Propeller device for low-altitude aircraft

Abstract

The utility model relates to a propeller device for a low-altitude aircraft. The propeller device comprises a brake propeller seat, a propeller shaft seat, a rotating shaft and blades, the brake paddle seat is used for being connected with a low-altitude aircraft; the paddle shaft seat is rotationally connected with the brake paddle seat through the rotating shaft; one end of each paddle is rotatably mounted on the paddle shaft seat through a mounting shaft, and the central axis of the mounting shaft is parallel to the rotating plane of the paddle shaft seat and the paddle, so that when the paddle stops rotating and is subjected to wind resistance, the paddle can rotate in the direction close to the rotating shaft, and the low-altitude aircraft has the advantage that stable operation of the low-altitude aircraft is guaranteed.

Description

Technical Field

[0001] This utility model relates to the technical field of aircraft equipment, and in particular to a propeller device for low-altitude aircraft. Background Technology

[0002] Existing low-altitude aircraft typically employ fixed propeller structures, which remain in a fixed, open state throughout the flight. This constant open state results in high air resistance for the propeller blades and shifts the center of gravity of the aircraft forward, making it prone to rapid descent during the gliding phase. Utility Model Content

[0003] The technical problem to be solved by this utility model is to overcome the defects in the prior art, thereby providing a propeller device for low-altitude aircraft.

[0004] To achieve the above objectives, the present invention adopts the following technical solution:

[0005] A propeller assembly for a low-altitude aircraft includes a brake mount, a propeller shaft mount, a rotating shaft, and two propeller blades.

[0006] The brake propeller mount is used to connect to a low-altitude aircraft.

[0007] The propeller shaft seat is rotatably connected to the brake propeller seat via the rotating shaft;

[0008] One end of the blade is rotatably mounted on the propeller shaft seat via a mounting shaft. The central axis of the mounting shaft is parallel to the plane of rotation of the propeller shaft seat and the blade, so that when the blade stops rotating and is subject to wind resistance, it can rotate towards the sides of the low-altitude aircraft.

[0009] Preferably, the rotating shaft passes through the brake propeller seat and is rotatably connected to the brake propeller seat;

[0010] One end of the rotating shaft is connected to the power source of the low-altitude aircraft, and the other end is connected to the propeller shaft seat through the shaft head assembly.

[0011] Preferably, the shaft head assembly includes a shaft head and an elastic element;

[0012] The front end of the rotating shaft is connected to the shaft head to transmit the power from the energy storage source of the low-altitude aircraft to the shaft head and drive the shaft head to rotate.

[0013] One end of the elastic element is connected to the shaft head, and the other end is connected to the propeller shaft seat. When the elastic element is in a free state, one end face of the propeller shaft seat abuts against the brake propeller seat, and the other end face has a preset gap with the end face of the shaft head.

[0014] Preferably, the propeller shaft seat and the shaft head are connected by an abutment drive structure;

[0015] The abutment drive structure includes a first abutment member and a second abutment member;

[0016] Of the first abutment and the second abutment, one is fixedly installed on the shaft head, and the other is installed on the propeller shaft seat;

[0017] The first abutment and the second abutment are slidably connected along the axial direction of the rotating shaft, and abut and limit each other along the axial direction of the rotating shaft.

[0018] Preferably, the propeller shaft seat has a cavity; the elastic element is partially located within the cavity.

[0019] Preferably, a positioning groove is formed on the shaft head;

[0020] One end of the rotating shaft is provided with a bent part, which is embedded and fixed in the positioning groove;

[0021] The other end of the shaft is provided with a hook, which is connected to the power source of the low-altitude aircraft.

[0022] Preferably, it further includes a lower hollow rotating shaft, which is fixedly installed in the first channel provided on the brake paddle seat and slidably connected to the rotating shaft;

[0023] And / or,

[0024] It also includes an upper hollow rotating shaft, one end of which is fixed to the shaft head and has a second channel, and is slidably connected to both the propeller shaft seat and the rotating shaft.

[0025] Preferably, a gasket is provided between the upper hollow rotating shaft and the brake paddle seat, and the gasket is made of a rigid material;

[0026] And / or,

[0027] It also includes a fairing, which is disposed on the shaft head assembly.

