Aircraft driving system

Abstract

An aircraft driving system relates to the field of aircrafts and comprises a synchronizing shaft, a first transmission assembly and a second transmission assembly, and the synchronizing shaft is rotatably arranged on a rack; the first transmission assembly is used for connecting the synchronizing shaft and the first propeller shaft; the second transmission assembly is used for connecting the synchronizing shaft and the second propeller shaft; the synchronizing shaft rotates to synchronously transmit power to the first propeller shaft and the second propeller shaft through the first transmission assembly and the second transmission assembly, so that the first propeller shaft rotates in the first direction, and the second propeller shaft rotates in the second direction. The two propeller shafts can be controlled to rotate reversely at the same time in a physical mode, the control difficulty is reduced to a great extent, the control precision is improved, and the aircraft is more stable and reliable.

Description

Technical Field

[0001] The utility model relates to the field of aircraft, and in particular to an aircraft driving system. Background Art

[0002] At present, existing twin-rotor aircraft all use two power sources to drive two propeller shafts to rotate separately to achieve aircraft flight, but this method has high requirements for power source speed control and a complex control system.

[0003] In view of this, this application is hereby filed. Utility Model Content

[0004] The purpose of the utility model is to provide an aircraft driving system, which can simultaneously control the two propeller shafts to rotate in opposite directions by physical means, thereby greatly reducing the control difficulty, improving the control accuracy, and making the aircraft more stable and reliable.

[0005] The embodiment of the utility model is achieved as follows:

[0006] An aircraft drive system includes: a synchronous shaft, a first transmission assembly and a second transmission assembly, wherein the synchronous shaft is rotatably arranged on a frame; the first transmission assembly is used to connect the synchronous shaft and a first propeller shaft; and the second transmission assembly is used to connect the synchronous shaft and the second propeller shaft.

[0007] The synchronous shaft rotates to synchronously transmit power to the first propeller shaft and the second propeller shaft through the first transmission assembly and the second transmission assembly, so that the first propeller shaft rotates in a first direction and the second propeller shaft rotates in a second direction.

[0008] Further, the first transmission assembly includes: a first bevel gear and a second bevel gear that can mesh with each other, the first bevel gear is provided on the synchronization shaft, and the second bevel gear is provided on the first propeller shaft;

[0009] The second transmission assembly includes: a third bevel gear and a fourth bevel gear that can mesh with each other, the third bevel gear is arranged on the synchronization shaft, and the fourth bevel gear is arranged on the second propeller shaft;

[0010] The tooth surface direction of the second bevel tooth is the same as the tooth surface direction of the fourth bevel tooth.

[0011] Furthermore, the radius of the second bevel tooth is the same as the radius of the fourth bevel tooth; the radius of the first bevel tooth is the same as the radius of the third bevel tooth.

[0012] Furthermore, the number of teeth of the second bevel gear is the same as the number of teeth of the fourth bevel gear; the number of teeth of the first bevel gear is the same as the number of teeth of the third bevel gear.

[0013] Further, the radius of the second bevel tooth is greater than the radius of the first bevel tooth, and the radius of the fourth bevel tooth is greater than the radius of the third bevel tooth.

[0014] Furthermore, the drive system further comprises a first drive motor for driving the synchronous shaft to rotate, the synchronous shaft comprises a first shaft section and a second shaft section, the first bevel gear is arranged on the first shaft section, and the third bevel gear is arranged on the second shaft section;

[0015] Two ends of the output shaft of the first driving motor are respectively connected to the first shaft section and the second shaft section.

[0016] Furthermore, the first shaft segment and the second shaft segment have the same length and are symmetrically arranged at two ends of the first drive motor.

