Aircraft power system

Abstract

An aircraft power system relates to the field of aircraft driving equipment and comprises a first driving mechanism, a second driving mechanism and a transmission mechanism, and the first driving mechanism is connected with a rotating spindle of an aircraft; the second driving mechanism is connected with the aircraft rotating main shaft; the transmission mechanism is connected with the aircraft rotating main shaft and used for synchronously transmitting rotating force to the first propeller rotating shaft and the second propeller rotating shaft so that the first propeller rotating shaft and the second propeller rotating shaft can rotate reversely. The power output is stable, the power is strong, the power distribution of the aircraft can be effectively carried out, and the output stability of the aircraft power unit is further improved.

Description

Technical Field

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

[0002] Currently, the power systems of existing twin-rotor aircraft mostly use two separate power sources to drive two propellers to rotate, thereby achieving normal flight of the aircraft. However, this method requires that the rotation frequency and speed of the two power sources be the same, which places high demands on the control system.

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

[0004] The purpose of the present invention is to provide an aircraft power system, which has stable power output and strong power, and can effectively distribute the power of the aircraft, thereby further improving the output stability of the aircraft power unit.

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

[0006] An aircraft power system includes: a first drive mechanism, a second drive mechanism and a transmission mechanism, wherein the first drive mechanism is connected to the aircraft's main rotating shaft; the second drive mechanism is connected to the aircraft's main rotating shaft; and the transmission mechanism is connected to the aircraft's main rotating shaft and is used to synchronously transmit rotational force to the first propeller shaft and the second propeller shaft to cause the first propeller shaft and the second propeller shaft to rotate in opposite directions.

[0007] Furthermore, the transmission mechanism includes: a first belt transmission assembly and a second belt transmission assembly, the first belt transmission assembly is connected to the first propeller shaft to drive the first propeller shaft to rotate; the second belt transmission assembly is connected to the second propeller shaft to drive the second propeller shaft to rotate;

[0008] The first belt transmission assembly and the second belt transmission assembly transmit power in opposite directions, so that the first propeller shaft and the second propeller shaft rotate in opposite directions.

[0009] Furthermore, the first belt transmission assembly includes: a first synchronous wheel, a second synchronous wheel, a first synchronous belt, a first reverse wheel and a second reverse wheel;

[0010] The first synchronous wheel is provided on the main rotating shaft of the aircraft, the second synchronous wheel is provided on the first propeller rotating shaft, the first reverse wheel and the second reverse wheel are both rotatably provided on the frame, and the first reverse wheel and the second reverse wheel are respectively located on both sides of the first synchronous wheel, a first gap is defined between the first reverse wheel and the first synchronous wheel, and a second gap is defined between the second reverse wheel and the first synchronous wheel;

[0011] One end of the first synchronous belt passes around the second synchronous wheel, and the other end passes around the first synchronous wheel first, passes through the first gap and the second gap, and then passes around the first reverse wheel and the second reverse wheel respectively.

[0012] Furthermore, the outer sides of the first synchronous wheel, the second synchronous wheel, the first reverse wheel and the second reverse wheel are all provided with meshing teeth; the first synchronous belt is a double-sided toothed synchronous belt;

[0013] The outer side of the first synchronous belt contacts the first synchronous wheel, and after passing through the first gap and the second gap, the inner side contacts the first reverse wheel and the second reverse wheel respectively.

[0014] Furthermore, the aircraft power system also includes a first tensioning assembly, which is used to adjust the tension of the first synchronous belt.

[0015] Furthermore, the first tensioning assembly includes: a first support part, a first support shaft and a first support spring; the first support shaft is movably provided on the frame, the first support part is connected to the first support shaft, the first reverse wheel is rotatably provided on the first support shaft, one end of the first support spring is connected to the first support part, and the other end is connected to the frame; the first support spring can drive the first support shaft to move toward the side away from the first propeller shaft to tighten the first synchronous belt.

[0016] Furthermore, the second belt drive assembly includes: a third synchronous wheel, a fourth synchronous wheel and a second synchronous belt. The third synchronous wheel is arranged on the aircraft rotating main shaft, the fourth synchronous wheel is arranged on the second propeller rotating shaft, and the second synchronous belt passes around the third synchronous wheel and the fourth synchronous wheel respectively.

