Powerful propeller and aircraft

Abstract

The invention discloses a powerful propeller and an aircraft, and belongs to the technical field of aircrafts. The powerful propeller comprises a cover disc, a stator and a rotor, the cover disc comprises a central bearing seat, a radial support and an outer mounting frame which are sequentially connected from inside to outside, the rotor comprises a paddle mounting column, paddles and an outer ring which are sequentially connected from inside to outside, and the outer ring is provided with a permanent magnet which is in induction fit with the stator; the paddle mounting column is connected with the central bearing seat through a bearing; and the outer mounting frame is fixedly connected with the stator. Airflow loss of the blade tip can be avoided, and thrust is greatly improved. According to the invention, the coaxial contra-rotating technology can be realized. And the two coaxial fans can achieve a better superposition effect, so that the noise is reduced. The rotating directions of the two blades which are coaxially designed are opposite, the rotating torque of the propeller can be offset, and balance of the aircraft fuselage can be kept beneficially. According to the invention, a negative pressure suction air cooling technology can be designed according to needs to solve the problem of motor heat dissipation, and extra electric energy consumption is not needed.

Description

Technical Field

[0001] This invention relates to a powerful thruster, belonging to the field of aircraft technology. Background Technology

[0002] Electric propulsion is a high-efficiency propulsion system that combines electric drive technology with aerodynamics. The power output shaft of a brushless motor directly drives the lightweight fan blades to rotate, drawing in air and expelling it at high speed to generate thrust. However, traditional open-blade propellers are noisy, lack external protection for the blades, and have exposed blade tips that pose a safety hazard. Because open-blade propellers lack other airflow guiding or diversion devices, the thrust per unit power is limited.

[0003] Existing rim fans have, to some extent, solved the safety hazards and noise problems associated with exposed open blades, such as... Figure 1 As shown, Figure 1 The red portion in the diagram represents the bearing of the thruster, and D1 represents the diameter of the bearing. As shown in the diagram, the bearing between the stator and stator is located on the outer ring of the entire thruster (the outer edge of the blades). This means that the size of the bearing increases with the radial dimension of the thruster. Because the thruster operates at high speeds, the maximum allowable speed range of the bearing decreases sharply with increasing bearing diameter. Therefore, for thrusters with large radial dimensions, existing bearing manufacturing processes and costs limit the radial dimension and speed of the thruster. Even within the allowable speed range of the bearing, as the speed increases, the bearing's lubrication, heat dissipation, and service life cannot meet the requirements. If magnetic levitation bearings are used, their larger size results in greater weight, and the electrical energy required for their operation is also a form of energy consumption.

[0004] like Figure 2 As shown: Figure 2 This demonstrates a mid-mounted motor propeller in existing technology, where the motor is integrated into the center of the blade. This is equivalent to adding a guide duct around the outer periphery of the existing open blade to increase the airflow density passing through the blade. However, since there is inevitably a gap between the blade tip (outer edge) and the guide duct wall, such as... Figure 2 As shown in D2, the presence of this gap also causes some airflow loss (approximately 15%), which in turn affects thrust. Furthermore, the gap between the blade tip and the duct wall creates significant noise from the tip turbulence.

[0005] To address the shortcomings of existing technologies, the present invention aims to provide a powerful thruster that solves the technical problem that ducted thrusters cannot simultaneously achieve optimal rotational speed and outer diameter.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: A powerful thruster includes a cover plate, a stator and a rotor. The cover plate includes a central bearing seat, a radial support and an outer mounting frame connected in sequence from the inside to the outside. The rotor includes a blade mounting column, a blade and an outer ring connected in sequence from the inside to the outside. The outer ring is provided with a permanent magnet that inductively cooperates with the stator. The blade mounting column and the center bearing housing are connected by a bearing; the outer mounting bracket is fixedly connected to the stator.

[0007] Preferably, the aforementioned powerful thruster further includes a central support, which is provided with radial support rods. There are two stators and two rotors, with the two stators respectively installed on both sides of the central support and the two rotors respectively engaging with the two stators. Two rotors are connected to each side of the central support via bearings; The two rotors rotate in opposite directions.

[0008] Preferably, in the aforementioned powerful thruster, the cover plate includes an air inlet cover disposed on the air inlet side of the thruster and an air outlet cover disposed on the air outlet side of the thruster.