[0017] Furthermore, the drive system further comprises a first drive motor and a second drive motor for driving the synchronous shaft to rotate, and the synchronous shaft comprises a first shaft section, a second shaft section and a third shaft section;

[0018] The first bevel gear is arranged on the first shaft section, and the third bevel gear is arranged on the second shaft section;

[0019] Two ends of the output shaft of the first drive motor are respectively connected to the first shaft section and the third shaft section, and the output shaft of the second drive motor is respectively connected to the second shaft section and the third shaft section.

[0020] Furthermore, the first shaft segment and the second shaft segment have the same length.

[0021] Furthermore, the lengths of the first shaft segment and the second shaft segment are both smaller than the length of the third shaft segment.

[0022] The beneficial effects of the embodiments of the utility model are:

[0023] The aircraft drive system provided by the embodiment of the utility model can utilize the rotation of the synchronous shaft to simultaneously transmit power to the first transmission component and the second transmission component, and synchronously transmit power to the first propeller shaft and the second propeller shaft through the first transmission component and the second transmission component, so that the first propeller shaft and the second propeller shaft can rotate at the same speed, and the first propeller shaft can rotate in a first direction and the second propeller shaft can rotate in a second direction, thereby effectively reducing the control difficulty, performing synchronous control of the rotation speed by physical means, and improving accuracy and stability.

[0024] In general, the aircraft drive system provided by the embodiment of the utility model can simultaneously control the opposite rotation of two propeller shafts by physical means, which greatly reduces the control difficulty, improves the control accuracy, and makes the aircraft more stable and reliable. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the technical solutions of the embodiments of the utility model, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the utility model and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without paying creative work.

[0026] Figure 1 The structure of the drive system provided by the embodiment of the utility model is shown in FIG. Figure 1 ;

[0027] Figure 2 The structure of the drive system provided by the embodiment of the utility model is shown in FIG. Figure 2 ;

[0028] Figure 3 The structure of the drive system provided by the embodiment of the utility model is shown in FIG. Figure 3 ;

[0029] Figure 4 The structure of the drive system provided by the embodiment of the utility model is shown in FIG. Figure 4 ;

[0030] Figure 5 A schematic diagram of the structure of a first transmission assembly provided in an embodiment of the utility model;

[0031] Figure 6 A schematic structural diagram of a second transmission assembly provided in an embodiment of the utility model.

[0032] icon:

[0033] 110-synchronizing shaft, 111-first shaft section, 112-second shaft section, 113-third shaft section;

[0034] 120-first transmission assembly, 121-first bevel gear, 122-second bevel gear;

[0035] 130-second transmission assembly, 131-third bevel gear, 132-fourth bevel gear;

[0036] 140- first drive motor;

[0037] 150 - second drive motor;

[0038] 200-first propeller shaft, 300-second propeller shaft. DETAILED DESCRIPTION

[0039] In order to make the purpose, technical scheme and advantages of the embodiments of the utility model clearer, the technical scheme in the embodiments of the utility model will be clearly and completely described below in conjunction with the drawings in the embodiments of the utility model. Obviously, the described embodiments are part of the embodiments of the utility model, not all of the embodiments. Generally, the components of the embodiments of the utility model described and shown in the drawings here can be arranged and designed in various different configurations.

[0040] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the present invention to be protected, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0041] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, further definition and explanation thereof is not required in subsequent drawings.

[0042] In the description of the present utility model, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inside", "outside", etc. indicate the orientation or position relationship based on the orientation or position relationship shown in the accompanying drawings, or the orientation or position relationship in which the utility model product is usually placed when in use, which is only for the convenience of describing the utility model and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present utility model. In addition, the terms "first", "second", "third", etc. are only used to distinguish the description, and cannot be understood as indicating or implying relative importance.

[0043] In addition, the terms "parallel", "vertical", etc. do not mean that the components must be absolutely parallel or vertical, but can be slightly tilted. For example, "parallel" only means that its direction is more parallel than "vertical", and does not mean that the structure must be completely parallel, but can be slightly tilted.

