CN223267045U - An aircraft power system - Google Patents
An aircraft power systemInfo
- Publication number
- CN223267045U CN223267045U CN202422787345.8U CN202422787345U CN223267045U CN 223267045 U CN223267045 U CN 223267045U CN 202422787345 U CN202422787345 U CN 202422787345U CN 223267045 U CN223267045 U CN 223267045U
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- Prior art keywords
- wheel
- aircraft
- belt
- synchronizing
- shaft
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D35/00—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions
- B64D35/04—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions characterised by the transmission driving a plurality of propellers or rotors
- B64D35/06—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions characterised by the transmission driving a plurality of propellers or rotors the propellers or rotors being counter-rotating
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/40—Weight reduction
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Aviation & Aerospace Engineering (AREA)
- Devices For Conveying Motion By Means Of Endless Flexible Members (AREA)
Abstract
The power system of the aircraft relates to the field of aircraft driving equipment and comprises a first driving mechanism, a second driving mechanism and a transmission mechanism, wherein the first driving mechanism is connected with a rotating main shaft of the aircraft, the second driving mechanism is connected with the rotating main shaft of the aircraft, and the transmission mechanism is connected with the rotating main shaft of the aircraft and is used for synchronously transmitting rotating force to a first screw rotating shaft and a second screw rotating shaft so as to enable the first screw rotating shaft and the second screw rotating shaft to reversely rotate. The power output is stable and the power is strong, and the power distribution of the aircraft can be effectively carried out, so that the output stability of the power unit of the aircraft is further improved.
Description
Technical Field
The utility model relates to the field of aircraft driving equipment, in particular to an aircraft power system.
Background
At present, the existing double-rotor aircraft has a power system which drives two propellers to rotate respectively through two sets of independent power sources, so that the normal flight of the aircraft is realized, but the mode needs to ensure that the rotation frequency and the rotation speed of the two power sources are the same, and the requirement on a control system is higher.
In view of this, the present application has been made.
Disclosure of utility model
The utility model aims to provide an aircraft power system which has stable power output and strong power, can effectively distribute the power of an aircraft and further improves the output stability of a power unit of the aircraft.
Embodiments of the present utility model are implemented as follows:
The power system of the aircraft comprises a first driving mechanism, a second driving mechanism and a transmission mechanism, wherein the first driving mechanism is connected with a rotating main shaft of the aircraft, the second driving mechanism is connected with the rotating main shaft of the aircraft, and the transmission mechanism is connected with the rotating main shaft of the aircraft and is used for synchronously transmitting rotating force to a first screw rotating shaft and a second screw rotating shaft so as to enable the first screw rotating shaft and the second screw rotating shaft to reversely rotate.
The transmission mechanism further comprises a first belt transmission assembly and a second belt transmission assembly, wherein the first belt transmission assembly is connected with the first screw rotating shaft so as to drive the first screw rotating shaft to rotate;
The power transmitted by the first belt transmission assembly and the power transmitted by the second belt transmission assembly are opposite in direction, so that the first propeller rotating shaft and the second propeller rotating shaft reversely rotate.
Further, the first belt transmission assembly comprises a first synchronous wheel, a second synchronous wheel, a first synchronous belt, a first reverse wheel and a second reverse wheel;
The first synchronizing wheel is arranged on the rotating main shaft of the aircraft, the second synchronizing wheel is arranged on the rotating shaft of the first propeller, the first reversing wheel and the second reversing wheel are both rotatably arranged on the frame, the first reversing wheel and the second reversing wheel are respectively positioned on two sides of the first synchronizing wheel, a first gap is reserved between the first reversing wheel and the first synchronizing wheel, and a second gap is reserved between the second reversing wheel and the first synchronizing wheel;
One end of the first synchronous belt bypasses the second synchronous wheel, and the other end bypasses the first synchronous wheel, passes through the first gap and the second gap and then bypasses the first reversing wheel and the second reversing wheel respectively.
Further, the outer sides of the first synchronous wheel, the second synchronous wheel, the first reverse wheel and the second reverse wheel are respectively provided with meshing teeth;
The outer side of the first synchronous belt is contacted with the first synchronous wheel, and the inner side of the first synchronous belt is contacted with the first reverse wheel and the second reverse wheel after passing through the first gap and the second gap.
Further, the aircraft power system also includes a first tensioning assembly for adjusting the tension of the first timing belt.