[0017] Furthermore, the first driving mechanism includes: a first engine, a fifth synchronous wheel, a sixth synchronous wheel and a third synchronous belt, the fifth synchronous wheel is provided on the main rotating shaft of the aircraft, the sixth synchronous wheel is provided on the output shaft of the first engine, and the third synchronous belt passes around the fifth synchronous wheel and the sixth synchronous wheel respectively;

[0018] The second driving mechanism includes: a second engine, a seventh synchronous wheel, an eighth synchronous wheel and a fourth synchronous belt. The seventh synchronous wheel is arranged on the aircraft rotation main shaft, the eighth synchronous wheel is arranged on the output shaft of the second engine, and the fourth synchronous belt passes around the seventh synchronous wheel and the eighth synchronous wheel respectively.

[0019] Furthermore, the power system further comprises a second tensioning assembly, which comprises: a support column, a rotating arm, a torsion spring and a pressure wheel;

[0020] The support column is arranged on the frame, the rotating arm and the rotating shaft are arranged on the support column, the pressing wheel is arranged on one end of the rotating arm away from the support column, and the torsion spring is arranged at the rotating part of the rotating arm and the support column.

[0021] Furthermore, the two second tensioning assemblies are both arranged on the frame, and when the torsion spring is in a natural state, the two pressure wheels respectively press the third synchronous belt and the fourth synchronous belt.

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

[0023] The aircraft power system provided by the embodiment of the present utility model can use the first drive mechanism and the second drive mechanism to simultaneously and synchronously drive the aircraft's rotating main shaft to rotate, thereby further improving the power of the aircraft, increasing the torque of the aircraft's rotating main shaft, and improving the stability of the aircraft's main shaft rotation; and synchronously transmit the rotational force of the aircraft's rotating main shaft to the first propeller shaft and the second propeller shaft through the transmission mechanism, so that the first propeller shaft and the second propeller shaft rotate in opposite directions at the same speed.

[0024] In general, the aircraft power system provided by the embodiment of the present invention has a stable and powerful power output, and can effectively distribute the power of the aircraft, further improving the output stability of the aircraft power unit. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following is a brief introduction to the drawings required for use in the embodiments. It should be understood that the following drawings only illustrate certain embodiments of the present invention 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 any creative work.

[0026] Figure 1 A three-dimensional diagram of an aircraft power system provided by an embodiment of the present utility model;

[0027] Figure 2 A front view of an aircraft power system provided by an embodiment of the present utility model;

[0028] Figure 3 A schematic diagram of a portion of the structure of an aircraft power system provided by an embodiment of the present utility model;

[0029] Figure 4 A three-dimensional diagram of a transmission mechanism provided in an embodiment of the present utility model;

[0030] Figure 5 A front view of the transmission mechanism provided by an embodiment of the utility model;

[0031] Figure 6 A schematic diagram of a portion of the structure of the transmission mechanism provided in an embodiment of the present utility model;

[0032] Figure 7 A three-dimensional diagram of a first belt drive assembly provided in an embodiment of the present utility model;

[0033] Figure 8 A top view of a first belt drive assembly provided in an embodiment of the present utility model;

[0034] Figure 9 A schematic diagram of the positions of the first reverse wheel and the second reverse wheel provided in an embodiment of the present utility model;

[0035] Figure 10 A perspective view of a second belt drive assembly provided by an embodiment of the present utility model;

[0036] Figure 11 A schematic structural diagram of a first tensioning assembly provided in an embodiment of the present utility model;

[0037] Figure 12 A schematic diagram of a portion of the structure of a first tensioning assembly provided in an embodiment of the present utility model;

[0038] Figure 13 A schematic structural diagram of a first support portion provided in an embodiment of the present utility model;

[0039] Figure 14 A three-dimensional diagram of the second tensioning assembly provided in an embodiment of the present utility model.