[0044] In addition, the terms "horizontal", "vertical", "overhanging" and the like do not mean that the components are required to be absolutely horizontal or overhanging, but can be slightly tilted. For example, "horizontal" only means that its direction is more horizontal than "vertical", and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0045] In the description of the present invention, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "set", "install", "connect", and "connect" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0046] Example

[0047] At present, there are two common types of twin-rotor aircraft. One is coaxial twin-rotor, that is, the two propeller shafts are overlapped, and the two propellers are distributed up and down and rotate in opposite directions;

[0048] The other is that two propellers are arranged in parallel, and each rotation drives the respective connected propeller to rotate. This type of twin-rotor aircraft uses two power sources to drive the two propeller shafts to rotate separately to achieve aircraft flight. However, since the two propellers need to rotate at the same speed in opposite directions to offset the torque, this type of separate drive method has high requirements for the power source speed control and a complex control system.

[0049] In order to take into account the space occupied by the propellers, the two propellers are arranged in a staggered manner, that is, any blade of the first propeller is between two adjacent blades of the second propeller; in this case, in order to avoid collision between the first propeller and the second propeller, the requirements for power source speed control are further increased.

[0050] Based on the above questions, please refer to Figure 1-Figure 6 This embodiment provides an aircraft drive system, including: a synchronization shaft 110, a first transmission assembly 120 and a second transmission assembly 130.

[0051] The synchronization shaft 110 is rotatably arranged on the frame; the first transmission assembly 120 is used to connect the synchronization shaft 110 and the first propeller shaft 200; the second transmission assembly 130 is used to connect the synchronization shaft 110 and the second propeller shaft 300;

[0052] The synchronization shaft 110 rotates to synchronously transmit power to the first propeller shaft 200 and the second propeller shaft 300 through the first transmission assembly 120 and the second transmission assembly 130, so that the first propeller shaft 200 rotates in the first direction and the second propeller shaft 300 rotates in the second direction.

[0053] It should be noted that, in order to ensure the overall balance and stability of the aircraft, the first transmission assembly 120 and the second transmission assembly 130 are symmetrically arranged at both ends of the synchronization shaft 110 .

[0054] Another thing to note is that the central axis of the synchronization shaft 110 is parallel to the main motion direction of the aircraft. (The main motion direction is the forward direction of the aircraft)

[0055] It should be noted that the rotational force has only two directions, positive and negative, and therefore, the first direction and the second direction represent positive rotation or negative rotation.

[0056] Through the above design, the power can be transmitted to the first transmission component 120 and the second transmission component 130 simultaneously by rotating the synchronization shaft 110, and the power can be synchronously transmitted to the first propeller shaft 200 and the second propeller shaft 300 through the first transmission component 120 and the second transmission component 130, so that the first propeller shaft 200 and the second propeller shaft 300 can rotate at the same speed, and the first propeller shaft 200 can rotate in the first direction and the second propeller shaft 300 can rotate in the second direction, thereby effectively reducing the control difficulty, performing synchronous control of the rotation speed by physical means, and improving accuracy and stability.

[0057] In general, the aircraft drive system provided by the embodiment of the utility model can simultaneously control the opposite rotation of two propeller shafts by physical means, which greatly reduces the control difficulty, improves the control accuracy, and makes the aircraft more stable and reliable.

[0058] Further, the first transmission assembly 120 includes: a first bevel gear 121 and a second bevel gear 122 that can mesh with each other, the first bevel gear 121 is provided on the synchronization shaft 110, and the second bevel gear 122 is provided on the first propeller shaft 200;

[0059] The second transmission assembly 130 includes: a third bevel gear 131 and a fourth bevel gear 132 that can mesh with each other, the third bevel gear 131 is provided on the synchronization shaft 110, and the fourth bevel gear 132 is provided on the second propeller shaft 300;

[0060] The tooth surface of the second bevel tooth 122 is oriented in the same direction as the tooth surface of the fourth bevel tooth 132 .