[0009] Preferably, in the aforementioned powerful thruster, both ends of the blade mounting column are connected to the inner ring of the bearing via a central shaft.

[0010] Preferably, the aforementioned powerful thruster further includes a screw passing through the center of the blade mounting post, and the end of the screw is provided with a retaining ring for fixing the bearing to the central shaft.

[0011] Preferably, the aforementioned powerful thruster further includes an upper cone cover located on the central bearing seat on the air inlet side of the thruster and a lower cone cover located on the central bearing seat on the air outlet side of the thruster. The upper cone cover, the blade mounting column, and the lower cone cover are provided with a through-type air duct at their center, and the through-type air duct passes through the bearing.

[0012] Preferably, in the aforementioned powerful thruster, the stator is provided with an axial through hole, one end of which leads to the outside of the thruster and the other end leads to the inside of the thruster.

[0013] Preferably, in the aforementioned powerful thruster, the air inlet cover has the same airflow direction, the air outlet cover has the same airflow direction, the central support has the same airflow direction, and the air inlet rotor has the same rotation direction.

[0014] Preferably, in the aforementioned powerful thruster, the pitch of the exhaust side blades is smaller than the pitch of the intake side blades.

[0015] An aircraft that employs any of the aforementioned powerful thrusters, The powerful thruster has a tilting shaft on its side, which is connected to the aircraft fuselage via at least two motors.

[0016] The beneficial effects achieved by this invention are as follows: First, compared to existing rim fans, the thruster of this invention significantly improves thrust, specifically in two ways: First, because the blades are located inside the rotor, the blade mounting post at the center only serves a supporting function, which can significantly reduce the radial dimension of the thruster's central structure and increase airflow. Second, compared to existing mid-mounted motor ducted fans, this invention can avoid airflow loss at the blade tips, significantly increasing thrust.

[0017] Existing mid-mounted motor ducted fans have large axial dimensions, making coaxial counter-rotation technology difficult to implement. This invention, however, achieves coaxial counter-rotation due to its smaller central radial dimension. Furthermore, the two coaxial fans provide a good synergistic effect, sharing only one blade sweep area. By collecting the wake of the front blade, the thrust efficiency of coaxial counter-rotation is greater than the sum of its parts (1+1>2). The non-common divisor of the coaxially rotating blades further reduces noise by disrupting the relative frequencies of the inlet and outlet blades. The radial support of the rear cover plate straightens the wake, further reducing noise. The resulting noise is neither the deep rumble of an open propeller nor the shrill sound of a typical ducted fan, but rather a neutral and pleasant sound. Noise-reducing materials can be incorporated into the airflow channel annular walls to further reduce wake noise.

[0018] This invention employs a design where the pitch of the exhaust-side blades is smaller than that of the intake-side blades. The aim is to ensure that the intake-side blades meet the requirement of high static thrust efficiency, while the exhaust-side blades maintain high thrust efficiency even when facing rapidly approaching high-speed airflow. Both blades achieve high efficiency under both static thrust and high-speed airflow conditions, and possess an open-type variable-pitch design similar to that of military helicopter propellers, adapting to static hovering and high-speed flight. Furthermore, the coaxial design of the two blades, with opposite directions of rotation, counteracts the rotational torque of the propeller, contributing to the aircraft's balance.

[0019] The wheel rim drive motor of this invention has a relatively large diameter, and the magnetic gap circumference between the stator coil and the rotor permanent magnet can be designed to be relatively large, which is beneficial for heat dissipation. Furthermore, negative pressure suction air cooling technology can be designed as needed to solve the motor heat dissipation problem without requiring additional power consumption.

[0020] By using blades on both sides of the central support, meaning that two fans share a central support, the weight and volume of the support components can be effectively reduced, thus lowering the relative dead weight ratio of the power system.