[0040] Icon: 1000-transmission mechanism;

[0041] 1100 - first belt drive assembly, 1110 - first synchronous pulley, 1120 - second synchronous pulley, 1130 - first synchronous belt, 1140 - first reverse pulley, 1150 - second reverse pulley, 1160 - first gap, 1170 - second gap;

[0042] 1200-second belt drive assembly, 1210-third synchronous wheel, 1220-fourth synchronous wheel, 1230-second synchronous belt;

[0043] 1300 - first tensioning assembly, 1310 - first supporting portion, 1311 - first connecting portion, 1312 - second connecting portion, 1313 - third connecting portion, 1320 - first supporting shaft, 1330 - first supporting spring;

[0044] 2000 - first propeller shaft, 3000 - second propeller shaft, 4000 - aircraft rotation main shaft, 5000 - frame, 5100 - support frame, 5110 - first side wall, 5120 - second side wall, 5130 - third side wall, 5140 - fourth side wall, 5150 - strip groove;

[0045] 6000-power system;

[0046] 6100-first drive mechanism, 6110-fifth synchronous wheel, 6120-sixth synchronous wheel, 6130-third synchronous belt, 6140-first engine;

[0047] 6200-second tensioning assembly, 6210-support column, 6220-rotating arm, 6230-torsion spring, 6240-pressure wheel;

[0048] 6300-second drive mechanism, 6310-seventh synchronous wheel, 6320-eighth synchronous wheel, 6330-fourth synchronous belt, 6340-second engine. DETAILED DESCRIPTION

[0049] To make the purpose, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings herein can be arranged and designed in various different configurations.

[0050] 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 claimed invention, but rather merely represents selected embodiments of the present invention. All other embodiments derived by persons of ordinary skill in the art based on the embodiments of the present invention without creative effort are also within the scope of protection of the present invention.

[0051] 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, it does not need to be further defined or explained in subsequent drawings.

[0052] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer" and the like, indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, or are the orientations or positional relationships in which the utility model product is typically placed when in use. These terms are intended solely to facilitate the description of this utility model and to simplify the description, and are not intended to indicate or imply that the device or component referred to must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on this utility model. Furthermore, the terms "first," "second," and "third," etc., are used solely to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0053] Furthermore, the terms "parallel" and "perpendicular" do not necessarily mean that the components must be absolutely parallel or perpendicular, but rather that they can be slightly tilted. For example, "parallel" simply means that the direction is more parallel than "perpendicular," not that the structure must be completely parallel, but rather that it can be slightly tilted.

[0054] Furthermore, terms such as "horizontal," "vertical," and "overhanging" do not necessarily imply that a component must be absolutely horizontal or overhanging, but rather that it can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal than "vertical," and does not mean that the structure must be completely horizontal, but rather that it can be slightly tilted.

[0055] It should also be noted that, in the description of this utility model, unless otherwise expressly specified or limited, the terms "disposed," "installed," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integral connections; they may refer to direct connections, indirect connections through an intermediate medium, or internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in this utility model based on the specific circumstances.

[0056] Example

[0057] Please refer to Figures 1-14 This embodiment provides an aircraft power system 6000 , including: a first drive mechanism 6100 , a second drive mechanism 6300 and a transmission mechanism 1000 .

[0058] Among them, the first drive mechanism 6100 and the second drive mechanism 6300 are both connected to the aircraft rotation main shaft 4000; the transmission mechanism 1000 is connected to the aircraft rotation main shaft 4000, and is used to synchronously transmit the rotational force to the first propeller shaft 2000 and the second propeller shaft 3000, so that the first propeller shaft 2000 and the second propeller shaft 3000 rotate in opposite directions.

[0059] It should be noted that the first driving mechanism 6100 and the second driving mechanism 6300 have the same driving rotation direction and the same rotation speed, and can thereby synchronously drive the aircraft's rotating main shaft 4000 to rotate.

[0060] Another thing that needs to be explained is that the transmission mechanism 1000 is used to synchronously transmit the rotational force of the aircraft's rotating main shaft 4000 to the first propeller shaft 2000 and the second propeller shaft 3000, respectively, so that the first propeller shaft 2000 and the second propeller shaft 3000 rotate, and in order to maintain the stability of the aircraft, the rotation directions of the first propeller shaft 2000 and the second propeller shaft 3000 need to be opposite.

[0061] Through the above design, the first drive mechanism 6100 and the second drive mechanism 6300 can be used to simultaneously and synchronously drive the aircraft rotating main shaft 4000 to rotate, thereby further improving the power of the aircraft, increasing the torque of the aircraft rotating main shaft 4000, and improving the rotation stability of the aircraft rotating main shaft 4000; and the rotational force of the aircraft rotating main shaft 4000 is synchronously transmitted to the first propeller shaft 2000 and the second propeller shaft 3000 through the transmission mechanism 1000, so that the first propeller shaft 2000 and the second propeller shaft 3000 rotate in opposite directions at the same speed.

