to the antenna loop, the bias circuit consists of transistors T43 and T45, a resistor 46 and a resistor R47, a base electrode of the transistor T43 is connected to a control voltage Vcon sequentially through the resistor 45 and the resistor R41, a collector electrode of the transistor T43 is connected to a power supply Vcc1, an emitter electrode of the transistor T43 supplies current to a base electrode of the high-frequency amplifier tube T44 through the resistor R47. The emitter of the transistor T45 is grounded, and the base is connected to the electrode thereof via a resistor R46.

Preferably, the high-frequency power amplifying circuit further comprises a temperature compensating circuit, the temperature compensating circuit comprises a transistor T41, a transistor T42, a resistor R43 and a resistor R44, wherein a base electrode of the transistor T42 is connected to a first end of the resistor R42, a second end of the resistor R42 is connected to a first end of the resistor R41, a second end of the resistor R41 is connected to a control voltage Vcon, and a first end of the resistor R41 is simultaneously connected to a collector electrode of the transistor T41; the collector of the transistor T42 is connected to the power supply Vcc1 through a resistor R43, and the emitter is connected to the ground through a resistor R44 and is connected to the base of the transistor T41; the emitter of the transistor T41 is grounded and the collector is connected to the first end of the electrical group R41. The temperature compensation circuit with the structure is adopted, so that the temperature compensation capability of the high-frequency power amplifying circuit is greatly improved.

The basic principles, main features and advantages of the present invention are described above in connection with the accompanying drawings. It will be understood by those skilled in the art that the present invention is not limited to the foregoing embodiments, which have been described in the foregoing description merely illustrates the principles of the invention, and that various changes and modifications may be made therein without departing from the spirit and scope of the invention, which is defined in the appended claims. The scope of the invention is defined by the appended claims and equivalents thereof.

Claims (3)

1. The control system of the air-land dual-purpose vehicle comprises a vehicle running control unit, a flight control unit, a selection switch and a processor, wherein a user selects to run on the ground or fly in the air through the selection switch, the selection switch is connected with the processor, the processor provides instructions for the vehicle running control unit and/or the flight control unit according to the selection of the user so as to enable the vehicle running control unit and/or the flight control unit to work according to the instructions, and the control system is characterized in that the air-land dual-purpose vehicle comprises wing brackets which are fixed on the top of the vehicle through rotating shafts, and two sides of each wing bracket are respectively connected with foldable wings;

The device also comprises a bracket shaft sensor, a bracket shaft sensor and a bracket shaft sensor, wherein the bracket shaft sensor is used for detecting the rotation angle of the bracket shaft; the processor controls the rotation angle of the bracket shaft according to the instruction degree;

each motor comprises a shell, and a stator and a rotor which are arranged in the shell, wherein a driving winding coil (U1, V1 and W1), a control winding coil (U2, V2 and W2) and an energy recovery winding coil (U3, V3 and W3) are arranged on the stator, the driving winding coil (U1, V1 and W1) and the control winding coil (U2, V2 and W2) are motor winding coils, each item of the driving winding coil is respectively arranged in a same slot, and the driving winding coils (U1, V1 and W1) and the energy recovery winding coils (U3, V3 and W3) are respectively staggered;

The motor further comprises a motor control unit, wherein the motor control unit comprises a speed encoder (VS 1) and a rectification encoder (CD 1) which rotate together with the shaft of the rotor, and further comprises a first motor driving unit (DR 1), a first polarity control unit (PC 1), a first speed control unit (VC 1) and a first pulse width modulation control unit (PWM 1), and the first polarity control unit (PC 1) receives a light sensor signal from the rectification encoder (CD 1) and sends a control signal for controlling a driving coil to the first motor driving unit (DR 1) so as to enable the rotor to rotate; a first speed control unit (VC 1) receives an encoder (VS 1) signal from a speed encoder of the motor and transmits a speed control signal to the first pulse width modulation control unit (PWM 1); the first pulse width modulation control unit (PWM 1) sends a PWM signal for controlling the rotating speed of the motor according to the control signal to the first motor driving unit (DR 1);

the motor control unit further comprises a direct current rectifier (H1) rectifying the alternating current generated from the energy recovery winding of the motor and generating pulsating direct current, said direct current being filtered by a filter (C1) generating direct current;

the motor control unit further includes a second polarity control unit (PC 2), a second speed control unit (VC 2), and a second pulse width modulation control unit (PWM 2), the second polarity control unit (PC 2) receiving a photosensor signal from a commutation encoder (CD 1) of the motor and transmitting a control signal for driving the control coil to a second motor driving unit (DR 2), thereby controlling rotation of the rotor; a second speed control unit (VC 2) receives the encoder (VS 2) signal from the speed encoder and sends a speed control signal to a second pulse width modulation control unit (PWM 2); the second pulse width modulation control unit (PWM 2) transmits a PWM signal for controlling the rotational speed of the motor according to the control signal to the second motor driving unit (DR 2).

2. The control system of an air-to-land vehicle of claim 1, further comprising a bracket sensor for detecting an angle of rotation of the bracket, the processor controlling the angle of rotation of the wing bracket in accordance with the instructions.

3. The control system of an air-land vehicle according to claim 2, wherein at least a first motor bracket and a second motor bracket are respectively provided in front of the both wings, the first motor and the second motor are respectively used for driving the first rotor and the second rotor to rotate, and the first motor bracket and the second motor bracket are respectively provided on the support member through bracket shafts; the support shaft is driven to rotate by the stepping motor through the running mechanism, so that the camber angles of the first rotor wing and the second rotor wing are changed.