[0028] Preferably, the brake propeller seat has a rear one-way tooth at one end facing the propeller shaft seat;

[0029] The propeller shaft seat has a front one-way tooth at one end facing the brake propeller seat;

[0030] When the rear one-way tooth abuts against the front one-way tooth, the propeller shaft seat is locked relative to the brake propeller seat in the opposite direction of the propeller blade rotation direction.

[0031] Preferably, the rear one-way tooth has a first horizontal abutment surface, and the front one-way tooth has a second horizontal abutment surface;

[0032] When the first horizontal contact surface is in contact with the second horizontal contact surface, the two blades are horizontally distributed on both sides of the low-altitude aircraft.

[0033] Compared with the prior art, the beneficial effects of this utility model are as follows: The propeller device for low-altitude aircraft provided by this utility model rotatably mounts the blades on the propeller shaft seat via a mounting shaft, and the central axis of the mounting shaft is parallel to the rotation plane of the propeller shaft seat and the blades. This allows the low-altitude aircraft to be in the gliding phase. After the elastic potential energy of a hand-thrown or rubber band is released, the blades can rotate towards the sides of the aircraft fuselage under the action of wind resistance, so that the blades can be folded and retracted to the sides of the fuselage. This reduces the air resistance experienced by the low-altitude aircraft during the gliding phase and changes the weight distribution of the entire low-altitude aircraft. It avoids the problem of the low-altitude aircraft's nose being too heavy due to the fixed propeller in the existing solution, which causes the low-altitude aircraft to descend rapidly during the gliding phase. This effectively increases the gliding time of the low-altitude aircraft and ensures stable flight.

[0034] Furthermore, it is understandable that the rotatable propellers can also adjust the center of gravity of the low-altitude aircraft to be relatively closer to the center of the aircraft during the takeoff phase, thereby avoiding the flipping phenomenon caused by the center of gravity of the fuselage being too far back and further ensuring the stable flight of the low-altitude aircraft. Attached Figure Description

[0035] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0036] Figure 1 This is a schematic diagram of one example of the structure provided by this utility model.

[0037] Figure 2 for Figure 1 An enlarged view of position D1 in the middle.

[0038] Figure 3 for Figure 1 An explosion diagram.

[0039] Figure 4 for Figure 3 A schematic diagram of the propeller shaft support.

[0040] Figure 5 for Figure 3 A schematic diagram of the structure of the central brake propeller mount.

[0041] Figure 6 for Figure 3 A schematic diagram of the central shaft head assembly.

[0042] Figure 7 for Figure 1 A cross-sectional view (top view).

[0043] Figure 8 for Figure 7 An enlarged view of position D2 in the middle.

[0044] Figure 9 for Figure 7 Enlarged diagram of position D3 in the middle.

[0045] Explanation of reference numerals in the attached figures:

[0046] 1. Brake propeller seat; 10. First channel; 11. Rear one-way tooth; 111. First horizontal contact surface; 12. Fuselage mounting part; 2. Propeller shaft seat; 20. Third channel; 21. Front one-way tooth; 211. Second horizontal contact surface; 22. Cavity; 3. Rotating shaft; 31. Bending part; 32. Hook ring; 4. Propeller blade; 5. Mounting shaft; 6. Shaft head assembly; 61. Shaft head; 610. Second channel; 611. Positioning groove; 62. Elastic element; 7. Contact drive structure; 71. First contact piece; 72. Second contact piece; 8. Gasket; 9. Fairing; 100. Lower hollow rotating shaft; 200. Upper hollow rotating shaft. Detailed Implementation

[0047] The technical solution of this utility model will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0048] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0049] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0050] See Figures 1 to 9 This utility model provides a propeller device for a low-altitude aircraft, including a brake propeller mount 1, a propeller shaft mount 2, a rotating shaft 3, and a propeller blade 4. The brake propeller mount 1 is connected to the low-altitude aircraft; the propeller shaft mount 2 is rotatably connected to the brake propeller mount 1 via the rotating shaft 3; one end of the propeller blade 4 is rotatably mounted on the propeller shaft mount 2 via a mounting shaft 5, the central axis of which is parallel to the plane of rotation of the propeller shaft mount 2 and the propeller blade 4, so that when the propeller blade 4 stops rotating and is subject to wind resistance, the propeller blade 4 can rotate towards the sides of the low-altitude aircraft.