[0061] The first bevel gear 121 and the third bevel gear 131 can be driven to rotate synchronously by rotating the synchronization shaft 110, the first bevel gear 121 is meshed with the second bevel gear 122, and the third bevel gear 131 is meshed with the fourth bevel gear 132, so that the second bevel gear 122 and the fourth bevel gear 132 rotate in opposite directions relative to each other, thereby causing the first propeller shaft 200 and the second propeller shaft 300 to rotate in opposite directions, thereby realizing the reverse rotation of the first propeller and the second propeller.

[0062] Furthermore, in order to ensure that the first propeller shaft 200 and the second propeller shaft 300 rotate at the same speed, the radius of the second bevel gear 122 is the same as the radius of the fourth bevel gear 132; the radius of the first bevel gear 121 is the same as the radius of the third bevel gear 131. The number of teeth of the second bevel gear 122 is the same as the number of teeth of the fourth bevel gear 132; the number of teeth of the first bevel gear 121 is the same as the number of teeth of the third bevel gear 131.

[0063] In addition, in this embodiment, the radius of the second bevel tooth 122 is greater than the radius of the first bevel tooth 121 , and the radius of the fourth bevel tooth 132 is greater than the radius of the third bevel tooth 131 .

[0064] In some embodiments, the drive system includes a first drive motor 140 for driving the synchronous shaft 110 to rotate, the synchronous shaft 110 includes a first shaft segment 111 and a second shaft segment 112, the first bevel gear 121 is provided on the first shaft segment 111, and the third bevel gear 131 is provided on the second shaft segment 112; the two ends of the output shaft of the first drive motor 140 are respectively connected to the first shaft segment 111 and the second shaft segment 112.

[0065] Specifically, the first shaft segment 111 and the second shaft segment 112 have the same length and are symmetrically disposed at two ends of the first driving motor 140 .

[0066] In this manner, the first driving motor 140 rotates to synchronously drive the first shaft section 111 and the second shaft section 112 to rotate, thereby driving the first transmission assembly 120 and the second transmission assembly 130 to rotate.

[0067] In other embodiments, the drive system includes a first drive motor 140 and a second drive motor 150 for driving the synchronous shaft 110 to rotate, and the synchronous shaft 110 includes a first shaft segment 111, a second shaft segment 112 and a third shaft segment 113;

[0068] The first bevel gear 121 is arranged on the first shaft section 111, and the third bevel gear 131 is arranged on the second shaft section 112; the two ends of the output shaft of the first drive motor 140 are respectively connected to the first shaft section 111 and the third shaft section 113, and the output shaft of the second drive motor 150 is respectively connected to the second shaft section 112 and the third shaft section 113.

[0069] It should be noted that the first driving motor 140 and the second driving motor 150 are symmetrically arranged at two ends of the third shaft segment 113 .

[0070] The output shafts of the first drive motor 140 and the second drive motor 150 are connected via the third shaft section 113, thereby ensuring that the rotation speeds of the first drive motor 140 and the second drive motor 150 are the same, and the first drive motor 140 and the second drive motor 150 provide two powers, which are more powerful.

[0071] Specifically, in order to further ensure the balance of the aircraft, the first shaft section 111 and the second shaft section 112 have the same length. The lengths of the first shaft section 111 and the second shaft section 112 are both smaller than the length of the third shaft section 113 .

[0072] Through the above design, the first drive motor 140 and the second drive motor 150 can be used to provide two power, and the rotational speeds of the first drive motor 140 and the second drive motor 150 can be unified through the third shaft section 113, thereby ensuring that the rotational speeds of the first shaft section 111 and the second shaft section 112 are the same, thereby ensuring that the rotational speeds transmitted to the first propeller shaft 200 and the second propeller shaft 300 through the first transmission assembly 120 and the second transmission assembly 130 are the same.