[0062] In general, the aircraft power system 6000 provided by the embodiment of the present invention has a stable and powerful power output, and can effectively distribute the power of the aircraft, further improving the output stability of the aircraft power unit.

[0063] In addition, currently, most existing aircraft transmission mechanisms use shafts and gears to transmit power. However, this structure is not only heavy and expensive, but also requires regular lubrication of the gear meshing points, which leads to an increase in the overall maintenance cost of the aircraft.

[0064] In addition, for twin-rotor aircraft, since the impact of the rotational force of the two propellers on the aircraft during flight must be taken into consideration, the two propellers of the twin-rotor aircraft must rotate in opposite directions to offset their respective rotational forces, so that the aircraft can be more stable during flight.

[0065] Some traditional technologies utilize belt drive, but some employ a combination of belt drive and gear transmission. In this case, the belt drive is solely used for power transmission, while power distribution and the counter-rotation of the two propellers are still achieved through the reverse meshing characteristics of the gears. Another group of single-rotor aircraft utilizes a belt drive mechanism for single transmission. Currently, there is no technical solution for twin-rotor aircraft that utilizes only a belt drive mechanism to achieve power transmission while also addressing the counter-rotation of the two propellers.

[0066] Based on the above factors, the transmission mechanism 1000 in this embodiment includes: a first belt transmission assembly 1100 and a second belt transmission assembly 1200, wherein the first belt transmission assembly 1100 is connected to the first propeller shaft 2000 to drive the first propeller shaft 2000 to rotate; the second belt transmission assembly 1200 is connected to the second propeller shaft 3000 to drive the second propeller shaft 3000 to rotate; the power transmitted by the first belt transmission assembly 1100 and the second belt transmission assembly 1200 are in opposite directions, so that the first propeller shaft 2000 and the second propeller shaft 3000 rotate in opposite directions.

[0067] It should be noted that the first propeller shaft 2000 and the second propeller shaft 3000 can be rotatably disposed on the frame 5000, and the distance between the first propeller shaft 2000 and the second propeller shaft 3000 can be adaptively adjusted according to the actual length of the propeller used. This is a conventional technical means in this field and will not be elaborated here.

[0068] Through the above design, the first belt drive assembly 1100 and the second belt drive assembly 1200 can be used to transmit the power source respectively, thereby driving the first propeller shaft 2000 and the second propeller shaft 3000 to rotate in the opposite direction, thereby realizing the reverse rotation of the two propellers of the twin-rotor aircraft. In addition, by adopting the first belt drive assembly 1100 and the second belt drive assembly 1200, the weight and cost can be greatly reduced, and the transmission part of the aircraft does not require daily maintenance, which greatly reduces the cost of use.

[0069] In order to solve the problem of belt drive reversal, in some embodiments, two coaxially arranged aircraft rotating main shafts can be used, one of which is a hollow structure. The two aircraft rotating main shafts are independently driven by two driving mechanisms and rotate in opposite directions. At this time, the two belt drive assemblies are respectively connected to the two aircraft rotating main shafts, thereby driving the first propeller shaft and the second propeller shaft to rotate in opposite directions.

[0070] It should be noted that, in this embodiment, the two belt drive assemblies adopt a traditional belt drive structure, that is, two pulleys cooperate with a synchronous belt.

[0071] In this embodiment, please refer to Figure 6-Figure 9 , in order to solve the belt drive reverse problem, the first belt drive assembly 1100 includes: a first synchronous wheel 1110, a second synchronous wheel 1120, a first synchronous belt 1130, a first reverse wheel 1140 and a second reverse wheel 1150;

[0072] A first synchronous wheel 1110 is mounted on the aircraft's main rotating shaft 4000, a second synchronous wheel 1120 is mounted on the first propeller shaft 2000, and a first reverse wheel 1140 and a second reverse wheel 1150 are both rotatably mounted on the frame 5000. The first reverse wheel 1140 and the second reverse wheel 1150 are respectively located on either side of the first synchronous wheel 1110. A first gap 1160 is defined between the first reverse wheel 1140 and the first synchronous wheel 1110, and a second gap 1170 is defined between the second reverse wheel 1150 and the first synchronous wheel 1110.