[0051] It should be understood that in the above scheme, the blade 4 is rotatably mounted on the blade 4 seat by the mounting shaft 5, and the central axis of the mounting shaft 5 is parallel to the rotation plane of the blade 4 and the shaft seat 2. This allows the low-altitude aircraft to be in the controlled gliding phase. For example, after the elastic potential energy of the hand-thrown or rubber band is released, the blade 4 can hardly maintain the rotational kinetic energy. Under the action of wind resistance, the blade 4 can rotate towards the sides of the low-altitude aircraft, so that the blade 4 can be folded and retracted to the sides of the fuselage. This can reduce the air resistance encountered by the low-altitude aircraft during the gliding phase and change the weight distribution of the entire low-altitude aircraft. It can also avoid the problem of the low-altitude aircraft descending rapidly during the gliding phase due to the excessive weight of the nose and excessive wind resistance caused by the fixed propeller in the existing scheme. This can effectively increase the gliding time of the low-altitude aircraft in the air. Furthermore, it is understandable that the rotatable propeller 4 can also adjust the center of gravity of the entire low-altitude aircraft to be relatively closer to the center of the aircraft during the take-off phase of the low-altitude aircraft by deploying the propeller 4, so as to avoid the flipping phenomenon caused by the center of gravity of the fuselage being too far back, and further ensure the stable flight of the low-altitude aircraft.

[0052] See Figures 1 to 3 In order to enable the rotational installation of the blade 4, the propeller shaft seat 2 is provided with a slot, and both the propeller shaft seat 2 and the blade 4 are provided with circular holes. During installation, the blade 4 is first inserted into the slot, and the circular holes on the propeller shaft seat 2 and the blade 4 are aligned. Then, the mounting shaft 5 is passed through the circular hole to rotate one end of the blade 4 into the slot so that the blade 4 can rotate around the central axis of the mounting shaft 5.

[0053] It should be understood that, in order to ensure the stable installation of the propeller shaft holder 2, the propeller blade 4, and the mounting shaft 5, and to meet the rotation requirements of the propeller blade 4, the mounting shaft 5 can be interference-fitted (expansion-fitted) with the circular hole on the propeller shaft holder 2 and clearance-fitted with the circular hole on the propeller blade 4, so that the mounting shaft 5 and the propeller shaft holder 2 are relatively fixed, and the propeller blade 4 rotates around the mounting shaft 5. Alternatively, the mounting shaft 5 can be interference-fitted (expansion-fitted) with the circular hole on the propeller blade 4 and clearance-fitted with the circular hole on the propeller shaft holder 2, so that the mounting shaft 5 and the propeller blade 4 are relatively fixed, and the propeller blade 4 and the mounting shaft 5 rotate around the circular hole on the propeller shaft holder 2.

[0054] See Figures 1 to 3 The brake rotor mount 1 has a fuselage mounting section 12 on one side, which is used to fix the entire brake rotor mount 1 onto the low-altitude aircraft. It is worth noting that in order to make the fuselage mounting section 12 adaptable to different types of low-altitude aircraft, the fuselage mounting section 12 can be set as rectangular, circular, etc., and the low-altitude aircraft can be made of one or a combination of materials selected from wood, plastic, carbon fiber, and metal.

[0055] See Figures 1 to 6 The rotating shaft 3 passes through the brake propeller seat 1 and is rotatably connected to it. One end of the rotating shaft 3 is connected to the power source of the low-altitude aircraft, and the other end is connected to the propeller shaft seat 2 via the shaft head assembly 6. It should be understood that the power source of the low-altitude aircraft can be set as an elastic band. When the elastic potential energy of the elastic band is released, it can drive the rotating shaft 3 and the shaft head assembly 6 to rotate synchronously. Since the shaft head assembly 6 is connected to the propeller shaft seat 2, it can drive the propeller shaft seat 2 and the propeller blade 4 to rotate synchronously.

