Aircraft power mechanism

Abstract

An aircraft power mechanism relates to the field of aircrafts and comprises a first propeller and a second propeller, and the first propeller is provided with at least two first blades; the second propeller is provided with at least two second blades; and the first paddles and the second paddles are arranged in a staggered manner. The number of the first paddles is the same as that of the second paddles; and any first paddle is positioned between any two adjacent second paddles. The space area occupied by a plurality of propellers can be effectively reduced and the flexibility of the aircraft can be ensured under the conditions that the rotating diameters of the propellers are not changed and the lift force of the aircraft is not influenced.

Description

Technical Field

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

[0002] At present, in order to avoid collisions between multiple propellers, the existing multi-rotor aircraft usually increase the distance between the propellers to ensure that there is no collision when the propellers rotate at high speed. However, this method will cause the aircraft propellers to occupy a larger space.

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

[0004] The utility model aims to provide an aircraft power mechanism, which can effectively reduce the space area occupied by multiple propellers and ensure the flexibility of the aircraft while ensuring that the rotating diameter of the propeller remains unchanged and does not affect the lift of the aircraft.

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

[0006] An aircraft power mechanism comprises a first propeller and a second propeller, wherein the first propeller has at least two first blades; the second propeller has at least two second blades; the first blades and the second blades are arranged alternately.

[0007] Furthermore, the number of the first blades is the same as the number of the second blades; and any first blade is located between any two adjacent second blades.

[0008] Further, the power mechanism includes a first pitch-changing assembly for adjusting the blade angle of the first blade and a second pitch-changing assembly for adjusting the blade angle of the second blade;

[0009] The plurality of first blades are detachably connected to the first pitch-changing assembly respectively; the plurality of second blades are detachably connected to the second pitch-changing assembly respectively.

[0010] Furthermore, the first pitch-changing assembly has a first mounting arm for mounting the first blade, the first mounting arm is provided with a first mounting groove matching the first blade, the root of the first blade can be placed in the first mounting groove and fixed to the first mounting groove by bolts;

[0011] The second variable pitch assembly has a second mounting arm for mounting a second blade. The second mounting arm is provided with a second mounting groove matching the second blade. The root of the second blade can be placed in the second mounting groove and fixed to the second mounting groove by bolts.

[0012] Furthermore, the power mechanism also includes a driving member for driving the first propeller and the second propeller to rotate in opposite directions at the same speed; the driving member includes a first transmission assembly and a second transmission assembly connected to the first propeller shaft and the second propeller shaft respectively;

[0013] The first transmission assembly includes a first transmission shaft, a second bevel gear and a third bevel gear, the first transmission shaft is rotatably arranged on the fuselage, the third bevel gear is arranged on the first propeller shaft, and the second bevel gear is arranged on the first transmission shaft and meshes with the third bevel gear;

[0014] The second transmission assembly includes a second transmission shaft, a fifth bevel gear and a sixth bevel gear. The second transmission shaft is rotatably arranged on the fuselage, the sixth bevel gear is arranged on the second propeller shaft, the fifth bevel gear is arranged on the second transmission shaft and meshes with the sixth bevel gear; and the tooth surface of the sixth bevel gear is opposite to the tooth surface of the third bevel gear.

[0015] Further, when the first transmission shaft and the second transmission shaft rotate in the same direction, the tooth surface of the sixth bevel tooth faces the same direction as the tooth surface of the third bevel tooth;

[0016] When the rotation directions of the first transmission shaft and the second transmission shaft are opposite, the tooth surface of the sixth bevel tooth is opposite to the tooth surface of the third bevel tooth.

[0017] Furthermore, the power mechanism also includes a transmission bevel gear, which is rotatably arranged on the fuselage, and the first transmission shaft and the second transmission shaft are respectively arranged on the first bevel gear and the fourth bevel gear meshing with the transmission bevel gear.

[0018] Furthermore, with the vertical central axis of the transmission bevel gear as the center, the two first propellers and the two second propellers are distributed in a ring array, and along the circumference of the transmission bevel gear, the first propellers and the second propellers are alternately arranged.

[0019] The beneficial effects of the embodiments of the utility model are:

[0020] The aircraft power mechanism provided by the embodiment of the utility model can utilize the characteristics of the staggered arrangement to reduce the distance between the first propeller and the second propeller, thereby reducing the space volume occupied by the first propeller and the second propeller while ensuring the normal rotation of the first propeller and the second propeller, thereby further improving the flexibility of the aircraft.