[0073] The working principle of an aircraft drive system is: the first drive motor 140 and the second drive motor 150 rotate at the same speed, driving the first shaft section 111 and the second shaft section 112 to rotate at the same speed, and the power is transmitted to the first propeller shaft 200 and the second propeller shaft 300 through the first transmission assembly 120 and the second transmission assembly 130, driving the first propeller shaft 200 and the second propeller shaft 300 to rotate in relative opposite directions.

[0074] In summary, the utility model can simultaneously control the two propeller shafts to rotate in opposite directions by physical means, which greatly reduces the control difficulty, improves the control accuracy, and makes the aircraft more stable and reliable.

[0075] The above description is only the preferred embodiment of the utility model, and is not intended to limit the utility model. For those skilled in the art, the utility model can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the utility model shall be included in the protection scope of the utility model.

Claims

1. An aircraft drive system, characterized in that: include: A synchronization shaft, the synchronization shaft being rotatably arranged on the frame; a first transmission assembly, the first transmission assembly being used to connect the synchronization shaft and the first propeller shaft; and a second transmission assembly, the second transmission assembly being used to connect the synchronization shaft with a second propeller shaft; The synchronization shaft rotates to synchronously transmit power to the first propeller shaft and the second propeller shaft through the first transmission assembly and the second transmission assembly, so that the first propeller shaft rotates in a first direction and the second propeller shaft rotates in a second direction.

2. The drive system according to claim 1, characterized in that: The first transmission assembly comprises: a first bevel gear and a second bevel gear that can mesh with each other, the first bevel gear is arranged on the synchronization shaft, and the second bevel gear is arranged on the first propeller shaft; The second transmission assembly comprises: a third bevel gear and a fourth bevel gear that can mesh with each other, the third bevel gear is arranged on the synchronization shaft, and the fourth bevel gear is arranged on the second propeller shaft; The tooth surface orientation of the second bevel tooth is the same as the tooth surface orientation of the fourth bevel tooth.

3. The drive system according to claim 2, characterized in that: The radius of the second bevel tooth is the same as the radius of the fourth bevel tooth; the radius of the first bevel tooth is the same as the radius of the third bevel tooth.

4. The drive system according to claim 3, characterized in that: The number of teeth of the second bevel gear is the same as the number of teeth of the fourth bevel gear; the number of teeth of the first bevel gear is the same as the number of teeth of the third bevel gear.

5. The drive system according to claim 3, characterized in that: The radius of the second bevel tooth is greater than the radius of the first bevel tooth, and the radius of the fourth bevel tooth is greater than the radius of the third bevel tooth.

6. The drive system according to any one of claims 2 to 5, characterized in that: The drive system further comprises a first drive motor for driving the synchronous shaft to rotate, the synchronous shaft comprises a first shaft section and a second shaft section, the first bevel gear is arranged on the first shaft section, and the third bevel gear is arranged on the second shaft section; Two ends of the output shaft of the first driving motor are respectively connected to the first shaft section and the second shaft section.

7. The drive system according to claim 6, characterized in that: The first shaft section and the second shaft section have the same length and are symmetrically arranged at two ends of the first drive motor.

8. The drive system according to any one of claims 2 to 5, characterized in that: The drive system further comprises a first drive motor and a second drive motor for driving the synchronous shaft to rotate, and the synchronous shaft comprises a first shaft section, a second shaft section and a third shaft section; The first bevel gear is arranged on the first shaft segment, and the third bevel gear is arranged on the second shaft segment; Two ends of the output shaft of the first drive motor are respectively connected to the first shaft section and the third shaft section, and the output shaft of the second drive motor is respectively connected to the second shaft section and the third shaft section.

9. The drive system according to claim 8, characterized in that: The first shaft segment and the second shaft segment have the same length.

10. The drive system according to claim 8, characterized in that: The lengths of the first shaft segment and the second shaft segment are both shorter than the length of the third shaft segment.

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