[0056] Specifically, the shaft head assembly 6 includes a shaft head 61 and an elastic element 62; the front end of the rotating shaft 3 is connected to the shaft head 61 to transmit the power of the low-altitude aircraft's power storage source to the shaft head 61 and drive the shaft head 61 to rotate; one end of the elastic element 62 is connected to the shaft head 61, and the other end is connected to the propeller shaft seat 2; when the elastic element 62 is in a free state, one end face of the propeller shaft seat 2 abuts against the brake propeller seat 1, and there is a preset gap between the other end face and the end face of the shaft head 61.

[0057] In order to drive the propeller shaft seat 2 through the shaft head 61, and at the same time enable the propeller shaft seat 2 to slide stably toward the shaft head 61 until its end away from the shaft head 61 disengages from the brake propeller seat 1, the propeller shaft seat 2 and the shaft head 61 are connected by the abutment drive structure 7.

[0058] Specifically, the abutting drive structure 7 includes a first abutting member 71 and a second abutting member 72; of the first abutting member 71 and the second abutting member 72, one is fixedly installed on the shaft head 61 and the other is installed on the propeller shaft seat 2; the first abutting member 71 and the second abutting member 72 are slidably connected along the axial direction of the rotating shaft 3 and abut and limit each other along the axial direction of the rotating shaft 3.

[0059] For ease of explanation, we will take the example of the first abutment 71 being installed on the shaft head 61 and the second abutment 72 being installed on the propeller shaft seat 2.

[0060] The first abutment 71 is configured as a first arc plate, one end of which is fixedly connected to the shaft head 61 and the other end extends toward the propeller shaft seat 2. The second abutment 72 is configured as a second arc plate, one end of which is fixedly connected to the propeller shaft seat 2 and the other end extends toward the shaft head 61. The side edges of the first arc plate and the side edges of the second arc plate are always in contact. The inner arc surfaces of the first arc plate and the second arc plate are arranged opposite each other so that the first arc plate and the second arc plate can form a cavity to accommodate a portion of the elastic element 62.

[0061] Furthermore, the first and second arc plates can be configured as coaxial, equal in diameter, and symmetrically arranged arc plates.

[0062] Of course, in other embodiments, the first abutting member 71 can also be configured as a rectangular block, and the second abutting member 72 can also be configured as a rectangular cylindrical structure, which can satisfy the requirement that the propeller shaft seat 2 and the shaft head 61 can slide axially and be circumferentially limited.

[0063] Furthermore, to facilitate the installation of the elastic element 62 and to reduce the axial length of the propeller device to a certain extent, in this embodiment, a cavity 22 is provided on the propeller shaft seat 2; a portion of the elastic element 62 is located within the cavity 22. It is easy to understand that the elastic element 62 can be configured as a flexible structure such as an elastic rubber sleeve or a spring, with one end located within the cavity 22 and the other end located within the cavity formed by the first and second arc plates.

[0064] Furthermore, a positioning groove 611 is formed on the shaft head 61; one end of the rotating shaft 3 is provided with a bent part 31, which is embedded and fixed in the positioning groove 611; the other end of the rotating shaft 3 is provided with a hook ring 32, which is connected to the power source of the low-altitude aircraft, so that the power source (such as a rubber band) of the low-altitude aircraft can drive the rotating shaft 3 to rotate during the energy release process, so that the rotating shaft 3 can drive the shaft head 61 to rotate, and further drive the propeller shaft seat 2 and the propeller blade 4 to rotate.

[0065] See Figure 3 as well as Figures 7 to 9It also includes a lower hollow rotating shaft 100, which is fixedly installed within the first channel 10 on the brake propeller mount 1 and slidably connected to the rotating shaft 3. Specifically, the outer diameter of the lower hollow rotating shaft 100 is larger than the diameter of the first channel 10, so that the lower hollow rotating shaft 100 is fixedly installed relative to the brake propeller mount 1, while the inner diameter of the lower hollow rotating shaft 100 is slightly larger than the diameter of the rotating shaft 3, so that the rotation centers of the rotating shaft 3 and the lower hollow rotating shaft 100 are stable, reducing the risk of swaying, and at the same time reducing the friction between the rotating shaft 3 and the lower hollow rotating shaft 100, thus improving flight performance. It is easy to understand that the lower hollow rotating shaft 100 can also reduce the frictional wear of the rotating shaft 3 on the brake propeller mount 1.