The first tensioning assembly comprises a first supporting portion, a first supporting shaft and a first supporting spring, wherein the first supporting shaft is movably arranged on the frame, the first supporting portion is connected with the first supporting shaft, the first reversing wheel is rotatably arranged on the first supporting shaft, one end of the first supporting spring is connected with the first supporting portion, the other end of the first supporting spring is connected with the frame, and the first supporting spring can drive the first supporting shaft to move towards one side far away from the rotating shaft of the first propeller so as to tension the first synchronous belt.
Further, the second belt transmission assembly comprises a third synchronizing wheel, a fourth synchronizing wheel and a second synchronizing belt, wherein the third synchronizing wheel is arranged on the rotating main shaft of the aircraft, the fourth synchronizing wheel is arranged on the rotating shaft of the second propeller, and the second synchronizing belt bypasses the third synchronizing wheel and the fourth synchronizing wheel respectively.
Further, the first driving mechanism comprises a first engine, a fifth synchronizing wheel, a sixth synchronizing wheel and a third synchronizing belt, wherein the fifth synchronizing wheel is arranged on the rotating main shaft of the aircraft, the sixth synchronizing wheel is arranged on the output shaft of the first engine, and the third synchronizing belt bypasses the fifth synchronizing wheel and the sixth synchronizing wheel respectively;
The second driving mechanism comprises a second engine, a seventh synchronous wheel, an eighth synchronous wheel and a fourth synchronous belt, wherein the seventh synchronous wheel is arranged on the rotating main shaft of the aircraft, the eighth synchronous wheel is arranged on the output shaft of the second engine, and the fourth synchronous belt bypasses the seventh synchronous wheel and the eighth synchronous wheel respectively.
Further, the power system also comprises a second tensioning assembly, wherein the second tensioning assembly comprises a support column, a rotating arm, a torsion spring and a compression wheel;
the support column is located the frame, and the rotor arm is located the support column with the rotation, and the pinch roller is located the rotor arm and is kept away from the one end of support column, and torsion spring locates the rotor arm and the rotation department of support column.
Further, the two second tensioning assemblies are arranged on the frame, and when the torsion spring is in a natural state, the two pressing wheels respectively press the third synchronous belt and the fourth synchronous belt.
The embodiment of the utility model has the beneficial effects that:
The power system capable of driving the aircraft can synchronously drive the rotating main shaft of the aircraft to rotate by utilizing the first driving mechanism and the second driving mechanism, further improve the power of the aircraft, increase the torsion of the rotating main shaft of the aircraft and improve the rotating stability of the main shaft of the aircraft, and synchronously transmit the rotating force of the rotating main shaft of the aircraft to the rotating shafts of the first propeller and the rotating shafts of the second propeller through the transmission mechanism, so that the rotating shafts of the first propeller and the rotating shafts of the second propeller rotate reversely at the same rotating speed.
In general, the power system of the aircraft provided by the embodiment of the utility model has stable power output and strong power, and can effectively distribute the power of the aircraft, so that the output stability of the power unit of the aircraft is further improved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present utility model, the drawings that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some embodiments of the present utility model and therefore should not be considered as limiting the scope, and other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a perspective view of an aircraft power system provided in an embodiment of the present utility model;
FIG. 2 is a front view of an aircraft power system provided by an embodiment of the present utility model;
FIG. 3 is a schematic view of a portion of an aircraft power system according to an embodiment of the present utility model;
FIG. 4 is a perspective view of a transmission mechanism according to an embodiment of the present utility model;
FIG. 5 is a front view of a transmission mechanism according to an embodiment of the present utility model;
FIG. 6 is a schematic view of a part of a transmission mechanism according to an embodiment of the present utility model;
FIG. 7 is a perspective view of a first belt drive assembly according to an embodiment of the present utility model;
FIG. 8 is a top view of a first belt drive assembly provided in accordance with an embodiment of the present utility model;
FIG. 9 is a schematic illustration of the positions of a first reversing wheel and a second reversing wheel provided by an embodiment of the present utility model;
FIG. 10 is a perspective view of a second belt drive assembly provided in accordance with an embodiment of the present utility model;
FIG. 11 is a schematic diagram of a first tensioning assembly according to an embodiment of the present utility model;
FIG. 12 is a schematic view of a portion of a first tensioning assembly according to an embodiment of the present utility model;
Fig. 13 is a schematic structural view of a first supporting portion according to an embodiment of the present utility model;
Fig. 14 is a perspective view of a second tensioning assembly provided in an embodiment of the present utility model.