[0073] One end of the first synchronous belt 1130 passes around the second synchronous pulley 1120 , and the other end passes around the first synchronous pulley 1110 first, passes through the first gap 1160 and the second gap 1170 , and then passes around the first reverse pulley 1140 and the second reverse pulley 1150 respectively.

[0074] Specifically, the first synchronous wheel 1110, the second synchronous wheel 1120, the first reverse wheel 1140 and the second reverse wheel 1150 are all provided with meshing teeth on their outer sides; the first synchronous belt 1130 is a double-sided toothed synchronous belt;

[0075] The outer side of the first synchronous belt 1130 contacts the first synchronous wheel 1110 , and after passing through the first gap 1160 and the second gap 1170 , the inner side contacts the first reverse wheel 1140 and the second reverse wheel 1150 respectively.

[0076] It should be noted that the rotating main shaft of the aircraft refers to the power distribution shaft of the aircraft. During actual use, the driving mechanism first transmits power to the rotating main shaft, and then the rotating main shaft rotates to distribute the power to each propeller shaft. This is a conventional technology and will not be elaborated here.

[0077] Another thing to note is that, please refer to Figure 9 In order to ensure that the first synchronous belt 1130 is in a tensioned state when passing through the first gap 1160 and the second gap 1170, in this embodiment, the distance from the aircraft rotation main shaft 4000 to the first propeller rotation shaft 2000 is smaller than the distance from the rotation center of the first reverse wheel 1140 to the first propeller rotation shaft 2000; the distance from the aircraft rotation main shaft 4000 to the first propeller rotation shaft 2000 is smaller than the distance from the rotation center of the second reverse wheel 1150 to the first propeller rotation shaft 2000.

[0078] In this embodiment, please refer to Figure 8 The first gap 1160 and the second gap 1170 have the same width, and the first synchronous belt 1130 is S-shaped and passes around the first reverse wheel 1140, the first synchronous wheel 1110 and the second reverse wheel 1150; when the aircraft rotating main shaft 4000 drives the first synchronous wheel 1110 to rotate clockwise, since the first synchronous wheel 1110 contacts the outer side of the first synchronous belt 1130, it drives the first synchronous belt 1130 to rotate counterclockwise, and the first reverse wheel 1140, the second reverse wheel 1150 and the second synchronous wheel 1120 contact the inner side of the first synchronous belt 1130. Therefore, the first reverse wheel 1140, the second reverse wheel 1150 and the second synchronous wheel 1120 rotate counterclockwise, thereby causing the aircraft rotating main shaft 4000 and the first propeller shaft 2000 to rotate in opposite directions.

[0079] Through the above design, the first reverse wheel 1140 and the second reverse wheel 1150 can be used to tighten the first synchronous belt 1130, so that the outer side of the first synchronous belt 1130 can be in close contact with the outer side of the first synchronous wheel 1110, and then the first synchronous wheel 1110 drives the first synchronous belt 1130 to move in the opposite direction, thereby realizing reverse transmission of power.

[0080] In other embodiments, the first synchronous wheel 1110, the second synchronous wheel 1120, the first reverse wheel 1140 and the second reverse wheel 1150 can be ordinary smooth synchronous wheels, and the first synchronous belt 1130 can also be an ordinary synchronous belt, relying on friction to achieve power transmission.

[0081] Further, please refer to Figure 11-13 In order to ensure that the first synchronous belt 1130 is always kept in a tensioned state, a first tensioning assembly 1300 for adjusting the tension of the first synchronous belt 1130 is specially provided in this embodiment;

[0082] The first tensioning assembly 1300 includes: a first support part 1310, a first support shaft 1320 and a first support spring 1330; the first support shaft 1320 is movably arranged on the frame 5000, the first support part 1310 is connected to the first support shaft 1320, the first reverse wheel 1140 is rotatably arranged on the first support shaft 1320, one end of the first support spring 1330 is connected to the first support part 1310, and the other end is connected to the frame 5000; the first support spring 1330 can drive the first support shaft 1320 to move toward the side away from the first propeller shaft 2000 to tighten the first synchronous belt 1130.