[0021] The axial airflow between the rotor and stator is relatively small. Under the premise of meeting the heat dissipation requirements, it hardly affects the thrust of the power system. Therefore, it can greatly alleviate the airflow loss between the outer edge of the ducted fan blade and the inner wall of the duct in the existing technology, and further improve efficiency. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the structure of a ducted thruster in the prior art; Figure 2 This is a structural diagram of a mid-mounted motor thruster in existing technology; Figure 3 This is a cross-sectional view of the thruster of the present invention (coaxial rotation). Figure 4 This is an exploded view of the thruster of this invention; Figure 5 This is an axial sectional view of the thruster of the present invention; Figure 6 This is a schematic diagram illustrating how the cover plate, blades, and radial support rods of the present invention guide the airflow. Figure 7 This is a flow diagram of the airflow direction when the airflow passes through the propeller in this invention; Figure 8 This is a structural diagram of the heat dissipation channel of the propeller of the present invention (single propeller). Figure 9 This is an overall view of the aircraft of this invention; Figure 10 This is an overall diagram of the thruster of this invention installed on an aircraft; Meaning of the reference numerals in the figure: 1-Cover plate; 1A-Inlet plate cover; 1B-Outlet plate cover; 11-Radial bracket; 12-External mounting bracket; 12A-Inlet lip; 13-Central bearing seat; 14-Protective net; 15-Ventilation hole one; 16-Ventilation hole two; 2-Stator; 21-Axial through hole; 3-Rotor; 3A-Inlet rotor; 3B-Outlet rotor; 31-Blade mounting column; 311-Central shaft; 3 2-Propeller blade; 33-Outer ring; 34-Permanent magnet; 4-Bearing; 5-Central support; 51-Radial support rod; 52-Tilting shaft; 311-Central shaft; 312-Central shaft hole; 6-Screw; 61-Retaining ring; P-Through-through air duct; 7-Upper cone cover; 71-Ventilation hole three; 8-Lower cone cover; 81-Ventilation hole four; 9-Bolt; 10-Aircraft fuselage; 10-Tilting motor; 10B-Auxiliary wing. Detailed Implementation

[0023] The present invention will be further described below with reference to the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present invention, and should not be used to limit the scope of protection of the present invention.

[0024] like Figures 3 to 8 As shown: This embodiment discloses a powerful thruster, including a cover plate 1, a stator 2 and a rotor 3. The cover plate 1 includes a central bearing seat 13, a radial support 11 and an outer mounting frame 12 connected in sequence from the inside to the outside. The rotor 3 includes a blade mounting column 31, a blade 32 and an outer ring 33 connected in sequence from the inside to the outside. The outer ring 33 is provided with a permanent magnet 34 that inductively cooperates with the stator 2.

[0025] The cover plate 1 includes an air inlet cover 1A located on the air inlet side of the propeller and an air outlet cover 1B located on the air outlet side of the propeller. The two cover plates 1 have the same main structure and support the two ends of the rotor 3 respectively. The air inlet cover 1A is usually also provided with a protective net 14, and an air inlet lip 12A for guiding airflow is provided on the outer edge of the protective net 14.

[0026] The blade mounting post 31 and the center bearing housing 13 are connected by a bearing 4; the bearing 4 includes any type of bearing in the prior art, including sliding bearings and rolling bearings.

[0027] The outer mounting bracket 12 is fixedly connected to the stator 2. That is to say, the cover plate 1 is relative to a circular bracket, and the radial bracket 11 connects the central bearing seat 13 and the outer mounting bracket 12 together, thus realizing the connection between the stator 2 and the rotor 3. The radial bracket 11 is equivalent to a multi-spoke bracket, which is used to fix the positional relationship between the stator 2 and the rotor 3.

[0028] The blade 32 and outer ring 33 are designed as a single unit. A permanent magnet 34 is fixed to the outer surface of the outer ring 33. It should be noted that, since this embodiment is typically used in high-speed applications, the connection strength between the permanent magnet 34 and the outer ring 33 must be able to completely resist the centrifugal force generated by high-speed rotation. In practical applications, a magnet placement groove for the permanent magnet 34 can be provided on the outer surface of the outer ring 33. The permanent magnet 34 is placed inside this groove and fixed by adhesive bonding or other forms of mechanical connection. To prevent the permanent magnet 34 from merging with the magnet placement groove, a collar can be provided around the magnet to pull all magnets outside the same rotor into and fix them to the outer edge of the rotor 3.

