Double-shaft double-power electric drive structure for aircraft

Abstract

The double-shaft double-power electric drive structure comprises an aircraft body composed of a first rotor wing drive assembly, a second rotor wing drive assembly and a linkage shaft, and the linkage shaft is connected between the first rotor wing drive assembly and the second rotor wing drive assembly. Each of the first rotor wing driving assembly and the second rotor wing driving assembly comprises a driving source and an output shaft gear connected to the end part of the driving source, the output shaft gears are in meshed connection with first moving shaft gears in the X-axis direction, and the first moving shaft gears extend in the Y-axis direction and are connected with the rotor wings through rotor wing moving shafts; one side of the first moving shaft gear is in meshed connection with a second moving shaft gear in the X-axis direction, the second moving shaft gear extends in the Y-axis direction to be provided with a third moving shaft gear, the third moving shaft gear is in meshed connection with a bevel gear on one side, and the end of the bevel gear is connected with a linkage shaft. The single-shaft high-power motor solves the problems of high cost, lagging dynamic response and low safety of a single-shaft high-power motor of an unmanned aerial vehicle in the prior art.

Description

Technical Field

[0001] This utility model relates to the field of unmanned aerial vehicles (UAVs), and in particular to a dual-axis, dual-power electric drive structure for aircraft. Background Technology

[0002] Existing aircraft (such as drones) generally rely on single-axis, single-power drive, meaning each rotor is driven by a single high-power motor. This design has significant drawbacks. On the one hand, high-power motors are expensive, often accounting for a significant portion of the overall cost. Furthermore, to power them, larger capacity batteries are required, further increasing the overall cost. On the other hand, in actual flight, especially when rapid response or overcoming drag (such as sudden climbs or encountering strong winds) is required, the power output of a single motor can easily reach its limit (insufficient power margin), leading to sluggish response or insufficient lift, affecting flight stability and maneuverability. In addition, continuous high-load operation of the motor also causes significant heat generation, increasing energy consumption, shortening range, and posing potential risks to reliability and lifespan.

[0003] In view of this, this technical solution proposes a dual-axis, dual-power electric drive structure for aircraft. Two independent, relatively low-power motors drive two independent rotors, with a rigid linkage shaft between them to achieve mechanical linkage. This linkage shaft integrates and transmits the torque output of the two motors in real time. Working together, under the same lift requirement, the combined effective output power of the two small motors, through the linkage effect, can exceed that of a single high-power motor of the same level (e.g., two 250W motors linked together have an equivalent power exceeding that of a single 500W motor). Power response speed is improved. Simultaneously, thanks to the cost advantage and lower operating load of the low-power motors, the overall system cost is reduced, energy consumption is decreased, and heat generation is reduced. More importantly, even in the event of a single motor failure, the linkage shaft can still passively transmit most of the power to the other motor, greatly improving the survival probability in emergency situations. Utility Model Content

[0004] The present invention aims to at least partially solve one of the technical problems in the related technologies. Therefore, the main objective of this invention is to provide a dual-axis, dual-power electric drive structure for aircraft, aiming to address the problems of high cost, slow power response, and low safety associated with single-axis high-power motors in existing UAVs.

[0005] To achieve the above objectives, this utility model provides a dual-axis, dual-power electric drive structure for aircraft, comprising an aircraft body composed of a first rotor drive assembly, a second rotor drive assembly, and a linkage shaft.

[0006] The first rotor drive assembly and the second rotor drive assembly are arranged symmetrically, and the linkage shaft connects the first rotor drive assembly and the second rotor drive assembly.

[0007] Both the first rotor drive assembly and the second rotor drive assembly include a drive source and an output shaft gear connected to the end of the drive source. The output shaft gear is meshed with a first moving shaft gear in the X-axis direction. The first moving shaft gear extends in the Y-axis direction and is connected to the rotor through the rotor moving shaft. One side of the first moving shaft gear is meshed with a second moving shaft gear in the X-axis direction. The second moving shaft gear extends in the Y-axis direction and is provided with a third moving shaft gear. The third moving shaft gear is meshed with a bevel gear on one side. The end of the bevel gear is connected to the linkage shaft.

[0008] As a further embodiment of this utility model, a connecting frame is provided between the first rotor drive assembly and the second rotor drive assembly. The connecting frame includes two detachable outer frame plates on both sides and a connector for connecting the two outer frame plates.

[0009] As a further embodiment of this utility model, the connecting frame further includes reinforcing ribs disposed between the outer frame plates, the reinforcing ribs having a triangular support structure.

[0010] As a further embodiment of this utility model, the bottom of the linkage shaft is fixed to the connecting frame by a bracket, and a sleeve is fitted onto the linkage shaft at the fixing point.

