Transmission shaft system and aircraft

Abstract

The utility model provides a transmission shaft system and an aircraft. The aircraft comprises the transmission shaft system. The transmission shaft system comprises a main shaft, a tail shaft and a transmission part. The main shaft is of a hollow tubular structure with the diameter ranging from 11.8 mm to 12.0 mm. The tail shaft comprises a connecting part and a rod part which are integrally formed, and the rod part is of a hollow tubular structure with the diameter ranging from 5.8 mm to 6.0 mm. The transmission part comprises a first bearing, a second bearing and a belt mechanism, the two ends of the belt mechanism are fixed to the main shaft and the tail shaft respectively, the first bearing is fixed to one end of the main shaft, and the second bearing is fixed to the other end of the rod part of the tail shaft. According to the transmission shaft system provided by the utility model, the main shaft and the integrated tail shaft in a specific diameter range are selected, so that the aircraft has a good vibration characteristic to realize quick response at a higher rotating speed. The device is simple in structure, safe, reliable and convenient to maintain.

Description

TECHNICAL FIELD

[0001] The utility model relates to an aircraft technical field especially relates to a transmission shaft system and aircraft. BACKGROUND

[0002] The flight control of the model helicopter depends on the accurate moment control, and the vibration stability of the transmission shaft system is insufficient, which can cause the control precision to drop and make the deviation between the control input and the actual response.

[0003] At present, the model helicopter on the market generally adopts the small diameter transmission shaft system, which can meet the stunt flying demand under the general speed, but the transmission shaft system can not provide enough supporting strength when performing stunt flying at high speed, which causes the model helicopter to have the problems of vibration and large noise. But blindly using the large diameter transmission shaft system, the size of the component having the assembly relationship between the transmission shaft system increases, which causes the weight of the whole machine to increase obviously, the power component needs to output more power when the helicopter flies, and the maneuverability and flexibility of the helicopter flight are greatly affected.

[0004] Therefore, it is necessary to provide a transmission shaft system of a specific size to solve at least one of the above problems, so that the aircraft can quickly respond to various stunt flying actions at a higher speed. SUMMARY

[0005] The utility model aims at providing a transmission shaft system and aircraft to solve at least one of the above problems.

[0006] The utility model embodiment provides a transmission shaft system, the transmission shaft system includes the main shaft, the tail shaft and the transmission part, wherein: the main shaft, the diameter range of main shaft is 11.8mm to 12.0mm;Tail shaft, the tail shaft includes connecting portion and rod portion, and the diameter range of rod portion is 5.8mm to 6.0mm;And transmission part, the both ends of the belt mechanism are fixed to the main shaft and the tail shaft respectively.The main shaft is equipped with first through hole and second through hole, and the first through hole and the second through hole are located at the opposite ends of the main shaft and penetrate the main shaft along the radial direction.The connecting portion is provided with a through hole along the radial direction of the rod portion, and the through hole is arranged at intervals with the rod portion.

[0007] The transmission part further includes a first bearing and a second bearing, the first bearing is fixed to one end of the main shaft, and the second bearing is fixed to the other end of the rod portion of the tail shaft.

[0008] The belt mechanism includes a first pulley and a second pulley, the first pulley is fixed to the main shaft, the second pulley is sleeved on the second bearing, and the first pulley and the second pulley are connected by a belt transmission.

[0009] The center lines of the main shaft, the first pulley and the first bearing coincide.The center lines of the tail shaft, the second pulley and the second bearing coincide.

[0010] The connecting portion is further provided with a fixing groove on one side outer wall of the through hole.The second bearing is fixed to the rod portion through the limiting groove.

[0011] Meanwhile, the utility model provides a kind of aircraft, the aircraft includes main rotor mechanism, transmission shaft system, driving mechanism and tail rotor mechanism.The driving mechanism is fixedly connected the transmission shaft system, for driving the transmission shaft system;The transmission shaft system is drivingly connected the tail rotor mechanism with the main rotor mechanism.The transmission shaft system uses the transmission shaft system described above.

[0012] Compared with the transmission shaft system in relevant design, the transmission shaft system provided in the utility model embodiment selects the main shaft and integrated tail shaft of specific diameter range, so that the aircraft has good vibration characteristics to realize rapid response at higher speed.The transmission shaft system provided in the utility model embodiment is simple in structure, safe and reliable, and convenient to maintain. BRIEF DESCRIPTION OF DRAWINGS

[0013] Figure 1 It is a kind of aircraft's three-dimensional structure schematic diagram provided in the utility model embodiment.