[0029] When multiple stators 2 and rotors 3 are used, a central support 5 needs to be set between adjacent stators 2 and rotors 3. The central support 5 is provided with radial support rods 51. This embodiment describes an example where there are two stators 2 and two rotors 3, and the two stators 2 are respectively installed on both sides of the central support 5. The two rotors 3 are inductively coupled to the two stators 2, and the stators 2 drive the rotors 3 to rotate. The central support 5 adopts a multi-auxiliary structure similar to the cover plate 1. The center also adopts a bearing seat design, and the outer edge adopts a ring support design. The central bearing seat and the outer edge support are fixed by radial support rods 51. When two sets of stators 2 and rotors 3 are used, the two sets of stators 2 and rotors 3 and the central support 5 can be fixed by a continuous bolt 9. The bolt 9 is distributed in an array on the circumference of the entire propeller. One end is installed on the outer edge of the air inlet cover 1A with a nut, and the other end is installed on the air outlet cover 1B with a nut.

[0030] Among them, the bearing seat at the center of the central support 5 is connected to two rotors 3 on both sides by bearings 4 respectively; thus, the two ends of such rotor 3 can be supported and fixed by the central support 5 and the cover plate 1 respectively.

[0031] Specifically, the two ends of the blade mounting column 31 are connected to the inner ring of the bearing 4 via the central shaft 311. The outer ring of the bearing 4 is fixed to the center of the central support 5 or the central bearing housing 13.

[0032] The central shaft 311 is equivalent to a stepped shaft with a smaller diameter protruding from the end of the blade mounting post 31. In this embodiment, it is necessary to fix the bearing 4 to the central shaft 311 in an axial position. To achieve this, this embodiment also includes a screw 6 passing through the center of the blade mounting post 31. The end of the screw 6 is provided with a retaining ring 61. The two retaining rings 61 at both ends of the same rotor 3 are fastened by the same screw 6, fixing the bearing 4 to the central shaft 311. In this embodiment, the bearing 4 is preferably an angular contact bearing, which is usually used in pairs and pre-tightened and fixed by the two ends of the screw 6.

[0033] In order to guide the airflow, this embodiment also includes an upper cone cover 7 located on the air inlet side of the propeller center bearing seat 13 and a lower cone cover 8 located on the air outlet side of the propeller center bearing seat 13.

[0034] To improve heat dissipation: the stator 2 is provided with an axial through hole 21, one end of which leads to the outside of the thruster, and the other end leads to the inside of the thruster. When there is only one set of stator 2 and rotor 3, such as Figure 8 As shown, there is a ventilation hole 15 below the air inlet lip 12A on the outer edge of the air inlet cover 1A, and a ventilation hole 16 is provided on the outer mounting bracket 12 of the air outlet cover 1B. The ventilation hole 16 leads to the air outlet of the thruster. In this way, one end of the axial through hole 21 leads to the air inlet of the thruster through the ventilation hole 15, and the other end leads to the air outlet of the thruster through the ventilation hole 16, thus forming the air-cooling channel Q of the entire thruster motor. Figure 8 (The blue channel in the middle). Furthermore, ventilation holes 31, 312, and 81 are respectively provided on the upper cone cover 7, the blade mounting column 31, and the lower cone cover 8. Multiple ventilation holes 71, 312, and 81 can be provided, evenly arrayed along the upper cone cover 7, the blade mounting column 31, and the lower cone cover 8, thus forming an axial through-flow air duct. The main purpose of the air duct is to improve the heat dissipation capacity of the rotating parts; therefore, this through-flow air duct P ( Figure 5 and Figure 8The P-shaped channel passes between the inner and outer rings of the bearing 4 and can be used to dissipate heat from the bearing 4. It should be noted that although the blade mounting column 31 rotates relative to the upper cone cover 7 and the lower cone cover 8, the cross-section between the inner and outer rings of the bearing 4 is annular, that is, it is an annular channel, which ensures the normal flow of air in the through-type air duct P when the blade is rotating.

[0035] When the thruster has two rotors 3, the two rotors 3 rotate in opposite directions, which can be used to counteract the rotational torque caused by the rotation of the rotors 3.

[0036] Key references Figure 6 and Figure 7 In this embodiment, the airflow direction of the fan cover 1A, the airflow direction of the outlet cover 1B, the airflow direction of the central support 5, and the rotation direction of the inlet rotor 3A are the same.

[0037] The specific reasons and explanations for the above are as follows: The key factor in increasing the thrust or lift of the propeller is to increase the swept area of ​​the blade 32. Under the condition that the geometric parameters of the blade 32 remain unchanged, changing the inlet angle is an important means of controlling the swept area. To achieve this, such as... Figure 6 As shown, Figure 6 , Figure 7 The red arrows in the diagram indicate the airflow direction at the corresponding location (which refers to the location closest to the viewer within the blade sweep range), and the airflow direction within the component where the red arrow is located.

