CN118182847A - Aircraft drive mechanism, transmission system and aircraft - Google Patents
Aircraft drive mechanism, transmission system and aircraft Download PDFInfo
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- CN118182847A CN118182847A CN202410613206.5A CN202410613206A CN118182847A CN 118182847 A CN118182847 A CN 118182847A CN 202410613206 A CN202410613206 A CN 202410613206A CN 118182847 A CN118182847 A CN 118182847A
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Abstract
The invention relates to the field of aircrafts, in particular to an aircraft transmission mechanism, a transmission system and an aircraft; wherein, an aircraft drive mechanism relates to the aircraft field, includes: the transmission bevel gear, the first transmission assembly and the second transmission assembly are rotatably arranged on the machine body; the first transmission assembly is connected with the transmission bevel gear and the first propeller shaft to transmit power to the first propeller shaft so as to enable the first propeller shaft to rotate; the second transmission assembly is connected with the transmission bevel gear and the second propeller shaft to transmit power to the second propeller shaft so that the rotation direction of the second propeller shaft is opposite to that of the first propeller shaft. The aircraft is driven to rotate by the independent power source, so that the weight and cost of the aircraft are greatly reduced, and the control difficulty of the rotating speed of the propellers is effectively reduced.
Description
Technical Field
The invention relates to the field of aircrafts, in particular to an aircraft transmission mechanism, a transmission system and an aircraft.
Background
At present, the driving of a plurality of propellers of the existing multi-rotor aircraft is respectively carried out through a plurality of motors, so that the overall weight of the aircraft is increased, and in order to ensure the stability of the aircraft, the synchronous control requirement on the rotation speed of each motor is higher.
In view of this, the present application has been made.
Disclosure of Invention
A first object of the present invention is to provide an aircraft transmission mechanism that drives a plurality of propellers to rotate simultaneously by means of separate power sources, which greatly reduces the weight and cost of the aircraft and effectively reduces the difficulty in controlling the rotational speed of the propellers.
The second object of the invention is to provide an aircraft transmission system, which has high transmission efficiency, ensures that each propeller can rotate at the same rotation speed, and the reverse rotation of the adjacent propellers counteracts the reverse torsion force so as to ensure the stability of a heading shaft when the aircraft flies.
A third object of the invention is to provide an aircraft which is light in weight, low in cost and stable.
The invention is realized in the following way:
An aircraft transmission, comprising: the transmission bevel gear, the first transmission assembly and the second transmission assembly are rotatably arranged on the machine body; the first transmission assembly is connected with the transmission bevel gear and the first propeller shaft to transmit power to the first propeller shaft so as to enable the first propeller shaft to rotate;
The second transmission assembly is connected with the transmission bevel gear and the second propeller shaft to transmit power to the second propeller shaft so that the rotation direction of the second propeller shaft is opposite to that of the first propeller shaft.
Further, the first transmission assembly comprises a first transmission shaft, a first bevel gear, a second bevel gear and a third bevel gear;
the first transmission shaft is rotatably arranged on the machine body, the third bevel gear is arranged on the first propeller shaft, and the first bevel gear and the second bevel gear are respectively arranged at two ends of the first transmission shaft and are respectively meshed with the transmission bevel gear and the third bevel gear.
Further, the first transmission shaft comprises a first connecting section and a second connecting section which are detachably connected, the first umbrella tooth is arranged at one end of the first connecting section far away from the second connecting section, and the second umbrella tooth is arranged at one end of the second connecting section far away from the first connecting section.
Further, the second transmission assembly comprises a second transmission shaft, a fourth bevel gear, a fifth bevel gear and a sixth bevel gear;
The second transmission shaft is rotatably arranged on the machine body, the sixth bevel gear is arranged on the second propeller shaft, and the fourth bevel gear and the fifth bevel gear are respectively arranged at two ends of the second transmission shaft and are respectively meshed with the transmission bevel gear and the sixth bevel gear; and the tooth surface of the sixth bevel gear faces the opposite direction to the tooth surface of the third bevel gear.