1000-Transmission mechanism;
1100-first belt drive assembly, 1110-first synchronizing wheel, 1120-second synchronizing wheel, 1130-first synchronizing belt, 1140-first reversing wheel, 1150-second reversing wheel, 1160-first gap, 1170-second gap;
1200-second belt transmission assembly, 1210-third synchronizing wheel, 1220-fourth synchronizing wheel, 1230-second synchronizing belt;
1300-first tensioning assembly, 1310-first support, 1311-first connection, 1312-second connection, 1313-third connection, 1320-first support shaft, 1330-first support spring;
2000-first propeller shaft, 3000-second propeller shaft, 4000-aircraft rotating main shaft, 5000-rack, 5100-supporting frame, 5110-first side wall, 5120-second side wall, 5130-third side wall, 5140-fourth side wall, 5150-strip groove;
6000-power system;
6100-a first driving mechanism, 6110-a fifth synchronizing wheel, 6120-a sixth synchronizing wheel, 6130-a third synchronizing belt and 6140-a first engine;
6200-second tensioning assembly, 6210-support column, 6220-rotating arm, 6230-torsion spring, 6240-pinch roller;
6300-second driving mechanism, 6310-seventh synchronizing wheel, 6320-eighth synchronizing wheel, 6330-fourth synchronizing belt and 6340-second engine.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present utility model more apparent, the technical solutions of the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present utility model, and it is apparent that the described embodiments are some embodiments of the present utility model, but not all embodiments of the present utility model. The components of the embodiments of the present utility model generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations.
Thus, the following detailed description of the embodiments of the utility model, as presented in the figures, is not intended to limit the scope of the utility model, as claimed, but is merely representative of selected embodiments of the utility model. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.
It should be noted that like reference numerals and letters refer to like items in the following figures, and thus once an item is defined in one figure, no further definition or explanation thereof is necessary in the following figures.
In the description of the present utility model, it should be noted that, directions or positional relationships indicated by terms such as "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., are directions or positional relationships based on those shown in the drawings, or are directions or positional relationships conventionally put in use of the inventive product, are merely for convenience of describing the present utility model and simplifying the description, and are not indicative or implying that the apparatus or element to be referred to must have a specific direction, be constructed and operated in a specific direction, and thus should not be construed as limiting the present utility model. Furthermore, the terms "first," "second," "third," and the like are used merely to distinguish between descriptions and should not be construed as indicating or implying relative importance.
Furthermore, the terms "parallel," "perpendicular," and the like, do not denote that the components are required to be absolutely parallel or perpendicular, but may be slightly inclined. For example, "parallel" merely means that the directions are more parallel than "perpendicular" and does not mean that the structures must be perfectly parallel, but may be slightly tilted.
Furthermore, the terms "horizontal," "vertical," "overhang," and the like do not denote a requirement that the component be absolutely horizontal or overhang, but rather may be slightly inclined. As "horizontal" merely means that its direction is more horizontal than "vertical", and does not mean that the structure must be perfectly horizontal, but may be slightly inclined.
In the description of the present utility model, it should also be noted that, unless explicitly specified and limited otherwise, the terms "disposed," "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected, or may be directly connected, or may be indirectly connected through an intermediate medium, or may be in communication with the inside of two elements. The specific meaning of the above terms in the present utility model will be understood in specific cases by those of ordinary skill in the art.
Examples
Referring to fig. 1-14, the present embodiment provides an aircraft power system 6000 including a first driving mechanism 6100, a second driving mechanism 6300 and a transmission mechanism 1000.
The first driving mechanism 6100 and the second driving mechanism 6300 are both connected with the aircraft rotating main shaft 4000, and the transmission mechanism 1000 is connected with the aircraft rotating main shaft 4000 and is used for synchronously transmitting the rotating force to the first propeller rotating shaft 2000 and the second propeller rotating shaft 3000 so as to reversely rotate the first propeller rotating shaft 2000 and the second propeller rotating shaft 3000.
The first driving mechanism 6100 and the second driving mechanism 6300 have the same driving rotation direction and the same rotation speed, and further can synchronously drive the rotation of the rotating main shaft 4000 of the aircraft.
It should be noted that, the transmission mechanism 1000 is used to synchronously transmit the rotation force of the rotating main shaft 4000 of the aircraft 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, and the rotation directions of the first propeller shaft 2000 and the second propeller shaft 3000 need to be opposite in order to maintain the stability of the aircraft.
Through the design, the first driving mechanism 6100 and the second driving mechanism 6300 can be utilized to synchronously drive the aircraft rotating main shaft 4000 to rotate, so that the power of the aircraft is further improved, the torsion of the aircraft rotating main shaft 4000 is increased, the rotating stability of the aircraft rotating main shaft 4000 is improved, the rotating force of the aircraft rotating main shaft 4000 is synchronously transmitted to the first propeller rotating shaft 2000 and the second propeller rotating shaft 3000 through the transmission mechanism 1000, and the first propeller rotating shaft 2000 and the second propeller rotating shaft 3000 rotate in the same rotation speed in the opposite direction.