[0038] Under normal conditions, the airflow enters the front blade at an axial angle. After passing through the inlet cover 1A, it rotates in the direction of arrow P1, and the airflow is reversed relative to the direction of P2. Without the intervention of the inlet cover 1A, the airflow approaches the root of the front blade at a purely axial angle. The relative velocity of some airflow forms an excessive angle of attack with the blade chord, which can easily lead to root stall, resulting in a sharp decrease in the efficiency of the front blade. By pre-rotating the airflow in the direction of arrow P1 through the inlet cover 1A, the airflow is pre-twisted, allowing the airflow to better impact the entire blade at the front cover, which can improve the working environment of the front blade to a certain extent, thereby improving the efficiency of the front blade 3A by 3%-5%.

[0039] After the front blade completes its work, the airflow is discharged at high speed in the direction of P2. At this time, the airflow rotates strongly counterclockwise relative to the rear blade. This rotational kinetic energy accounts for about 30%-40% of the output energy of the front blade. If it were directly delivered to the rear blade, it would be pure waste and interference. By blocking the airflow in the direction of P3 through the central support 5, some of the rotational kinetic energy is eliminated, increasing the airflow pressure input to the rear blade. Furthermore, by increasing the obstruction of the central support 5, the airflow becomes a relatively axial, uniform, high-speed airflow before being delivered to the rear blade, thereby improving the efficiency of the rear blade by 8%-12%.

[0040] After the rear blade completes its work, the airflow rotates at a higher speed and is discharged in a more directional direction. If this rotating airflow is allowed to exit at its original tangential angle, it will result in a waste of energy. By using the rear cover plate in the P5 direction to relatively straighten the high-speed rotating airflow after the rear blade has completed its work, this rotating airflow is transformed from its original tangential angle to a relative axial angle for discharge. This delays the dispersion and componentization of the discharged airflow, thereby improving the efficiency of the rear blade by 2%-3%.

[0041] Compared to rim fans in existing technologies, the thruster described in this embodiment significantly increases propulsion. Specifically, this is reflected in the following aspects: First, since the blades 32 are located inside the rotor 3, the blade mounting post 31 at the center only serves a supporting function, which can significantly reduce the radial dimension of the thruster's central structure and increase airflow. Second, compared to ducted fans with a mid-mounted motor in existing technologies, this embodiment can avoid airflow losses at the blade tips, significantly improving efficiency.

[0042] Existing technologies with mid-mounted motors and ducted fans have large axial dimensions, making coaxial counter-rotation technology difficult to implement. This embodiment, however, achieves coaxial counter-rotation due to its smaller central radial dimension. Furthermore, the two coaxial fans provide a good synergistic effect, sharing only one blade sweep area. By collecting the wake of the front blade, the thrust efficiency of coaxial counter-rotation (1+1>2) is achieved. The non-common divisor of the coaxially rotating blades further reduces noise by disrupting the relative frequencies of the inlet and outlet blades. The radial support of the rear cover plate straightens the wake, further reducing noise. The resulting noise is neither the deep rumble of an open propeller nor the shrill sound of a typical ducted fan, but rather a neutral and pleasant sound. Noise-reducing materials can be incorporated into the airflow channel annular walls to further reduce wake noise.

[0043] Furthermore, when using a coaxial counter-rotating fan design, the pitch of existing mid-mounted motor ducted fans is fixed. This has the disadvantage that at a lower pitch, static thrust efficiency is high, but high-speed airflow efficiency is low. Conversely, at a higher pitch, static thrust efficiency is low, but high-speed airflow efficiency is high. In other words, the coaxial inlet and outlet blades cannot simultaneously achieve both static thrust efficiency and high-speed airflow efficiency. For these reasons, this embodiment uses a design where the pitch of the outlet blade (outlet rotor 3B) is smaller than that of the inlet blade (inlet rotor 3A). The purpose is to ensure that the inlet blades meet the requirement of high static thrust efficiency, while the outlet blades can still generate high thrust efficiency when facing rapidly approaching high-speed airflow. Both blades can achieve high efficiency under both static thrust and high-speed airflow conditions, and possess the variable pitch capability of an open-type propeller similar to that of a military helicopter to adapt to static hovering and high-speed flight. Furthermore, the two coaxial blades rotate in opposite directions, which can counteract the rotational torque of the propeller and help maintain the balance of the aircraft fuselage.