[0083] Specifically, the frame 5000 is provided with a support frame 5100 for supporting the first tensioning assembly 1300. The support frame 5100 has a first side wall 5110, a second side wall 5120, a third side wall 5130, and a fourth side wall 5140. The first side wall 5110 and the second side wall 5120 are arranged opposite to each other, the third side wall 5130 and the fourth side wall 5140 are arranged opposite to each other, and the plane on which the first side wall 5110 and the second side wall 5120 are located is parallel to the ground.

[0084] In this embodiment, the first side wall 5110 and the second side wall 5120 are formed in a strip-shaped groove 5150 for mounting the first support shaft 1320. The central axis of the strip-shaped groove 5150 is perpendicular to the first propeller shaft 2000. The first support shaft 1320 can slide axially along the strip-shaped groove 5150.

[0085] The first support part 1310 includes: a first connection part 1311, a second connection part 1312 and a third connection part 1313 connected in sequence, wherein the first connection part 1311 and the third connection part 1313 are arranged in parallel at both ends of the second connection part 1312; the ends of the first connection part 1311 and the third connection part 1313 away from the second connection part 1312 are respectively connected to the two ends of the first support shaft 1320; the first reverse wheel 1140 is located between the first connection part 1311 and the second connection part 1312; one end of the first support spring 1330 is connected to the third side wall 5130 or the fourth side wall 5140, and the other end is connected to the second connection part 1312.

[0086] It should be noted that, in order not to affect the normal rotation of the first reverse wheel 1140 , the lengths of the first connection portion 1311 and the third connection portion 1313 are greater than the radius of the first reverse wheel 1140 .

[0087] Another thing that needs to be explained is that when the first support part 1310 is located on the side close to the first propeller shaft 2000, the first support spring 1330 adopts a compression spring, and the tension of the spring drives the first support shaft 1320 to move toward the side away from the first propeller shaft 2000, and then interacts with the first synchronous wheel 1110 to tighten the first synchronous belt 1130; when the first support part 1310 is located on the side away from the first propeller shaft 2000, the first support spring 1330 adopts a tension spring, and the tension of the spring drives the first support shaft 1320 to move toward the side away from the first propeller shaft 2000, and then interacts with the first synchronous wheel 1110 to tighten the first synchronous belt 1130.

[0088] Through the above design, the first tensioning assembly 1300 can be used to keep the first synchronous belt 1130 in a tensioned state at all times, thereby ensuring the stability of the transmission mechanism 1000 and the stable operation of the aircraft.

[0089] In this embodiment, please refer to Figure 10 The second belt transmission assembly 1200 includes: a third synchronous wheel 1210, a fourth synchronous wheel 1220 and a second synchronous belt 1230. The third synchronous wheel 1210 is arranged on the aircraft rotation main shaft 4000, the fourth synchronous wheel 1220 is arranged on the second propeller shaft 3000, and the second synchronous belt 1230 passes around the third synchronous wheel 1210 and the fourth synchronous wheel 1220 respectively.

[0090] It should be noted that, in order to enhance the transmission efficiency of the transmission assembly, meshing teeth are also provided on the outer sides of the third synchronous wheel 1210 and the fourth synchronous wheel 1220, and the second synchronous belt 1230 adopts a single-sided tooth synchronous belt, which transmits the power by meshing.

[0091] In actual use, the power of the first driving mechanism and the second driving mechanism first drives the aircraft rotation main shaft 4000 to rotate, so that the first synchronous wheel 1110 and the third synchronous wheel 1210 rotate in the same direction at the same time. Since the outer side of the first synchronous wheel 1110 is engaged with the outer side of the first synchronous belt 1130, the rotation direction of the first synchronous belt 1130 is opposite to the rotation direction of the first synchronous wheel 1110. Since the second synchronous wheel 1120 is engaged with the inner side of the first synchronous belt 1130, the rotation direction of the second synchronous wheel 1120 is opposite to the rotation direction of the first synchronous belt The first and second synchronous wheels 1110 and 1120 rotate in opposite directions, and the first propeller shaft 2000 drives the first propeller to rotate in the opposite direction. Since the third synchronous wheel 1210 and the fourth synchronous wheel 1220 are in contact with the inner side of the second synchronous belt 1230, the fourth synchronous wheel 1220 rotates in the same direction as the third synchronous wheel 1210, and the second propeller shaft 3000 drives the second propeller to rotate in the forward direction, thereby achieving the reverse rotation requirement of the first and second propellers.