[0011] As a further embodiment of this utility model, the connecting frame extends to both sides and encloses both sides of the first rotor drive assembly and the second rotor drive assembly.

[0012] As a further embodiment of this utility model, each end of the linkage shaft is provided with a kit, which covers the bevel gear, the third moving shaft gear and the second moving shaft gear.

[0013] The beneficial effects of this utility model are as follows:

[0014] Traditional single-axis, single-power designs for aircraft rely on high-power motors to directly drive the rotor, resulting in high costs, sluggish power response (insufficient power margin during sudden climbs), and the risk of single-point failure (motor failure leads to loss of lift). This technical solution uses two sets of drive components, both powered by low-power sources transmitted through output shaft gears. The output shaft gear meshes with the first moving shaft gear in the X-axis direction to drive the rotor, while simultaneously meshing with the second moving shaft gear. Then, through the third moving shaft gear in the Y-axis direction, it meshes with a bevel gear, which ultimately connects to the linkage shaft. When a sudden increase in lift is needed on one side (such as during wind-resistant climbs), the linkage shaft drives the third and second moving shaft gears on the other side via the bevel gear, forcing both components to work together. This results in the two small motors having an equivalent power exceeding that of a single large motor, and a measured improvement in response speed. The overall structure is simple and easy to assemble, disassemble, and maintain. Attached Figure Description

[0015] To more clearly illustrate the technical solutions of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the technical solutions of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of the overall structure of the aircraft body in this utility model.

[0017] Figure 2 This is a schematic diagram showing the arrangement of the first and second rotor drive components, the connecting frame, and the linkage shaft in this utility model.

[0018] Figure 3 In this utility model Figure 2 Enlarged view of details at point A.

[0019] Figure 4 This is a planar schematic diagram of the first and second rotor drive components and the linkage shaft in this utility model.

[0020] Figure 5 In this utility model Figure 4 Enlarged view of details at point B.

[0021] Figure 6 In this utility model Figure 2 Enlarged view of details at point C.

[0022] label name label name 1 Aircraft body 117 Rotor shaft 10 First rotor drive assembly 118 rotor 11 Second rotor drive assembly 12 Linkage shaft 110 Driver source 120 support 111 Output shaft gear 121 casing 112 First moving shaft gear 13 Connection frame 113 Second driving shaft gear 130 outer frame 114 Third driving shaft gear 131 connector 115 bevel gears 132 Reinforcing ribs 116 kit Detailed Implementation

[0023] as follows:

[0024] Please see the appendix Figure 1-6 ,

[0025] The main structure includes an aircraft body (1) consisting of a first rotor drive assembly (10), a second rotor drive assembly (11), and a linkage shaft (12). The first rotor drive assembly (10) and the second rotor drive assembly (11) are arranged symmetrically. The linkage shaft (12) connects the first rotor drive assembly (10) and the second rotor drive assembly (11). Both the first rotor drive assembly (10) and the second rotor drive assembly (11) include a drive source (110) and an output shaft gear (111) connected to the end of the drive source (110). The output shaft gear (111) meshes with the first moving shaft gear (112) in the X-axis direction. The first moving shaft gear (112) extends in the Y-axis direction and is connected to the rotor (118) through the rotor moving shaft (117). One side of the first moving shaft gear (112) meshes with the second moving shaft gear (113) in the X-axis direction. The second moving shaft gear (113) extends in the Y-axis direction and is provided with a third moving shaft gear (114). The third moving shaft gear (114) meshes with a bevel gear (115) on one side. The end of the bevel gear (115) is connected to the linkage shaft (12).

[0026] The working principle is as follows:

[0027] Traditional single-axis aircraft drive relies on a single high-power motor to directly drive the rotor (118), which has high costs, slow power response, and single-point failure risks. This technical solution improves upon this by symmetrically arranging the first rotor drive assembly (10) and the second rotor drive assembly (11) in conjunction with the mechanical components of the linkage shaft (12). Both drive assemblies transmit power through the output shaft gear (111) of the drive source (110). The output shaft gear (111) meshes with the first moving shaft gear (112) in the X-axis direction to drive the rotor (118). At the same time, the first moving shaft gear (112) meshes with the second moving shaft gear (113). The third moving shaft gear (114) extending through the Y-axis direction meshes with the bevel gear (115), and finally the end of the bevel gear (115) is connected to the linkage shaft (12). This transmission structure enables the power of two independent low-power drive sources (110) to be integrated on the linkage shaft (12) for torque integration. When there is a sudden demand for power on one side (such as wind resistance climbing), the linkage shaft (12) drives the second drive shaft gear (113) in the opposite direction through the bevel gear (115) and the third drive shaft gear (114), forcing the power component on the other side to cooperate in output, forming a "dual power parallel energy storage" effect.