[0021] In general, the aircraft power mechanism provided by the embodiment of the utility model can effectively reduce the space area occupied by multiple propellers and ensure the flexibility of the aircraft while ensuring that the rotating diameter of the propeller remains unchanged and does not affect the lift of the aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] 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.

[0023] Figure 1 A three-dimensional diagram of a power mechanism provided by an embodiment of the utility model;

[0024] Figure 2 A schematic diagram of the structure of the power mechanism part provided by the embodiment of the utility model;

[0025] Figure 3 A three-dimensional diagram of a driving mechanism provided by an embodiment of the utility model;

[0026] Figure 4 A schematic diagram of the structure of a driving mechanism provided in an embodiment of the utility model;

[0027] Figure 5 A schematic diagram of a portion of the structure of the drive mechanism provided in the embodiment of the utility model Figure 1 ;

[0028] Figure 6 A schematic diagram of a portion of the structure of the drive mechanism provided in the embodiment of the utility model Figure 2 ;

[0029] Figure 7 A schematic diagram of the structure of a first variable pitch assembly provided in an embodiment of the utility model;

[0030] Figure 8 A schematic structural diagram of a first variable pitch assembly provided in an embodiment of the utility model.

[0031] Icon: 100-first propeller; 200-second propeller;

[0032] 300-first variable pitch assembly, 310-first mounting arm, 320-first mounting slot;

[0033] 400 - second variable pitch assembly, 410 - second mounting arm, 420 - second mounting slot;

[0034] 500-driving member, 510-transmission bevel gear, 520-first transmission assembly, 521-first transmission shaft, 522-first bevel gear, 523-second bevel gear, 524-third bevel gear, 530-second transmission assembly, 531-second transmission shaft, 532-fourth bevel gear, 533-fifth bevel gear, 534-sixth bevel gear;

[0035] 600-first propeller shaft; 700-second propeller shaft. DETAILED DESCRIPTION

[0036] 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.

[0037] 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.

[0038] 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.

[0039] 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.

[0040] 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.

[0041] 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.

[0042] 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.

[0043] Example

[0044] Please refer to Figure 1-Figure 8 This embodiment provides an aircraft power mechanism, including: a first propeller 100 and a second propeller 200, wherein the first propeller 100 has at least two first blades; the second propeller 200 has at least two second blades; the first blades and the second blades are arranged alternately.

[0045] Specifically, the number of the first blades is the same as the number of the second blades; and any first blade is located between any two adjacent second blades.

[0046] It should be noted that, in order to ensure the stability of the aircraft, the size and model of the first propeller 100 and the second propeller 200 are consistent.

[0047] Another thing to be explained is that, in this embodiment, the first propeller 100 and the second propeller 200 are located on the same horizontal plane.

[0048] When there are two first blades and two second blades, the central axes of the two first blades coincide with each other, the central axes of the two second blades coincide with each other, and the central axes of the two first blades are perpendicular to the central axes of the two second blades.

[0049] When the number of the first blades and the second blades is greater than two, any first blade is located between any two adjacent second blades.

[0050] Through this design, the characteristics of the staggered arrangement can be utilized to reduce the distance between the first propeller 100 and the second propeller 200, thereby reducing the space volume occupied by the first propeller 100 and the second propeller 200 while ensuring the normal rotation of the first propeller 100 and the second propeller 200, thereby further improving the flexibility of the aircraft.

[0051] In general, the aircraft power mechanism provided by the embodiment of the utility model can effectively reduce the space area occupied by multiple propellers and ensure the flexibility of the aircraft while ensuring that the rotating diameter of the propeller remains unchanged and does not affect the lift of the aircraft.

[0052] Since the propeller blades of an aircraft often occupy a large space when it is not in operation or in transport, in this embodiment, the plurality of first blades are detachably connected to the first pitch variable assembly 300, and the plurality of second blades are detachably connected to the second pitch variable assembly 400.