[0092] In addition, please refer to Figure 1-Figure 3 In this embodiment, the first driving mechanism 6100 includes: a first engine 6140, a fifth synchronous wheel 6110, a sixth synchronous wheel 6120 and a third synchronous belt 6130. The fifth synchronous wheel 6110 is arranged on the aircraft rotation main shaft 4000, the sixth synchronous wheel 6120 is arranged on the output shaft of the first engine 6140, and the third synchronous belt 6130 passes around the fifth synchronous wheel 6110 and the sixth synchronous wheel 6120 respectively.

[0093] The second driving mechanism includes: a second engine 6340, a seventh synchronous wheel 6310, an eighth synchronous wheel 6320 and a fourth synchronous belt 6330. The seventh synchronous wheel 6310 is arranged on the aircraft rotation main shaft 4000, the eighth synchronous wheel 6320 is arranged on the output shaft of the second engine 6340, and the fourth synchronous belt 6330 passes around the seventh synchronous wheel 6310 and the eighth synchronous wheel 6320 respectively.

[0094] It should be noted that in order to enhance the transmission efficiency of the transmission assembly, the outer sides of the fifth synchronous wheel 6110, the sixth synchronous wheel 6120, the seventh synchronous wheel 6310 and the eighth synchronous wheel 6320 are also provided with meshing teeth, and the third synchronous belt 6130 and the fourth synchronous belt 6330 use single-sided tooth synchronous belts, which are transmitted by meshing.

[0095] In addition, in order to ensure the tension of the third synchronous belt 6130 and the fourth synchronous belt 6330, a second tensioning assembly 6200 is specially added in this embodiment. Figure 14 The second tensioning assembly 6200 includes: a support column 6210, a rotating arm 6220, a torsion spring 6230 and a pressure wheel 6240;

[0096] The support column 6210 is arranged on the frame 5000, the rotating arm 6220 and the rotating shaft are arranged on the support column 6210, the pressure wheel 6240 is arranged at one end of the rotating arm 6220 away from the support column 6210, and the torsion spring 6230 is arranged at the rotating point of the rotating arm 6220 and the support column 6210.

[0097] When the torsion spring 6230 is in a natural state, the two pressure wheels 6240 respectively press the third synchronous belt 6130 and the fourth synchronous belt 6330 .

[0098] It should be noted that the position of the second tensioning assembly 6200 can be adjusted according to the actual installation space, as long as it can compress the third synchronous belt 6130 and the fourth synchronous belt 6330.

[0099] Another thing that needs to be explained is that the torsion spring 6230 is installed at the rotating position of the rotating arm 6220. This is a conventional technical means and will not be described in detail here.

[0100] In addition, in this embodiment, the tension of the second synchronous belt 1230 may also be adjusted using the second tensioning assembly 6200 described above, or a conventional tensioning adjustment structure in the prior art.

[0101] The working principle of an aircraft drive system is: first, the first drive mechanism 6100 and the second drive mechanism 6300 are used to respectively drive the fifth synchronous wheel 6110 and the seventh synchronous wheel 6310 to rotate, and the third synchronous belt 6130 and the fourth synchronous belt 6430 are used for transmission, thereby simultaneously driving the aircraft rotating main shaft 4000 to rotate. The aircraft rotating main shaft 4000 is powered by the first belt transmission assembly 1100 and the second belt transmission assembly 1200, and the power is transmitted to the first propeller shaft 2000 and the second propeller shaft 3000 for rotation. Based on the reverse characteristics of the first belt transmission assembly 1100, the first propeller shaft 2000 and the second propeller shaft 3000 rotate in opposite directions, thereby causing the first propeller and the second propeller to rotate in opposite directions.

[0102] In summary, the aircraft power system 6000 provided by the present invention has a stable and powerful power output, and can effectively distribute the power of the aircraft, further improving the output stability of the aircraft power unit.

[0103] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that the present invention is susceptible to various modifications and variations. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention.

Claims

1. An aircraft power system, characterized in that: include: a first drive mechanism connected to a main rotating shaft of the aircraft; A second drive mechanism connected to the main rotating shaft of the aircraft; and A transmission mechanism is connected to the aircraft rotation main shaft and is used to synchronously transmit the rotational force to the first propeller shaft and the second propeller shaft so that the first propeller shaft and the second propeller shaft rotate in opposite directions.