Further, the second transmission shaft comprises a third connecting section and a fourth connecting section which are detachably connected, the fourth umbrella tooth is arranged at one end of the third connecting section far away from the fourth connecting section, and the fifth umbrella tooth is arranged at one end of the fourth connecting section far away from the third connecting section.
Further, the two first transmission assemblies are arranged in an axisymmetric way by taking the vertical central axis of the transmission bevel gear as an axis; the two second transmission assemblies are symmetrically arranged by taking the vertical central axis of the aircraft as an axis; and the included angle A between the first transmission assembly and the second transmission assembly which are positioned at adjacent positions is larger than 0 degrees.
An aircraft transmission system comprising: the driving mechanism is used for driving the transmission bevel gear to rotate;
The driving mechanism comprises a first belt pulley, a second belt pulley, a driving shaft and driving bevel gears, wherein the first belt pulley is arranged on an output shaft of the engine, the second belt pulley is arranged at one end of the driving shaft, and the first belt pulley is connected with the second belt pulley through a belt; the driving bevel gear is arranged at one end of the driving shaft far away from the second belt pulley, and is meshed with the transmission bevel gear so as to transmit the rotating force of the engine to the transmission bevel gear.
An aircraft, comprising: the first propeller assembly, the second propeller assembly and the aircraft transmission system; the first propeller assembly and the second propeller assembly are respectively arranged on the first propeller shaft and the second propeller shaft;
The first propeller assembly is provided with a plurality of first propeller blades which are uniformly arranged on the first propeller shaft by taking the central axis of the first propeller shaft as an axis;
the second propeller assembly is provided with a plurality of second propeller blades which are uniformly arranged on the second propeller shaft by taking the central axis of the second propeller shaft as the shaft;
a plurality of first propeller blades and second propeller blades positioned at adjacent positions are staggered.
Further, the first propeller assembly further comprises a first variable-pitch member, the first variable-pitch member is arranged on the first propeller shaft, and the plurality of first propeller blades are detachably arranged on the first variable-pitch member;
The second propeller assembly further comprises a second pitch changing member provided to the second propeller shaft, and a plurality of second propeller blades are detachably provided to the second pitch changing member.
Further, the aircraft comprises a first shaft sleeve and a second shaft sleeve for supporting the first transmission shaft and the second transmission shaft, and the first shaft sleeve and the second shaft sleeve are arranged on the fuselage;
the first shaft sleeve is sleeved on the first transmission shaft and supports the first transmission shaft through a bearing; the second shaft sleeve is sleeved on the second transmission shaft and supports the second transmission shaft through a bearing.
The beneficial effects of the invention are as follows:
according to the invention, the first transmission assembly and the second transmission assembly can be driven to rotate simultaneously by rotating the transmission bevel gear, and then the power with the same rotation speed is transmitted to the first propeller shaft and the second propeller shaft simultaneously, so that the overall weight is greatly reduced, the control difficulty of the rotation speeds of the first propeller shaft and the second propeller shaft is reduced, and the stability of an aircraft is further improved; and when power is transmitted to the first propeller shaft and the second propeller shaft through the first transmission assembly and the second transmission assembly respectively, the rotation directions of the first propeller shaft and the second propeller shaft are opposite, so that the torsion force during high-speed rotation is counteracted, and the stability of the aircraft is further ensured.
In general, the aircraft transmission mechanism provided by the invention drives a plurality of propellers to rotate simultaneously through an independent power source, so that the weight and cost of the aircraft are greatly reduced, and the control difficulty of the rotating speed of the propellers is effectively reduced.
The aircraft transmission system provided by the invention is realized based on the transmission mechanism, has high transmission efficiency, ensures that each propeller can rotate at the same rotation speed, and the reverse rotation of the adjacent propellers counteracts the reverse torsion force so as to ensure the stability of a heading shaft when the aircraft flies.