[0066] Similarly, it also includes an upper hollow rotating shaft 200. One end of the upper hollow rotating shaft 200 is fixed to the shaft head 61 and has a second channel 610, and is slidably connected to both the propeller shaft seat 2 and the rotating shaft 3. It can be understood that the outer diameter of the upper hollow rotating shaft 200 is larger than the diameter of the second channel 610, so that the upper hollow rotating shaft 200 is fixedly installed relative to the shaft head 61. The outer diameter of the upper hollow rotating shaft 200 is slightly smaller than the diameter of the third channel 20 on the propeller shaft seat 2, and the inner diameter of the upper hollow rotating shaft 200 is slightly larger than the diameter of the rotating shaft 3. This ensures the central stability of the rotating shaft 3, the upper hollow rotating shaft 200, the propeller shaft seat 2, and the shaft head 61, while reducing the friction between the propeller shaft seat 2 and the upper hollow rotating shaft 200, and between the upper hollow rotating shaft 200 and the rotating shaft 3, thus improving flight performance. It is easy to understand that the upper hollow rotating shaft 200 also reduces the frictional wear of the rotating shaft 3 on the propeller shaft seat 2. It is understandable that the shaft head 61, the upper hollow rotating shaft 200 and the brake propeller seat 1 cooperate with each other to limit the axial movement distance of the propeller seat 2.

[0067] Furthermore, a shim 8 is provided between the upper hollow shaft 200 and the brake propeller seat 1. The shim 8 is made of a rigid material, which can reduce the wear of the upper hollow shaft 200 on the brake propeller seat 1.

[0068] It is understandable that the gasket 8 is set in a ring shape. The outer diameter of the gasket 8 is larger than the diameter of the lower hollow shaft 100 and the upper hollow shaft 200, while the inner diameter is smaller than or equal to the diameter of the lower hollow shaft 100 and the upper hollow shaft 200. In addition, the inner diameter of the gasket 8 is also larger than the diameter of the shaft 3.

[0069] Furthermore, it also includes a fairing 9, which is mounted on the shaft head assembly 6. The fairing 9 can be interference-fitted with the shaft head 61. The inner wall of the fairing 9 can also be provided with a limiting protrusion that abuts against the end face of the bent portion 31, further limiting the axial movement of the rotating shaft 3 and preventing the rotating shaft 3 from moving axially.

[0070] Due to inertia, the blade 4 and the propeller shaft seat 2 cannot stop rotating instantly and continue to rotate. This causes the rubber band to easily accumulate force in the opposite direction, which in turn causes the blade 4 and the propeller shaft seat 2 to rotate in the opposite direction, resulting in increased air resistance and causing the low-altitude aircraft to fall rapidly.

[0071] See Figures 3 to 5 The brake propeller seat 1 is provided with a rear one-way tooth 11 at one end facing the propeller shaft seat 2; the propeller shaft seat 2 is provided with a front one-way tooth 21 at one end facing the brake propeller seat 1; when the rear one-way tooth 11 abuts against the front one-way tooth 21, the propeller shaft seat 2 is locked relative to the brake propeller seat 1 in the opposite direction of the rotation direction of the propeller blade 4.

[0072] It should be understood that the interaction of the front one-way tooth 21 and the rear one-way tooth 11 serves two purposes. First, it increases the friction of the propeller shaft seat 2, thereby enhancing its braking effect. This helps the propeller blade 4 and the propeller shaft seat 2 to stop rotating simultaneously, preventing the propeller shaft seat 2 from continuing to rotate due to inertia after the propeller blade 4 stops rotating, which could cause the low-altitude aircraft's power source to recharge. Second, when the front one-way tooth 21 and the rear one-way tooth 11 abut against each other, the propeller shaft seat 2 can be locked relative to the braking propeller seat 1 in the opposite direction of the propeller blade 4's rotation. This ensures that even if the low-altitude aircraft's power source recharges, it will not affect the reverse rotation of the propeller blade 4 and the propeller shaft seat 2 after they stop rotating, thus preventing the low-altitude aircraft from rapidly descending.