[0014] Figure 2 It is the three-dimensional structure schematic diagram of the transmission shaft system of the aircraft shown in the utility model embodiment. Figure 1

[0015] Figure 3 It is the sectional view of the transmission shaft system and driving mechanism combination assembly of the aircraft shown in the utility model embodiment. Figure 1

[0016] Figure 4 It is the sectional view of the transmission shaft system and tail rotor mechanism combination assembly of the aircraft shown in the utility model embodiment. Figure 1 DETAILED DESCRIPTION

[0017] The technical scheme in the utility model embodiment will be clearly and completely described below in conjunction with the drawings in the utility model embodiment, and obviously, the described embodiment is only one embodiment of the utility model, not all the embodiments.

[0018] ​In addition, if the description of "first", "second" and the like is involved in the embodiments of the present application, the description of "first", "second" and the like is only for the purpose of description, and cannot be understood as indicating or implying the relative importance of the indicated technical features or implicitly indicating the number of the indicated technical features. Therefore, the features limited by "first" and "second" can be explicitly or implicitly included at least one of the features.

[0019] Please refer to Figure 1 and Figure 2 , Figure 1 is a schematic diagram of a three-dimensional assembly structure of an aircraft provided by the present application, Figure 2 is Figure 1 a schematic diagram of the transmission shaft system of the aircraft. The aircraft 100 comprises a main propeller mechanism 1, a transmission shaft system 3, a driving mechanism 5 and a tail propeller mechanism 7, the transmission shaft system 3 is drivingly connected with the tail propeller mechanism 7 and the main propeller mechanism 1. The transmission shaft system 3 comprises a main shaft 31, a tail shaft 33 and a transmission part 35, the transmission shaft system 3 is drivingly connected with the main propeller mechanism 1 through the main shaft 31, the transmission shaft system 3 is drivingly connected with the tail propeller mechanism 7 through the tail shaft 33, and the driving mechanism 5 is movably connected with the transmission part 35. The driving mechanism 5 drives the transmission shaft system 3 to rotate, and then the main propeller mechanism 1 and the main shaft 31 rotate synchronously, and the tail propeller mechanism 7 and the tail shaft 33 rotate synchronously.

[0020] Please refer to Figure 2 , Figure 3 and Figure 4 , Figure 2 is a schematic diagram of the transmission shaft system, Figure 3 is a sectional view of the combined assembly of the transmission shaft system 3 and the driving mechanism 5, Figure 4 is a sectional view of the combined assembly of the transmission shaft system 3 and the tail propeller mechanism 7.

[0021] The main shaft 31 is provided with a first through hole 313 and a second through hole 315 distributed along the axial direction of the main shaft, the first through hole 313 and the second through hole 315 are respectively located at the opposite ends of the main shaft 31 and penetrate the main shaft 31 along the radial direction. In this embodiment, the center lines of the first through hole 313 and the second through hole 315 are in the same plane, and in other embodiments, the center lines of the first through hole 313 and the second through hole 315 can not be in the same plane. The main propeller mechanism 1 and the main shaft 31 are fixed through the first through hole 313, for example, fixed by a bolt passing through the first through hole 313.

[0022] The transmission part 35 comprises a first bearing 351 corresponding to the main shaft 31. The first bearing 351 is fixed to the main shaft 31 near one end of the second through hole 315. The inner and outer walls of the first bearing 351 are connected by ball transmission. The outer wall of the first bearing 351 rotates relative to the main shaft 31, and the inner wall of the first bearing 351 is fixed to the main shaft 31, so that the first bearing 351 and the main shaft 31 are in rolling transmission. The driving mechanism 5 is sleeved on the first bearing 351. The driving mechanism 5 and the outer wall of the first bearing 351 can be interference fit or adhesively fixed, and the specific fitting mode is not limited.

[0023] The transmission part 35 further comprises a belt mechanism 355 and a second bearing 353. The belt mechanism 355 comprises a first pulley 3551 and a second pulley 3553. The first pulley 3551 is fixed to the main shaft 31. The second pulley 3553 is sleeved on the second bearing 353. The first pulley 3551 and the second pulley 3553 are connected by a belt 3555. The center lines of the main shaft 31, the first pulley 3551 and the first bearing 351 coincide. The center lines of the tail shaft 33, the second pulley 3553 and the second bearing 353 coincide.

[0024] The main shaft 31 and the first pulley 3551 are fixed by the second through hole 315, for example, by using a bolt to pass through the second through hole 315.

[0025] The tail shaft 33 is substantially in T-shaped structure, comprising an integral connecting part 331 and a rod part 333. One end of the rod part 333 is connected to the connecting part 331. In this embodiment, the tail shaft 33 can be directly processed by digital control processing technology, so that the tail shaft 33 is in an integral structure.