The aircraft provided by the invention is realized based on the transmission system, and has the advantages of light weight, low cost and strong stability.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, 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 invention 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 transmission provided in an embodiment of the present invention;
FIG. 2 is a front view of an aircraft transmission provided in an embodiment of the invention;
FIG. 3 is a schematic view of a portion of an aircraft transmission provided in an embodiment of the present invention;
FIG. 4 is a perspective view of an aircraft drivetrain provided in an embodiment of the present invention;
FIG. 5 is a schematic structural view of an aircraft drivetrain provided in an embodiment of the present invention;
Fig. 6 is a schematic structural diagram of a driving mechanism according to an embodiment of the present invention;
FIG. 7 is a schematic structural view of an aircraft according to an embodiment of the present invention;
Fig. 8 is a schematic structural view of a first propeller assembly according to an embodiment of the present invention;
fig. 9 is a schematic structural view of a second propeller assembly according to an embodiment of the present invention.
Icon: 100-transmission mechanism;
110-drive bevel gear, 120-first drive assembly, 121-first drive shaft, 1211-first connection section, 1212-second connection section, 122-first bevel gear, 123-second bevel gear, 124-third bevel gear, 130-second drive assembly, 131-second drive shaft, 1311-third connection section, 1312-fourth connection section, 132-fourth bevel gear, 133-fifth bevel gear, 134-sixth bevel gear;
1000-a transmission system;
200-a driving mechanism; 210-a first pulley, 220-a second pulley, 230-a drive shaft, 240-a drive bevel gear;
2000-aircraft;
2100-first propeller assembly, 2101-first propeller blade, 2102-first pitch-changing member, 2200-second propeller assembly, 2201-second propeller blade, 2202-second pitch-changing member, 2300-first shaft sleeve, 2400-second shaft sleeve, 2500-fuselage, 2600-first propeller shaft, 2700-second propeller shaft.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. The components of the embodiments of the present invention 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 invention, as presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
It should be noted that: like reference numerals and letters denote 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 invention, 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 invention 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 invention. 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 invention, 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; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
Specific examples:
Referring to fig. 1-3, the present embodiment provides an aircraft transmission mechanism 100, including: the transmission umbrella teeth 110, the first transmission assembly 120 and the second transmission assembly 130, wherein the transmission umbrella teeth 110 can be rotatably arranged on the machine body 2500; the first transmission assembly 120 connects the transmission bevel gear 110 and the first propeller shaft 2600 to transmit power to the first propeller shaft 2600 to rotate the first propeller shaft 2600;
The second transmission assembly 130 connects the transmission bevel gear 110 and the second propeller shaft 2700 to transmit power to the second propeller shaft 2700 such that the second propeller shaft 2700 rotates in a direction opposite to that of the first propeller shaft 2600.
It should be noted that, to ensure stability of the aircraft 2000, the center of the gear bevel 110 is located on the central axis of the aircraft 2000.
It should be noted that, to ensure balance of the aircraft 2000, the first transmission assembly 120 and the second transmission assembly 130 are symmetrically disposed on two sides of the transmission bevel 110.
The first transmission assembly 120 and the second transmission assembly 130 can be driven to rotate simultaneously by rotating the transmission bevel gear 110, and then the power with the same rotation speed is transmitted to the first propeller shaft 2600 and the second propeller shaft 2700 simultaneously, so that the overall weight is greatly reduced, the control difficulty of the rotation speeds of the first propeller shaft 2600 and the second propeller shaft 2700 is reduced, and the stability of the aircraft 2000 is further improved; and when power is transmitted to the first propeller shaft 2600 and the second propeller shaft 2700 through the first transmission assembly 120 and the second transmission assembly 130, respectively, the rotation directions of the first propeller shaft 2600 and the second propeller shaft 2700 are opposite, thereby counteracting the torsion force during high-speed rotation and further ensuring the stability of the aircraft 2000.
In general, the present embodiment of the present invention provides an aircraft transmission mechanism 100, which drives a plurality of propellers to rotate simultaneously by using separate power sources, so as to greatly reduce the weight and cost of the aircraft 2000 and effectively reduce the difficulty in controlling the rotational speed of the propellers.