[0053] Specifically, the first pitch-changing assembly 300 has a first mounting arm 310 for mounting a first blade, the first mounting arm 310 is provided with a first mounting slot 320 matching the first blade, the root of the first blade can be placed in the first mounting slot 320 and fixed to the first mounting slot 320 by bolts;

[0054] The second variable pitch assembly 400 has a second mounting arm 410 for mounting a second blade. The second mounting arm 410 is provided with a second mounting slot 420 matching the second blade. The root of the second blade can be placed in the second mounting slot 420 and fixed to the second mounting slot 420 by bolts.

[0055] It should be noted that when the bolts are in a tightened state, the first blade and the second blade can be respectively fixed in the first mounting groove 320 and the second mounting groove 420, thereby ensuring the stability of the first blade and the second blade during high-speed rotation of the first propeller 100 and the second propeller 200.

[0056] Another thing that needs to be explained is that the first mounting groove 320 and the second mounting groove 420 are both through grooves with both ends passing through. When the first blade is fixed to the first mounting groove 320 and the second blade is fixed to the second mounting groove 420, the central axis of the first blade is perpendicular to the bottom of the first mounting groove 320, and the central axis of the second blade is perpendicular to the bottom of the second mounting groove 420.

[0057] When the aircraft is not in operation or is being transported, the bolts can be adjusted to a loose state, at which point the first blade and the second blade can be spirally rotated until the first blade and the second blade are in a close proximity state, thereby achieving the retraction and extension of the first blade and the second blade, reducing the space occupied by the first blade and the second blade, and facilitating parking and transportation.

[0058] In addition, since the first propeller 100 and the second propeller 200 are arranged in a staggered manner, in order to control the rotation speeds of the first propeller 100 and the second propeller 200 to be always the same and not to collide with each other, and at the same time, in order to avoid the instability and complexity caused by direct electronic control; in this embodiment, a driving member 500 is specially provided for driving the first propeller 100 and the second propeller 200 to rotate in opposite directions at the same speed;

[0059] The driving member 500 includes a first transmission assembly 520 and a second transmission assembly 530 connected to the first propeller shaft 600 and the second propeller shaft 700 respectively;

[0060] The first transmission assembly 520 includes a first transmission shaft 521, a second bevel gear 523 and a third bevel gear 524. The first transmission shaft 521 is rotatably disposed on the fuselage, the third bevel gear 524 is disposed on the first propeller shaft 600, and the second bevel gear 523 is disposed on the first transmission shaft 521 and meshes with the third bevel gear 524.

[0061] The second transmission assembly 530 includes a second transmission shaft 531 , a fifth bevel gear 533 and a sixth bevel gear 534 . The second transmission shaft 531 is rotatably disposed on the fuselage. The sixth bevel gear 534 is disposed on the second propeller shaft 700 . The fifth bevel gear 533 is disposed on the second transmission shaft 531 and meshes with the sixth bevel gear 534 .

[0062] In some embodiments, when the first transmission shaft 521 and the second transmission shaft 531 rotate in the same direction, the tooth surface of the sixth bevel tooth 534 faces the same direction as the tooth surface of the third bevel tooth 524 .

[0063] In some other embodiments, the power mechanism further includes a transmission bevel gear 510, which is rotatably disposed on the fuselage, and a first transmission shaft 521 and a second transmission shaft 531 are respectively disposed on both sides of the transmission bevel gear 510, and the first transmission shaft 521 and the second transmission shaft 531 are respectively disposed on a first bevel gear 522 and a fourth bevel gear 532 that mesh with the transmission bevel gear 510;

[0064] Since the first transmission shaft 521 and the second transmission shaft 531 are respectively arranged on both sides of the transmission bevel gear 510, when the transmission bevel gear 510 continuously rotates in one direction, the rotation directions of the first transmission shaft 521 and the second transmission shaft 531 are opposite. Therefore, at this time, the tooth surface direction of the sixth bevel gear 534 is set opposite to the tooth surface direction of the third bevel gear 524.

[0065] In other embodiments, the two first propellers 100 and the two second propellers 200 are distributed in a circular array with the vertical central axis of the transmission bevel gear 510 as the center, and the first propellers 100 and the second propellers 200 are alternately arranged along the circumference of the transmission bevel gear 510.

[0066] At this time, in order to ensure the stability of the aircraft, it is necessary to ensure that the two symmetrically arranged first propeller shafts 600 rotate in the same direction, and the rotation direction of the two symmetrically arranged second propeller shafts 700 is opposite to the rotation direction of the first propeller shaft 600. Therefore, at this time, the tooth surface direction of the sixth bevel tooth 534 and the tooth surface direction of the third bevel tooth 524 need to be set opposite.