[0073] Furthermore, the rear one-way tooth 11 has a first horizontal contact surface 111, and the front one-way tooth 21 has a second horizontal contact surface 211. When the first horizontal contact surface 111 and the second horizontal contact surface 211 are in contact, the two blades 4 are horizontally distributed on both sides of the low-altitude aircraft, thereby avoiding the center of the low-altitude aircraft from shifting and causing it to sideslip, and further avoiding the situation of the low-altitude aircraft falling rapidly.

[0074] In summary, the operating principles of each structure during the flight of a low-altitude aircraft are as follows:

[0075] In the initial state (braking state), all structures are stationary, the elastic element 62 is in a free state, the front one-way tooth 21 (first horizontal contact surface 111) at one end of the propeller shaft seat 2 abuts against the rear one-way tooth 11 (second horizontal contact surface 211) at one end of the brake propeller seat 1, and the two propeller blades 4 are horizontally distributed on both sides of the low-altitude aircraft fuselage. There is a preset gap between the shaft head 61 and the propeller shaft seat 2, and the first contact member 71 and the second contact member 72 are always in contact.

[0076] When the low-altitude aircraft is running, the propeller shaft seat 2 is first manually pushed to slide towards the shaft head 61, the front one-way tooth 21 disengages from the rear one-way tooth 11 (i.e., disengages from the braking state), and at the same time, the contact area of ​​the first abutment 71 and the second abutment 72 is increased. As the flight time goes by, the low-altitude aircraft returns to the braking state after experiencing the energy release phase.

[0077] Specifically, taking a rubber band as the power source for a low-altitude aircraft as an example, the rubber band releases elastic potential energy, driving the rotating shaft 3 to rotate. The rotating shaft 3 then drives the shaft head 61 to rotate, and the shaft head 61 further drives the propeller shaft seat 2 and the propeller blade 4 to rotate. During this process, due to the large friction between the first contact member 71 and the second contact member 72 (which can be understood as the rotational force increasing the force between the two end faces, thus increasing the friction), the two can always maintain contact. As the elastic potential energy of the rubber band is released, the rotational speed of the propeller shaft seat 2 and the propeller blade 4 changes from fast to slow, and the aircraft enters a stable climb state from a rapid ascent state. As the elastic potential energy of the rubber band is nearly exhausted, the propeller of the low-altitude aircraft transitions from a stable climb to a descent. Due to the decrease in the elastic potential energy of the rubber band, the friction between the first abutment 71 and the second abutment 72 also decreases. Under the elastic restoring force of the elastic element 62, the second abutment 72 moves away from the first abutment 71 along with the propeller shaft seat 2 until the front one-way tooth 21 abuts against the rear one-way tooth 11. Under the "forward movement and reverse stop" function of both (i.e., the propeller shaft seat 2 can continue to rotate in the direction of operation during the rubber band energy release process, but stops in the opposite direction), the propeller shaft seat 2 brakes and stops rotating. The propeller blades 4 on the propeller shaft seat 2 simultaneously stop rotating and return to their initial state. It is worth noting that after the elastic potential energy of the rubber band decreases, the propeller blades 4 will rotate around the mounting shaft 5 under the action of air resistance to retract to both sides of the fuselage.

[0078] The above embodiments are merely preferred embodiments of this utility model and should not be construed as limiting the scope of protection of this utility model. Any non-substantial changes and substitutions made by those skilled in the art based on this utility model shall fall within the scope of protection claimed by this utility model.