In general, the power system 6000 of the aircraft provided by the embodiment of the utility model has stable power output and strong power, and can effectively distribute the power of the aircraft, so that the output stability of the power unit of the aircraft is further improved.
In addition, at present, the existing aircraft transmission mechanism adopts a shaft and a gear to transmit power, but the structure has high weight and high cost, and lubricating oil is coated on the meshing position of the gear to lubricate at regular intervals, so that the overall maintenance cost of the aircraft is increased.
In addition, for the dual-rotor aircraft, because the influence of the rotation forces of the two propellers on the aircraft in the flight process is considered, the two propellers of the dual-rotor aircraft must rotate reversely to offset the respective rotation forces, so that the aircraft can be more stable in the flight process.
In the prior art, some of the technical schemes adopt belt transmission, but part of the technical schemes adopt belt transmission and gear rotation for mixed use, at the moment, the belt transmission is only used for single transmission power, the power source distribution and the reverse rotation of two propellers are still realized through the characteristic of gear engagement and reverse rotation, and the other part is a single-rotor aircraft which directly adopts a belt transmission mechanism for single transmission. At present, no technical scheme for finishing power transmission by only adopting a belt transmission mechanism aiming at the double-rotor aircraft and simultaneously solving the problem of reverse rotation of two propellers of the double-rotor aircraft is adopted.
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, where 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, and the directions of power transmitted by the first belt transmission assembly 1100 and the second belt transmission assembly 1200 are opposite to make the first propeller shaft 2000 and the second propeller shaft 3000 reversely rotate.
It should be noted that, the first propeller shaft 2000 and the second propeller shaft 3000 are both 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 length of the actually adopted propeller, which is a conventional technical means in the art, and will not be repeated herein.
Through the design, the first belt transmission assembly 1100 and the second belt transmission assembly 1200 can be utilized to respectively transmit power sources, and then the first propeller rotating shaft 2000 and the second propeller rotating shaft 3000 are driven to reversely rotate, so that the reverse rotation of two propellers of the double-rotor aircraft is realized, the weight and the cost can be greatly reduced by adopting the first belt transmission assembly 1100 and the second belt transmission assembly 1200, and the daily maintenance of the transmission part of the aircraft is not needed, so that the use cost is greatly reduced.
In order to solve the problem of belt transmission reversal, in some embodiments, two rotating spindles of aircrafts coaxially arranged may be adopted, wherein one rotating spindle of the aircrafts is of a hollow structure, the two rotating spindles of aircrafts are independently driven by two driving mechanisms and reversely rotate, at this time, two belt transmission assemblies are respectively connected with the rotating spindles of the two aircrafts, and further the first propeller rotating shaft and the second propeller rotating shaft are driven to reversely rotate.
In this embodiment, the two belt driving assemblies are of a conventional belt driving structure, that is, two pulleys are matched with a synchronous belt.
In this embodiment, referring to fig. 6-9, in order to solve the belt transmission reversing problem, the first belt transmission assembly 1100 includes a first synchronizing wheel 1110, a second synchronizing wheel 1120, a first synchronizing belt 1130, a first reversing wheel 1140 and a second reversing wheel 1150;
The first synchronizing wheel 1110 is arranged on the main rotating shaft 4000 of the aircraft, the second synchronizing wheel 1120 is arranged on the first propeller rotating shaft 2000, the first reversing wheel 1140 and the second reversing wheel 1150 are both rotatably arranged on the frame 5000, the first reversing wheel 1140 and the second reversing wheel 1150 are respectively arranged on two sides of the first synchronizing wheel 1110, a first gap 1160 is arranged between the first reversing wheel 1140 and the first synchronizing wheel 1110, and a second gap 1170 is arranged between the second reversing wheel 1150 and the first synchronizing wheel 1110;
The first timing belt 1130 has one end wound around the second timing wheel 1120 and the other end wound around the first timing wheel 1110 via the first gap 1160 and the second gap 1170 and wound around the first reverse wheel 1140 and the second reverse wheel 1150, respectively.
Specifically, the outer sides of the first synchronizing wheel 1110, the second synchronizing wheel 1120, the first reversing wheel 1140 and the second reversing wheel 1150 are respectively provided with meshing teeth;
The outer side of the first timing belt 1130 contacts the first timing wheel 1110, and the inner side thereof contacts the first reversing wheel 1140 and the second reversing wheel 1150 via the first gap 1160 and the second gap 1170, respectively.