[0028] In terms of structural assembly, the connecting frame (13) fixes the dual drive assembly through the detachable outer frame plate (130) and the reinforcing ribs (132) of the triangular support, ensuring gear meshing accuracy. The bottom of the linkage shaft (12) is supported by the shock-absorbing bracket (120) with sleeve (121). The end fittings (116) cover the bevel gear (115) and the third moving shaft gear (114) set to prevent dust from interfering with the transmission. The extended frame surrounds the entire assembly, improving torsional rigidity. Thus, the equivalent power of the two sets (which can be 250W) of small motors after integration through the linkage shaft (12) exceeds that of a single motor (which can be 500W), improving response speed while reducing cost and energy consumption. More importantly, the linkage shaft (12) can still passively transmit power when a single motor fails, ensuring safety.

[0029] The assembly and disassembly process can be,

[0030] During assembly, the detachable outer frame plates (130) on both sides are initially fixed by the connector (131). Then, a reinforcing rib (132) in the form of a triangular support structure is assembled between the two sets of outer frame plates (130) to form a rigid support base. The bottom of the linkage shaft (12) is installed in the middle of the connecting frame (13) through the bracket (120), and a shock-absorbing sleeve (121) is sleeved at the fixing point of the bracket (120). The linkage shaft (12) is pre-installed with kits (116) at both ends (for subsequent covering of the gear set, which meshes the output shaft gear (111) of the drive source (110) (motor) with the first moving shaft gear (112) in the X-axis direction. The first moving shaft gear (112) is connected through the rotor moving shaft (117). Connect the rotor (118), and simultaneously mesh the first moving shaft gear (112) with the coaxial second moving shaft gear (113). The third moving shaft gear (114) of the second moving shaft gear (113) extending in the Y-axis is embedded in the kit (116) and meshes with the bevel gear (115) in the kit (116). Finally, connect the end of the bevel gear (115) to the left end of the linkage shaft (12). After assembling the second rotor drive assembly (11) by symmetrically repeating the above steps, extend the connecting frame (13) to both sides and surround the dual drive assembly. Lock the outer frame plate (130) connector (131) and completely cover the bevel gear (115), the third moving shaft gear (114) and the second moving shaft gear (113) through the kit (116).

[0031] During disassembly, first remove the connectors (131) of the outer frame plates (130) on both sides of the connecting frame (13), separate the extended enclosure, loosen the kits (116) at both ends of the linkage shaft (12), disconnect the bevel gear (115) from the linkage shaft (12), separate the meshing of the third moving shaft gear (114) with the bevel gear (115), the second moving shaft gear (113) with the first moving shaft gear (112) in sequence, remove the output shaft gear (111) of the drive source (110), remove the rotor moving shaft (117), remove the fixing bolts of the bottom bracket (120) of the linkage shaft (12), remove the linkage shaft (12) with the sleeve (121), remove the triangular support reinforcing ribs (132) between the outer frame plates (130), and separate the outer frame plates (130) on both sides.

[0032] Reference Appendix Figure 6 In a preferred embodiment of the present invention, a connecting frame (13) is provided between the first rotor drive assembly (10) and the second rotor drive assembly (11). The connecting frame (13) includes two detachable outer frame plates (130) on both sides and a connector (131) for connecting the two outer frame plates (130).

[0033] Specifically, the connecting frame (13) between the first rotor drive assembly (10) and the second rotor drive assembly (11) integrates the two drive assemblies into a rigid whole through the detachable outer frame plates (130) on both sides and the connector (131), accurately maintaining the axial parallelism of the first drive shaft gear (112) and the second drive shaft gear (113), avoiding misalignment of the bevel gear (115) and the third drive shaft gear (114) due to component displacement when the linkage shaft (12) transmits torque. The detachable structure allows maintenance or replacement of the drive source (110) without disassembling the entire transmission chain. Only the connector (131) needs to be loosened to separate the outer frame plate (130) to quickly access the internal gear set, improving maintainability and assembly efficiency.

[0034] Reference Appendix Figure 6 In a preferred embodiment of the present invention, the connecting frame (13) further includes reinforcing ribs (132) disposed between the outer frame plates (130), and the reinforcing ribs (132) are in the form of a triangular support structure.

[0035] In this scheme, the triangular support structure reinforcing rib (132) set between the outer frame plates (130) provides rigid support to the outer frame plates (130) on both sides through its stable geometric configuration. This effectively resists the torsional force generated by the gear meshing during the operation of the first rotor drive assembly (10) and the second rotor drive assembly (11), preventing the deformation of the outer frame plate (130) from causing the axis of the first moving shaft gear (112) and the second moving shaft gear (113) to deviate. This ensures the transmission accuracy of the bevel gear (115) and the third moving shaft gear (114) and the torque transmission of the linkage shaft (12).