Claims

1. A propeller device for low-altitude aircraft, characterized in that, It includes a brake propeller mount (1), a propeller shaft mount (2), a rotating shaft (3), and two propeller blades (4); The brake propeller mount (1) is used to connect to a low-altitude aircraft; The propeller shaft seat (2) is rotatably connected to the brake propeller seat (1) via the rotating shaft (3); One end of the blade (4) is rotatably mounted on the propeller shaft seat (2) via a mounting shaft (5). The central axis of the mounting shaft (5) is parallel to the rotation plane of the propeller shaft seat (2) and the blade (4), so that when the blade (4) stops rotating and is subject to wind resistance, it can rotate towards the sides of the low-altitude aircraft.

2. A propeller device for a low-altitude aircraft according to claim 1, characterized in that, The rotating shaft (3) passes through the brake propeller seat (1) and is rotatably connected to the brake propeller seat (1); One end of the rotating shaft (3) is connected to the power source of the low-altitude aircraft, and the other end is connected to the propeller shaft seat (2) through the shaft head assembly (6).

3. A propeller device for a low-altitude aircraft according to claim 2, characterized in that, The shaft head assembly (6) includes a shaft head (61) and an elastic element (62); The front end of the rotating shaft (3) is connected to the shaft head (61) to transmit the power of the low-altitude aircraft's power storage source to the shaft head (61) and drive the shaft head (61) to rotate. One end of the elastic element (62) is connected to the shaft head (61), and the other end is connected to the propeller shaft seat (2). When the elastic element (62) is in a free state, one end face of the propeller shaft seat (2) abuts against the brake propeller seat (1), and there is a preset gap between the other end face and the end face of the shaft head (61).

4. A propeller device for a low-altitude aircraft according to claim 3, characterized in that, The propeller shaft seat (2) and the shaft head (61) are connected by an abutment drive structure (7); The abutment drive structure (7) includes a first abutment member (71) and a second abutment member (72); Of the first abutment (71) and the second abutment (72), one is fixedly installed on the shaft head (61), and the other is installed on the propeller shaft seat (2); The first abutting member (71) and the second abutting member (72) slide upward along the axial direction of the rotating shaft (3) and abut and limit each other upward along the axial direction of the rotating shaft (3).

5. A propeller device for a low-altitude aircraft according to claim 3, characterized in that, The propeller shaft seat (2) is provided with a cavity (22); the elastic element (62) is partially located in the cavity (22).

6. A propeller device for a low-altitude aircraft according to claim 3, characterized in that, A positioning groove (611) is formed on the shaft head (61); One end of the rotating shaft (3) is provided with a bent part (31), which is embedded and fixed in the positioning groove (611); The other end of the rotating shaft (3) is provided with a hook (32), which is connected to the power source of the low-altitude aircraft.

7. A propeller device for a low-altitude aircraft according to any one of claims 2-6, characterized in that, It also includes a lower hollow rotating shaft (100), which is fixedly installed in the first channel (10) provided on the brake paddle seat (1) and is slidably connected to the rotating shaft (3); And / or, It also includes an upper hollow rotating shaft (200), one end of which is fixed in a second channel (610) on the shaft head (61) and is slidably connected to both the propeller shaft seat (2) and the rotating shaft (3).

8. A propeller device for a low-altitude aircraft according to claim 7, characterized in that, A gasket (8) is provided between the upper hollow rotating shaft (200) and the brake paddle seat (1), and the gasket (8) is made of a rigid material; And / or, It also includes a fairing (9) disposed on the shaft head assembly (6).

9. A propeller device for a low-altitude aircraft according to any one of claims 3-6, characterized in that, The brake propeller seat (1) is provided with a rear one-way tooth (11) at one end facing the propeller shaft seat (2); The propeller shaft seat (2) is provided with a front one-way tooth (21) at one end facing the brake propeller seat (1); When the rear one-way tooth (11) abuts against the front one-way tooth (21), the propeller shaft seat (2) locks relative to the brake propeller seat (1) in the opposite direction of the rotation direction of the propeller blade (4).

10. A propeller device for a low-altitude aircraft according to claim 9, characterized in that, The rear one-way tooth (11) has a first horizontal abutment surface (111), and the front one-way tooth (21) has a second horizontal abutment surface (211). When the first horizontal contact surface (111) and the second horizontal contact surface (211) are in contact, the two blades (4) are horizontally distributed on both sides of the low-altitude aircraft.

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