[0044] The wheel rim drive motor of this invention has a relatively large diameter, and the magnetic gap circumference between the stator coil and the rotor permanent magnet can be designed to be relatively large, which is beneficial for heat dissipation. Furthermore, a negative pressure intake air cooling technology (see the aforementioned air cooling channel Q) can be designed as needed to solve the motor heat dissipation problem without requiring additional power consumption.

[0045] Because the blades are set on both sides of the central support 5, that is, the two fans share a central support, the weight and volume of the support components can be effectively reduced, and the relative dead weight ratio of the power system can be reduced.

[0046] The axial airflow between rotor 3 and stator 2 is relatively small. Under the premise of meeting the heat dissipation requirements, it hardly affects the thrust of the power system. Therefore, it can greatly alleviate the airflow loss between the outer edge of the ducted fan blade and the inner wall of the duct in the existing technology, and further improve the lift.

[0047] This embodiment also discloses an aircraft employing the aforementioned powerful thruster. A tilting shaft 52 is located on the side of the powerful thruster, and the tilting shaft 52 is connected to the aircraft fuselage 10 via at least two motors 10A. The two motors 10A serve a redundancy design; if one motor fails, the other can still function normally, improving safety. To reduce airflow drag on the tilting shaft during high-speed cruise, an auxiliary wing 10B can also be installed between the two thrusters.

[0048] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A high thrust propeller characterized in that, The strong propeller comprises a cover disc (1), a stator (2) and a rotor (3), the cover disc (1) comprises a central bearing seat (13), a radial support (11) and an outer mounting frame (12) connected in sequence from inside to outside, the rotor (3) comprises a blade mounting column (31), a blade (32) and an outer ring (33) connected in sequence from inside to outside, and the outer ring (33) is provided with a permanent magnet (34) inductively matched with the stator (2); The blade mounting column (31) and the central bearing seat (13) are connected through a bearing (4); and the outer mounting frame (12) is fixedly connected with the stator (2).

2. A powerful propulsor according to claim 1, characterized in that The strong propeller further comprises a central support (5) provided with a radial support rod (51), and the stator (2) and the rotor (3) are both two, two stators (2) are respectively installed on two sides of the central support (5), and two rotors (3) are respectively inductively matched with the two stators (2). The two sides of the central support (5) are connected with the two rotors (3) through the bearings (4); The rotation directions of the two rotors (3) are opposite.

3. A high thrust propeller according to claim 2, wherein The cover disc (1) comprises an air inlet disc cover (1A) arranged on the air inlet side of the propeller and an air outlet disc cover (1B) arranged on the air outlet side of the propeller.

4. A powerful propulsor according to claim 1, characterized in that Both ends of the blade mounting column (31) are connected with inner rings of the bearings (4) through a central shaft (311).

5. A high thrust propeller according to claim 4, wherein The strong propeller further comprises a screw rod (6) penetrating through the center of the blade mounting column (31), and the end of the screw rod (6) is provided with a check ring (61) for fixing the bearing (4) to the central shaft (311).

6. A powerful propulsor according to claim 1 or 2, characterized in that The strong propeller further comprises an upper conical cover (7) arranged on the central bearing seat (13) on the air inlet side of the propeller and a lower conical cover (8) arranged on the central bearing seat (13) on the air outlet side of the propeller, and the centers of the upper conical cover (7), the blade mounting column (31) and the lower conical cover (8) are provided with a through-type air duct penetrating through the bearing (4).

7. A high thrust propeller according to claim 6, wherein The stator (2) is provided with an axial through hole (21) in communication with the outside of the propeller at one end and the inside of the propeller at the other end.

8. A powerful propulsor according to claim 3, characterized in that The air guide rotation directions of the air inlet disc cover (1A), the air outlet disc cover (1B), the central support (5) and the air inlet rotor (3A) are the same.

9. A high thrust propeller according to claim 8, wherein The pitch of the air outlet side blade is smaller than that of the air inlet side blade.

10. An aircraft characterized by, The strong propeller of any one of claims 1 to 9 is adopted, The side of the strong propeller is provided with a tilting shaft (52) connected to an aircraft body (10) through at least two motors.

Images