[0067] To ensure that the directions of the first propeller 100 and the second propeller 200 do not change, in this embodiment, the second bevel gear 523 meshes with the side of the third bevel gear 524 close to the transmission bevel gear 510 , and the fifth bevel gear 533 meshes with the side of the sixth bevel gear 534 close to the transmission bevel gear 510 .

[0068] Through the above design, the characteristics of gear transmission can be utilized to limit the positions of the first propeller 100 and the second propeller 200 in a physical way, that is, during the initial installation, it is ensured that the first propeller 100 and the second propeller 200 are in a staggered arrangement, and then during transmission, the gear transmission is used to limit the position to ensure that the first propeller 100 and the second propeller 200 are always in a staggered state.

[0069] In summary, the utility model can effectively reduce the space area occupied by multiple propellers and ensure the flexibility of the aircraft while ensuring that the rotating diameter of the propeller remains unchanged and does not affect the lift of the aircraft.

[0070] 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 power mechanism, characterized in that: include: a first propeller, the first propeller having at least two first blades; a second propeller, the second propeller having at least two second blades; The first blades and the second blades are arranged alternately.

2. The power mechanism according to claim 1, characterized in that: The number of the first blades is the same as the number of the second blades; and any one of the first blades is located between any two adjacent second blades.

3. The power mechanism according to claim 1, characterized in that: The power mechanism includes a first pitch-changing assembly for adjusting the blade angle of the first blade and a second pitch-changing assembly for adjusting the blade angle of the second blade; The plurality of first blades are detachably connected to the first pitch-changing assembly, respectively; the plurality of second blades are detachably connected to the second pitch-changing assembly, respectively.

4. The power mechanism according to claim 3, characterized in that: The first pitch-changing assembly has a first mounting arm for mounting a first blade, the first mounting arm is provided with a first mounting slot matching the first blade, the root of the first blade can be placed in the first mounting slot and fixed to the first mounting slot by bolts; The second variable pitch assembly has a second mounting arm for mounting a second blade. The second mounting arm is provided with a second mounting groove matching the second blade. The root of the second blade can be placed in the second mounting groove and fixed to the second mounting groove by bolts.

5. The power mechanism according to any one of claims 1 to 4, characterized in that: The power mechanism further comprises a driving member for driving the first propeller and the second propeller to rotate in opposite directions at the same speed; the driving member comprises a first transmission assembly and a second transmission assembly connected to the first propeller shaft and the second propeller shaft respectively; The first transmission assembly includes a first transmission shaft, a second bevel gear and a third bevel gear, the first transmission shaft is rotatably arranged on the fuselage, the third bevel gear is arranged on the first propeller shaft, and the second bevel gear is arranged on the first transmission shaft and meshes with the third bevel gear; The second transmission assembly includes a second transmission shaft, a fifth bevel gear and a sixth bevel gear. The second transmission shaft is rotatably arranged on the fuselage, the sixth bevel gear is arranged on the second propeller shaft, the fifth bevel gear is arranged on the second transmission shaft and meshes with the sixth bevel gear; and the tooth surface of the sixth bevel gear is opposite to the tooth surface of the third bevel gear.

6. The power mechanism according to claim 5, characterized in that: When the first transmission shaft and the second transmission shaft rotate in the same direction, the tooth surface of the sixth bevel tooth is oriented in the same direction as the tooth surface of the third bevel tooth; When the first transmission shaft and the second transmission shaft rotate in opposite directions, the tooth surface of the sixth bevel tooth is oriented in the opposite direction to the tooth surface of the third bevel tooth.

7. The power mechanism according to claim 5, characterized in that: The power mechanism further comprises a transmission bevel gear, which is rotatably arranged on the fuselage, and the first transmission shaft and the second transmission shaft are respectively arranged on a first bevel gear and a fourth bevel gear meshing with the transmission bevel gear.

8. The power mechanism according to claim 7, characterized in that: With the vertical central axis of the transmission bevel gear as the center, the two first propellers and the two second propellers are distributed in a ring array, and along the circumference of the transmission bevel gear, the first propellers and the second propellers are alternately arranged.

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