It should be noted that, the rotating main shaft of the aircraft refers to a power distribution shaft of the aircraft, in an actual use process, the driving mechanism firstly transmits power to the rotating main shaft, and then the rotating main shaft rotates to distribute the power to the rotating shafts of the propellers.
It should be noted that, referring to fig. 9, in order to make the first timing belt 1130 in a tensioned state when passing through the first gap 1160 and the second gap 1170, in this embodiment, a distance from the aircraft rotating main shaft 4000 to the first propeller shaft 2000 is smaller than a distance from the rotation center of the first reverse wheel 1140 to the first propeller shaft 2000, and a distance from the aircraft rotating main shaft 4000 to the first propeller shaft 2000 is smaller than a distance from the rotation center of the second reverse wheel 1150 to the first propeller shaft 2000.
In this embodiment, referring to fig. 8, the widths of the first gap 1160 and the second gap 1170 are the same, the first synchronous belt 1130 is S-shaped and bypasses the first reverse wheel 1140, the first synchronous wheel 1110 and the second reverse wheel 1150, and when the aircraft rotating main shaft 4000 drives the first synchronous wheel 1110 to rotate clockwise, the first synchronous belt 1130 is driven to rotate counterclockwise due to the contact between the first synchronous wheel 1110 and the outside of the first synchronous belt 1130, and the first reverse wheel 1140, the second reverse wheel 1150 and the second synchronous wheel 1120 are driven to rotate counterclockwise due to the contact between the first reverse wheel 1140, the second reverse wheel 1150 and the second synchronous wheel 1120 and the inside of the first synchronous belt 1130, so that the first reverse wheel 1140, the second reverse wheel 1150 and the second synchronous wheel 1120 rotate counterclockwise, and the aircraft rotating main shaft 4000 rotates reversely to the first propeller shaft 2000.
Through the above design, the first and second reverse wheels 1140 and 1150 can be utilized to tighten the first synchronous belt 1130, so that the outer side of the first synchronous belt 1130 and the outer side of the first synchronous wheel 1110 can be in close contact, and the first synchronous wheel 1110 drives the first synchronous belt 1130 to move reversely, thereby realizing reverse power transmission.
In other embodiments, the first synchronizing wheel 1110, the second synchronizing wheel 1120, the first reverse wheel 1140 and the second reverse wheel 1150 may be common smooth synchronizing wheels, and the first timing belt 1130 may be a common timing belt, and may rely on friction to achieve power transmission.
Further, referring to fig. 11-13, in order to ensure that the first synchronous belt 1130 is kept in a tensioned state at all times, a first tensioning assembly 1300 for adjusting the tensioning of the first synchronous belt 1130 is specifically added in this embodiment;
The first tensioning assembly 1300 includes a first support portion 1310, a first support shaft 1320, and a first support spring 1330, wherein the first support shaft 1320 is movably disposed on the frame 5000, the first support portion 1310 is connected to the first support shaft 1320, the first reverse wheel 1140 is rotatably disposed on the first support shaft 1320, one end of the first support spring 1330 is connected to the first support portion 1310, and the other end is connected to the frame 5000, and the first support spring 1330 can drive the first support shaft 1320 to move toward a side far from the first propeller rotation shaft 2000 so as to tighten the first synchronous belt 1130.
Specifically, the rack 5000 is provided with a supporting frame 5100 for supporting the first tensioning assembly 1300, the supporting frame 5100 has a first side wall 5110, a second side wall 5120, a third side wall 5130 and a fourth side wall 5140, wherein the first side wall 5110 and the second side wall 5120 are oppositely disposed, the third side wall 5130 and the fourth side wall 5140 are oppositely disposed, and a plane on which the first side wall 5110 and the second side wall 5120 are located is parallel to the ground;
In this embodiment, the first side wall 5110 and the second side wall 5120 are provided with a bar-shaped groove 5150 for installing the first supporting shaft 1320, and the central axis of the bar-shaped groove 5150 is perpendicular to the first propeller shaft 2000;
The first supporting part 1310 includes a first connecting part 1311, a second connecting part 1312 and a third connecting part 1313 connected in sequence, wherein the first connecting part 1311 and the third connecting part 1313 are arranged at two ends of the second connecting part 1312 in parallel, one ends of the first connecting part 1311 and the third connecting part 1313, which are far away from the second connecting part 1312, are respectively connected with two ends of the first supporting shaft 1320, the first reverse wheel 1140 is positioned between the first connecting part 1311 and the second connecting part 1312, one end of the first supporting spring 1330 is connected with the third side wall 5130 or the fourth side wall 5140, and the other end is connected with the second connecting part 1312.