[0036] Reference Appendix Figure 6 In a preferred embodiment of the present invention, the bottom of the linkage shaft (12) is fixed to the connecting frame (13) by a bracket (120), and a sleeve (121) is provided on the linkage shaft (12) at the fixing point.

[0037] In this technical solution, the bottom of the linkage shaft (12) is fixed to the connecting frame (13) by the bracket (120), which provides a stable support reference point for the linkage shaft (12) and prevents the shaft from radially running during high-speed rotation. The sleeve (121) fitted at the fixing point can also be regarded as a buffer structure, which can effectively absorb the vibration and impact transmitted from the first rotor drive assembly (10) and the second rotor drive assembly (11) to the linkage shaft (12) through the bevel gear (115), avoid metal hard contact causing wear of the bracket (120) or the linkage shaft (12), extend the service life of the transmission system, and ensure stable torque transmission between the two drive assemblies.

[0038] Reference Appendix Figure 2 In a preferred embodiment of the present invention, the connecting frame (13) extends to both sides and encloses the sides of the first rotor drive assembly (10) and the second rotor drive assembly (11).

[0039] Specifically, the connecting frame (13) extends to both sides and surrounds the first rotor drive assembly (10) and the second rotor drive assembly (11) to form a wrap-around structure, which rigidly constrains the relative position of the two drive assemblies, preventing the output shaft gear (111), the first moving shaft gear (112) and other transmission components from axial displacement due to vibration, while isolating external dust and foreign objects from interfering with the meshing accuracy of the bevel gear (115) and the third moving shaft gear (114).

[0040] Reference Appendix Figure 5 In a preferred embodiment of this utility model, both ends of the linkage shaft (12) are provided with a kit (116), which covers the bevel gear (115), the third moving shaft gear (114) and the second moving shaft gear (113).

[0041] Specifically, the kits (116) provided at both ends of the linkage shaft (12) completely cover the bevel gear (115), the third drive shaft gear (114) and the second drive shaft gear (113), forming a closed protective cavity. This can prevent dust, moisture or foreign objects from entering the gear meshing area, and avoid the third drive shaft gear (114) and the bevel gear (115) from being contaminated and causing increased wear or jamming. The closed structure helps to maintain the lubricating oil film on the gear surface, reduce friction loss during high-speed transmission, and ensure reliable power between the linkage shaft (12) and the dual drive assembly.

[0042] The above are merely preferred embodiments of the present utility model and do not limit the patent scope of the present utility model. Any equivalent structural transformations made using the contents of the present utility model specification and drawings under the concept of the present utility model, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present utility model.

Claims

1. A dual-shaft, dual-power electric drive structure for an aircraft, characterized in that, include The main body of the aircraft consists of a first rotor drive assembly, a second rotor drive assembly, and a linkage shaft. The first rotor drive assembly and the second rotor drive assembly are arranged symmetrically, and the linkage shaft connects the first rotor drive assembly and the second rotor drive assembly. Both the first rotor drive assembly and the second rotor drive assembly include a drive source and an output shaft gear connected to the end of the drive source. The output shaft gear is meshed with a first moving shaft gear in the X-axis direction. The first moving shaft gear extends in the Y-axis direction and is connected to the rotor through the rotor moving shaft. One side of the first moving shaft gear is meshed with a second moving shaft gear in the X-axis direction. The second moving shaft gear extends in the Y-axis direction and is provided with a third moving shaft gear. The third moving shaft gear is meshed with a bevel gear on one side. The end of the bevel gear is connected to the linkage shaft.

2. The dual-axis, dual-power electric drive structure for aircraft according to claim 1, characterized in that, A connecting frame is provided between the first rotor drive assembly and the second rotor drive assembly. The connecting frame includes two detachable outer frame plates on both sides and a connector for connecting the two outer frame plates.

3. The dual-shaft, dual-power electric drive structure for aircraft according to claim 2, characterized in that, The connecting frame also includes reinforcing ribs disposed between the outer frame plates, and the reinforcing ribs are in the form of a triangular support structure.

4. The dual-axis, dual-power electric drive structure for aircraft according to claim 2, characterized in that, The bottom of the linkage shaft is fixed to the connecting frame by a bracket, and a sleeve is fitted onto the linkage shaft at the fixing point.

5. The dual-shaft, dual-power electric drive structure for aircraft according to claim 3, characterized in that, The connecting frame extends to both sides and encloses both sides of the first rotor drive assembly and the second rotor drive assembly.

6. The dual-axis, dual-power electric drive structure for aircraft according to claim 1, characterized in that, Both ends of the linkage shaft are equipped with a kit, which covers the bevel gear, the third drive shaft gear and the second drive shaft gear.

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