2. The aircraft power system according to claim 1, characterized in that: The transmission mechanism includes: a first belt transmission assembly and a second belt transmission assembly, wherein the first belt transmission assembly is connected to the first propeller shaft to drive the first propeller shaft to rotate; the second belt transmission assembly is connected to the second propeller shaft to drive the second propeller shaft to rotate; The first belt transmission assembly and the second belt transmission assembly transmit power in opposite directions, so that the first propeller shaft and the second propeller shaft rotate in opposite directions.

3. The aircraft power system according to claim 2, characterized in that: The first belt transmission assembly includes: a first synchronous wheel, a second synchronous wheel, a first synchronous belt, a first reverse wheel and a second reverse wheel; The first synchronous wheel is provided on the main rotating shaft of the aircraft, the second synchronous wheel is provided on the first propeller rotating shaft, the first reverse wheel and the second reverse wheel are both rotatably provided on the frame, and the first reverse wheel and the second reverse wheel are respectively located on both sides of the first synchronous wheel, a first gap is defined between the first reverse wheel and the first synchronous wheel, and a second gap is defined between the second reverse wheel and the first synchronous wheel; One end of the first synchronous belt passes around the second synchronous wheel, and the other end passes around the first synchronous wheel first, passes through the first gap and the second gap, and then passes around the first reverse wheel and the second reverse wheel respectively.

4. The aircraft power system according to claim 3, characterized in that: The outer sides of the first synchronous wheel, the second synchronous wheel, the first reverse wheel and the second reverse wheel are all provided with meshing teeth; the first synchronous belt is a double-sided toothed synchronous belt; The outer side of the first synchronous belt contacts the first synchronous wheel, and the inner side contacts the first reverse wheel and the second reverse wheel respectively after passing through the first gap and the second gap.

5. The aircraft power system according to claim 3, characterized in that: The aircraft power system further includes a first tensioning assembly, which is used to adjust the tension of the first synchronous belt.

6. The aircraft power system according to claim 5, characterized in that: The first tensioning assembly includes: a first support part, a first support shaft and a first support spring; the first support shaft is movably provided on the frame, the first support part is connected to the first support shaft, the first reverse wheel is rotatably provided on the first support shaft, one end of the first support spring is connected to the first support part, and the other end is connected to the frame; the first support spring can drive the first support shaft to move toward the side away from the first propeller shaft to tighten the first synchronous belt.

7. The aircraft power system according to claim 2, characterized in that: The second belt transmission assembly includes: a third synchronous wheel, a fourth synchronous wheel and a second synchronous belt. The third synchronous wheel is arranged on the aircraft rotating main shaft, the fourth synchronous wheel is arranged on the second propeller rotating shaft, and the second synchronous belt passes around the third synchronous wheel and the fourth synchronous wheel respectively.

8. The aircraft power system according to claim 1, characterized in that: The first driving mechanism includes: a first engine, a fifth synchronous wheel, a sixth synchronous wheel and a third synchronous belt, the fifth synchronous wheel is provided on the main rotating shaft of the aircraft, the sixth synchronous wheel is provided on the output shaft of the first engine, and the third synchronous belt passes around the fifth synchronous wheel and the sixth synchronous wheel respectively; The second driving mechanism includes: a second engine, a seventh synchronous wheel, an eighth synchronous wheel and a fourth synchronous belt. The seventh synchronous wheel is arranged on the aircraft rotation main shaft, the eighth synchronous wheel is arranged on the output shaft of the second engine, and the fourth synchronous belt passes around the seventh synchronous wheel and the eighth synchronous wheel respectively.

9. The aircraft power system according to claim 8, characterized in that: The power system further includes a second tensioning assembly, which includes: a support column, a rotating arm, a torsion spring and a pressure wheel; The support column is arranged on the frame, the rotating arm and the rotating wheel are arranged on the support column, the pressing wheel is arranged at one end of the rotating arm away from the support column, and the torsion spring is arranged at the rotating position of the rotating arm and the support column.

10. The aircraft power system according to claim 9, characterized in that: The two second tensioning assemblies are both arranged on the frame. When the torsion spring is in a natural state, the two pressure wheels respectively press the third synchronous belt and the fourth synchronous belt.

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