It should be noted that, in order not to affect the normal rotation of the first reverse wheel 1140, the length of the first connecting portion 1311 and the third connecting portion 1313 is greater than the radius of the first reverse wheel 1140.
It should be noted that, when the first support portion 1310 is located at a side close to the first propeller shaft 2000, the first support spring 1330 employs a compression spring, and the first support shaft 1320 is driven to move toward a side far from the first propeller shaft 2000 by the tension of the spring, so as to interact with the first synchronizing wheel 1110 to tighten the first synchronizing belt 1130, and when the first support portion 1310 is located at a side far from the first propeller shaft 2000, the first support spring 1330 employs an extension spring, and the first support shaft 1320 is driven to move toward a side far from the first propeller shaft 2000 by the tension of the spring, so as to interact with the first synchronizing wheel 1110 to tighten the first synchronizing belt 1130.
Through the design, the first synchronous belt 1130 can be kept in a tensioning state by utilizing the first tensioning assembly 1300 at any time, so that the stability of the transmission mechanism 1000 and the stable operation of the aircraft are ensured.
In this embodiment, referring to fig. 10, the second belt transmission assembly 1200 includes a third synchronizing wheel 1210, a fourth synchronizing wheel 1220 and a second synchronizing belt 1230, wherein the third synchronizing wheel 1210 is disposed on the main rotating shaft 4000 of the aircraft, the fourth synchronizing wheel 1220 is disposed on the second rotating shaft 3000 of the propeller, and the second synchronizing belt 1230 bypasses the third synchronizing wheel 1210 and the fourth synchronizing wheel 1220, respectively.
In order to enhance the transmission efficiency of the transmission assembly, the outer sides of the third synchronizing wheel 1210 and the fourth synchronizing wheel 1220 are also provided with meshing teeth, and the second synchronizing belt 1230 adopts a single-sided toothed synchronizing belt to perform transmission in a meshing manner.
In actual use, the power of the first driving mechanism and the second driving mechanism drives the rotating main shaft 4000 of the aircraft to rotate at first, so that the first synchronous wheel 1110 and the third synchronous wheel 1210 rotate in the same direction at the same time, the outer side of the first synchronous wheel 1110 is meshed with the outer side of the first synchronous belt 1130, so that the rotating direction of the first synchronous belt 1130 is opposite to the rotating direction of the first synchronous wheel 1110, the second synchronous wheel 1120 is meshed with the inner side of the first synchronous belt 1130, so that the rotating direction of the second synchronous wheel 1120 is the same as the rotating direction of the first synchronous belt 1130, and the first synchronous wheel 1110 and the second synchronous wheel 1120 rotate in opposite directions, so that the first propeller shaft 2000 drives the first propeller to rotate in opposite directions, and the third synchronous wheel 1210 and the fourth synchronous wheel 1220 rotate in the same direction as the inner side of the second synchronous belt 1230, so that the second propeller shaft 3000 drives the second propeller to rotate in the forward direction, so as to realize the reverse rotation requirement of the first propeller and the second propeller.
In addition, referring to fig. 1-3, in the present embodiment, the first driving mechanism 6100 includes a first engine 6140, a fifth synchronizing wheel 6110, a sixth synchronizing wheel 6120 and a third synchronizing belt 6130, wherein the fifth synchronizing wheel 6110 is disposed on the rotating main shaft 4000 of the aircraft, the sixth synchronizing wheel 6120 is disposed on the output shaft of the first engine 6140, and the third synchronizing belt 6130 bypasses the fifth synchronizing wheel 6110 and the sixth synchronizing wheel 6120, respectively.
The second driving mechanism comprises a second engine 6340, a seventh synchronizing wheel 6310, an eighth synchronizing wheel 6320 and a fourth synchronizing belt 6330, wherein the seventh synchronizing wheel 6310 is arranged on the main rotating shaft 4000 of the aircraft, the eighth synchronizing wheel 6320 is arranged on an output shaft of the second engine 6340, and the fourth synchronizing belt 6330 bypasses the seventh synchronizing wheel 6310 and the eighth synchronizing wheel 6320 respectively.
In order to enhance the transmission efficiency of the transmission assembly, the outer sides of the fifth synchronizing wheel 6110, the sixth synchronizing wheel 6120, the seventh synchronizing wheel 6310 and the eighth synchronizing wheel 6320 are also provided with meshing teeth, and the third synchronizing belt 6130 and the fourth synchronizing belt 6330 adopt single-sided toothed synchronizing belts and perform transmission in a meshing manner.