Specifically, in the present embodiment, the first transmission assembly 120 includes a first transmission shaft 121, a first bevel gear 122, a second bevel gear 123, and a third bevel gear 124;
The first transmission shaft 121 is rotatably disposed on the main body 2500, the third bevel gear 124 is disposed on the first propeller shaft 2600, and the first bevel gear 122 and the second bevel gear 123 are disposed on two ends of the first transmission shaft 121 and are engaged with the transmission bevel gear 110 and the third bevel gear 124, respectively.
The second transmission assembly 130 includes a second transmission shaft 131, a fourth bevel gear 132, a fifth bevel gear 133, and a sixth bevel gear 134;
the second transmission shaft 131 is rotatably arranged on the machine body 2500, the sixth bevel gear 134 is arranged on the second propeller shaft 2700, and the fourth bevel gear 132 and the fifth bevel gear 133 are respectively arranged at two ends of the second transmission shaft 131 and meshed with the transmission bevel gear 110 and the sixth bevel gear 134 respectively; and the tooth face of the sixth bevel tooth 134 is oriented opposite to the tooth face of the third bevel tooth 124.
In this embodiment, the plane of the transmission bevel gear 110 is parallel to the horizontal plane, the central axes of the first transmission shaft 121 and the second transmission shaft are parallel to the horizontal plane, and the first transmission shaft 121 and the second transmission shaft 131 are located at the same horizontal plane.
Since the first and second transmission assemblies 120 and 130 are respectively disposed at both sides of the transmission bevel gear 110, when the transmission bevel gear 110 rotates in one direction (clockwise), the rotation direction is changed by the first and second bevel gears 122 and 123 and the rotation force is transmitted to the first and second transmission shafts 121 and 131, and at this time, the rotation directions of the first and second transmission shafts 121 and 131 are opposite; when the tooth surface of the third bevel gear 124 faces downward, the first transmission shaft 121 transmits power to the first propeller shaft 2600 through the second bevel gear 123 and the third bevel gear 124, and the first propeller shaft 2600 rotates clockwise; at this time, when the tooth surface of the sixth bevel gear 134 is directed upward, the second transmission shaft 131 transmits power to the second propeller shaft 2700 through the fourth bevel gear 132 and the fifth bevel gear 133, and the second propeller shaft 2700 rotates counterclockwise.
Through the above design, the force of the rotation of the transmission bevel gear 110 can be transmitted to the first propeller shaft 2600 by using the first bevel gear 122, the first transmission shaft 121, the second bevel gear 123 and the third bevel gear 124, the force of the rotation of the transmission bevel gear 110 can be transmitted to the second propeller shaft 2700 by using the fourth bevel gear 132, the second transmission shaft 131, the fifth bevel gear 133 and the sixth bevel gear 134, and the principle that the tooth surfaces of the third bevel gear 124 and the sixth bevel gear 134 face opposite to each other is adopted, so that the first propeller shaft 2600 and the second propeller shaft 2700 reversely rotate, and the effect of counteracting the torsion force is achieved, so that the aircraft 2000 is more stable.
In other embodiments, two sets of first transmission assemblies 120 and two sets of second transmission assemblies 130 (i.e., quad-rotor aircraft) may be designed, where it is necessary to ensure that the two first propeller shafts 2600 that are symmetrically disposed rotate in the same direction and the two second propeller shafts 2700 that are symmetrically disposed rotate in opposite directions to the first propeller shafts 2600 in order to ensure stability of the aircraft.
At this time, the two first transmission assemblies 120 are symmetrically disposed on two sides of the transmission bevel gear 110, the two second transmission assemblies 130 are symmetrically disposed on the other two sides of the transmission bevel gear 110, that is, the first transmission assemblies 120 and the second transmission assemblies 130 are alternately disposed along the circumferential direction of the transmission bevel gear 110, and the included angle a between the first transmission assemblies 120 and the second transmission assemblies 130 at adjacent positions is greater than 0 °, preferably 90 °.