[0026] The connecting part 331 is provided with a through hole 3311 in the radial direction of the rod part 333. The through hole 3311 is spaced apart from the rod part 333. The tail propeller mechanism 7 is fixed to the tail shaft 33 by the through hole 3311, for example, by using a fixing member to insert and fix. Further, the connecting part 331 is further provided with a fixing groove 3313 on one side of the outer wall of the through hole 3311. The tail propeller mechanism 7 is clamped in the fixing groove 3313 and fixed to the tail shaft 33 through the through hole 3311.

[0027] The rod part 333 is provided with a limiting groove 3331 at one end away from the connecting part 331, and in the embodiment, the center line of the through hole 3311 and the limiting groove 3331 are in the same plane, and in other embodiments, the center line of the through hole 3311 and the limiting groove 3331 can not be in the same plane.

[0028] The second bearing 353 is fixed (for example, fixed by a limiting piece in interference fit with the inner wall of the limiting groove 3331) to one end of the tail shaft 33 away from the connecting part 331.

[0029] When the driving mechanism 5 is in a working state, the first bearing 351, the main shaft 31 and the main propeller mechanism 1 rotate synchronously, and the main shaft 31 drives the first belt pulley 3551 to drive the second belt pulley 3553 through the belt 3555, and the second belt pulley 3553, the second bearing 353, the tail shaft 33 and the tail propeller mechanism 7 rotate synchronously.

[0030] In the embodiment of the utility model, the main shaft 31 is hollow tubular structure, its diameter can be any value in the range of 11.8mm to 12.0mm, the rod part 333 of the tail shaft 33 is hollow tubular structure, the diameter of the rod part 333 is any value in the range of 5.8mm to 6.0mm.

[0031] As shown in Table 1 and Table 2, the experimental results show that the vibration values of the main shaft 31 with a diameter in the range of 11.8mm to 12.0mm and the tail shaft with a rod part 333 diameter in the range of 5.8mm to 6.0mm are lower than those of the small-diameter transmission shaft used in conventional products. Therefore, the transmission shaft system provided in the embodiment has better vibration stability, so that the aircraft can still maintain accurate torque control at high speed and achieve efficient actual response.

[0032] It should be noted that the main shaft and the tail shaft provided in the embodiment of the utility model can use the same standard bearing and other components with assembly relationship as the conventional products, without using larger size bearings and other components with assembly relationship, so that the power assembly of the aircraft does not need to provide larger power to still enable the aircraft to achieve efficient actual response at high speed.

[0033] Table 1 Test data of main shaft

[0034]

[0035] Table 2 Test data of tail shaft

[0036]

[0037] The above-described embodiments are only used to illustrate the technical solutions of the present application, and are not intended to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that the technical solutions recorded in the foregoing embodiments can still be modified, or some technical features therein can be replaced by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A drive train system, characterized by, The transmission shaft comprises: a main shaft, the diameter of which ranges from 11.8 mm to 12.0 mm; a tail shaft, which comprises an integral connecting portion and a rod portion, the diameter of the rod portion ranging from 5.8 mm to 6.0 mm; and a transmission portion, which comprises a belt mechanism, both ends of the belt mechanism being fixed to the main shaft and the tail shaft, respectively.

2. A drive train as claimed in claim 1, characterised in that, The main shaft is provided with a first through hole and a second through hole, which are respectively located at opposite ends of the main shaft and penetrate the main shaft in a radial direction.

3. The drive shaft system of claim 1, wherein, The connecting portion is provided with a through hole in a radial direction of the rod portion, the through hole being spaced apart from the rod portion.

4. The drive shaft system of claim 1, wherein, The transmission portion further comprises a first bearing and a second bearing, the first bearing being fixed to one end of the main shaft, and the second bearing being fixed to the other end of the rod portion of the tail shaft.

5. A drive train as claimed in claim 4, characterised in that, The belt mechanism comprises a first pulley and a second pulley, the first pulley being fixed to the main shaft, and the second pulley being sleeved on the second bearing, the first pulley and the second pulley being connected by a belt transmission.

6. A drive train as claimed in claim 5, characterised in that, The center lines of the main shaft, the first pulley and the first bearing coincide.

7. A drive train as claimed in claim 6, characterised in that, The center lines of the tail shaft, the second pulley and the second bearing coincide.

8. The drive shaft system of claim 3, wherein, The connecting portion is further provided with a fixing groove on one side outer wall of the through hole.

9. The drive shaft system of claim 4, wherein, The rod portion is provided with a limiting groove at an end away from the connecting portion, and the second bearing is fixed to the rod portion through the limiting groove.

10. An aircraft characterized by, The transmission shaft comprises: a main propeller mechanism; a tail propeller mechanism; The transmission shaft according to any one of claims 1-9, which is connected in transmission between the tail propeller mechanism and the main propeller mechanism; and a driving mechanism, which is fixedly connected to the transmission shaft, and is used for driving the transmission shaft.

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