In addition, in order to ensure the tensioning of the third synchronous belt 6130 and the fourth synchronous belt 6330, in this embodiment, a second tensioning assembly 6200 is specially added, referring to fig. 14, the second tensioning assembly 6200 includes a support column 6210, a rotating arm 6220, a torsion spring 6230 and a pinch roller 6240;
The support column 6210 is arranged on the frame 5000, the rotating arm 6220 and the rotating support column 6210 are arranged, the pressing wheel 6240 is arranged at one end of the rotating arm 6220 far away from the support column 6210, and the torsion spring 6230 is arranged at the rotating position of the rotating arm 6220 and the support column 6210.
When the torsion spring 6230 is in a natural state, the two pressing wheels 6240 press the third timing belt 6130 and the fourth timing belt 6330, respectively.
It should be noted that, the position of the second tensioning assembly 6200 may be adjusted according to the actual installation space, as long as it can compress the third timing belt 6130 and the fourth timing belt 6330.
It should be noted that the torsion spring 6230 is mounted at the rotation position of the rotation arm 6220, which is a conventional technical means and will not be described herein.
In addition, in the present embodiment, the tension adjustment of the second timing belt 1230 can also employ the second tensioning assembly 6200 as described above, or a conventional tension adjustment structure in the prior art.
The working principle of the aircraft driving system is that first, a first driving mechanism 6100 and a second driving mechanism 6300 are utilized to respectively drive a fifth synchronous wheel 6110 and a seventh synchronous wheel 6310 to rotate, a third synchronous belt 6130 and a fourth synchronous belt 6430 are utilized to drive an aircraft rotating main shaft 4000 to rotate at the same time, the aircraft rotating main shaft 4000 is subjected to power distribution through a first belt transmission assembly 1100 and a second belt transmission assembly 1200, power is transmitted to a first propeller rotating shaft 2000 and a second propeller rotating shaft 3000 to rotate, and based on the reverse characteristic of the first belt transmission assembly 1100, the first propeller rotating shaft 2000 and the second propeller rotating shaft 3000 are reversely rotated, and then the first propeller and the second propeller are reversely rotated.
In summary, the power output of the power system 6000 of the aircraft is stable and the power is strong, and the power distribution of the aircraft can be effectively performed, so that the output stability of the power unit of the aircraft is further improved.
The above description is only of the preferred embodiments of the present utility model and is not intended to limit the present utility model, but various modifications and variations can be made to the present utility model by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present utility model should be included in the protection scope of the present utility model.
Claims (10)
1. An aircraft power system, comprising:
the first driving mechanism is connected with the rotating main shaft of the aircraft;
A second driving mechanism connected with the rotating main shaft of the aircraft, and
The transmission mechanism is connected with the rotating main shaft of the aircraft and is used for synchronously transmitting the rotating force to the first propeller rotating shaft and the second propeller rotating shaft so as to enable the first propeller rotating shaft and the second propeller rotating shaft to reversely rotate.
2. The aircraft power system according to claim 1, wherein the transmission mechanism comprises a first belt transmission assembly and a second belt transmission assembly, wherein the first belt transmission assembly is connected with a first propeller rotating shaft to drive the first propeller rotating shaft to rotate;
The power transmitted by the first belt transmission assembly and the power transmitted by the second belt transmission assembly are opposite in direction, so that the first propeller rotating shaft and the second propeller rotating shaft reversely rotate.
3. The aircraft power system according to claim 2, wherein the first belt drive assembly comprises a first synchronizing wheel, a second synchronizing wheel, a first synchronizing belt, a first reversing wheel, and a second reversing wheel;
The first synchronizing wheel is arranged on the rotating main shaft of the aircraft, the second synchronizing wheel is arranged on the rotating shaft of the first propeller, the first reversing wheel and the second reversing wheel are both rotatably arranged on the frame, the first reversing wheel and the second reversing wheel are respectively positioned on two sides of the first synchronizing wheel, a first gap is reserved between the first reversing wheel and the first synchronizing wheel, and a second gap is reserved between the second reversing wheel and the first synchronizing wheel;
One end of the first synchronous belt bypasses the second synchronous wheel, and the other end bypasses the first synchronous wheel, passes through a first gap and a second gap and then bypasses the first reverse wheel and the second reverse wheel respectively.
4. The aircraft power system of claim 3, wherein the first synchronizing wheel, the second synchronizing wheel, the first reversing wheel and the second reversing wheel are provided with meshing teeth on the outer sides;
The outer side of the first synchronous belt is contacted with the first synchronous wheel, and the inner side of the first synchronous belt is contacted with the first reverse wheel and the second reverse wheel after passing through the first gap and the second gap.
5. The aircraft power system according to claim 3, further comprising a first tensioning assembly for adjusting the tensioning of the first timing belt.
6. The aircraft power system of claim 5, wherein the first tensioning assembly includes a first support portion, a first support shaft and a first support spring, the first support shaft is movably disposed on the frame, the first support portion is connected to the first support shaft, the first reversing wheel is rotatably disposed on the first support shaft, one end of the first support spring is connected to the first support portion, the other end of the first support spring is connected to the frame, and the first support spring drives the first support shaft to move toward a side away from the first propeller shaft to tension the first synchronous belt.
7. The aircraft power system according to claim 2, wherein the second belt drive assembly includes a third synchronizing wheel provided to the main axis of rotation of the aircraft, a fourth synchronizing wheel provided to the second propeller shaft, and a second timing belt bypassing the third and fourth synchronizing wheels, respectively.
8. The aircraft power system according to claim 1, wherein the first drive mechanism comprises a first engine, a fifth synchronizing wheel, a sixth synchronizing wheel and a third synchronizing belt, the fifth synchronizing wheel is arranged on the main rotating shaft of the aircraft, the sixth synchronizing wheel is arranged on an output shaft of the first engine, and the third synchronizing belt bypasses the fifth synchronizing wheel and the sixth synchronizing wheel respectively;
The second driving mechanism comprises a second engine, a seventh synchronizing wheel, an eighth synchronizing wheel and a fourth synchronizing belt, wherein the seventh synchronizing wheel is arranged on the rotating main shaft of the aircraft, the eighth synchronizing wheel is arranged on the output shaft of the second engine, and the fourth synchronizing belt bypasses the seventh synchronizing wheel and the eighth synchronizing wheel respectively.
9. The aircraft power system according to claim 8, further comprising a second tensioning assembly comprising a support column, a swivel arm, a torsion spring, and a pinch wheel;
The support column is located the frame, the rotor arm with rotate and locate the support column, the pinch roller is located the rotor arm is kept away from the one end of support column, torsion spring locates the rotor arm with the rotation department of support column.
10. The aircraft power system according to claim 9, wherein both of the second tensioning assemblies are provided to the frame, and both of the pinch rollers pinch the third timing belt and the fourth timing belt, respectively, when the torsion spring is in a natural state.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202410573685.2A CN118124809A (en) | 2024-05-10 | 2024-05-10 | Aircraft drive mechanism and driving system |
| CN2024105736852 | 2024-05-10 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN223267045U true CN223267045U (en) | 2025-08-26 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202410573685.2A Pending CN118124809A (en) | 2024-05-10 | 2024-05-10 | Aircraft drive mechanism and driving system |
| CN202422790182.9U Active CN223237943U (en) | 2024-05-10 | 2024-11-15 | Aircraft drive mechanism |
| CN202422787345.8U Active CN223267045U (en) | 2024-05-10 | 2024-11-15 | An aircraft power system |
Family Applications Before (2)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202410573685.2A Pending CN118124809A (en) | 2024-05-10 | 2024-05-10 | Aircraft drive mechanism and driving system |
| CN202422790182.9U Active CN223237943U (en) | 2024-05-10 | 2024-11-15 | Aircraft drive mechanism |
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| Country | Link |
|---|---|
| CN (3) | CN118124809A (en) |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105460213A (en) * | 2015-12-21 | 2016-04-06 | 江苏艾锐泰克无人飞行器科技有限公司 | Multi-rotary-wing single-motor driving structure and unmanned aerial vehicle |
| CN211253012U (en) * | 2019-12-18 | 2020-08-14 | 张志衡 | Multi-axis aircraft |
| CN214112864U (en) * | 2020-12-29 | 2021-09-03 | 南京华航翼飞行器技术有限公司 | Rotor pre-rotation operating device of autorotation rotorcraft |
| CN113148194A (en) * | 2021-03-23 | 2021-07-23 | 河南三和航空工业有限公司 | Transmission mechanism of tandem type electric double-rotor unmanned aerial vehicle |
| JP6932411B1 (en) * | 2021-05-07 | 2021-09-08 | アラセ・アイザワ・アエロスパシアル合同会社 | Unmanned aircraft engine equipment |
| CN117734933A (en) * | 2023-12-15 | 2024-03-22 | 成都胜澜创新科技有限责任公司 | An aircraft power system |
-
2024
- 2024-05-10 CN CN202410573685.2A patent/CN118124809A/en active Pending
- 2024-11-15 CN CN202422790182.9U patent/CN223237943U/en active Active
- 2024-11-15 CN CN202422787345.8U patent/CN223267045U/en active Active
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| Publication number | Publication date |
|---|---|
| CN223237943U (en) | 2025-08-19 |
| CN118124809A (en) | 2024-06-04 |
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