The purpose of this design is that, since the two sets of first transmission assemblies 120 are respectively provided at both sides of the transmission bevel gear 110, when the transmission bevel gear 110 rotates in one direction (clockwise), the rotation direction is changed by the first bevel gear 122 and the second bevel gear 123, and the rotation force is transmitted to the two first transmission shafts 121, and at this time, the rotation directions of the two first transmission shafts 121 are opposite; since the tooth surfaces of the third bevel gears 124 in the two first transmission assemblies 120 are facing downward, the rotational directions of the two first propeller shafts 2600 are both clockwise. The same is true for the two sets of second transmission assemblies 130, which are not described in detail herein. Since the first transmission assembly 120 and the second transmission assembly 130 are alternately arranged along the circumference of the driving bevel gear 110, it is ensured that the torsion forces cancel each other.
In addition, in this embodiment, the second bevel gear 123 is meshed with a side of the third bevel gear 124 near the driving bevel gear 110, and the fifth bevel gear 133 is meshed with a side of the sixth bevel gear 134 near the driving bevel gear 110, so as to avoid that the meshing positions are different and the direction of the rotation force is changed again.
Further, in order to occupy a smaller space during transportation, in this embodiment, the first transmission shaft 121 includes a first connecting section 1211 and a second connecting section 1212 which are detachably connected, the first umbrella tooth 122 is disposed at an end of the first connecting section 1211 away from the second connecting section 1212, and the second umbrella tooth 123 is disposed at an end of the second connecting section 1212 away from the first connecting section 1211.
The second transmission shaft 131 includes a third connecting section 1311 and a fourth connecting section 1312 which are detachably connected, the fourth bevel gear 132 is disposed at one end of the third connecting section 1311 far away from the fourth connecting section 1312, and the fifth bevel gear 133 is disposed at one end of the fourth connecting section 1312 far away from the third connecting section 1311.
The first connecting section 1211 and the second connecting section 1212 are connected by a coupling, and the third connecting section 1311 and the fourth connecting section 1312 are connected by a coupling.
In summary, according to the aircraft transmission mechanism 100 provided by the embodiment of the invention, the plurality of propellers are simultaneously driven to rotate by the independent power source, so that the weight and cost of the aircraft 2000 are greatly reduced, and the control difficulty of the rotational speed of the propellers is effectively reduced.
Referring to fig. 4-6, the present embodiment further provides an aircraft transmission system 1000, including: the driving mechanism 200 and the transmission mechanism 100 are arranged, and the driving mechanism 200 is used for driving the transmission bevel gear 110 to rotate;
The driving mechanism 200 comprises a first belt pulley 210, a second belt pulley 220, a driving shaft 230 and driving bevel gears 240, wherein the first belt pulley 210 is arranged on an output shaft of the engine, the second belt pulley 220 is arranged on one end of the driving shaft 230, and the first belt pulley 210 and the second belt pulley 220 are connected through a belt; the driving bevel gear 240 is provided at an end of the driving shaft 230 remote from the second pulley 220, and the driving bevel gear 240 is engaged with the driving bevel gear 110 to transmit the rotational force of the engine to the driving bevel gear 110.
The first pulley 210, the second pulley 220, and the driving shaft 230 are rotatably disposed on the body 2500, and the engine is disposed on the body 2500.
The rotational force of the engine can be transmitted to the driving shaft 230 through the first pulley 210 and the second pulley 220, and the driving bevel gear 110 is rotated by the driving shaft 230.
The principle of operation of the aircraft transmission 1000 is: the engine rotates, the rotating force is transmitted to the driving shaft 230 through the first belt pulley 210, the second belt pulley 220 and the belt, and then the driving bevel gear 240 is meshed with the driving bevel gear 110 to drive the driving bevel gear 110 to rotate;
The transmission bevel gear 110 rotates by transmitting the force of the rotation of the transmission bevel gear 110 to the first propeller shaft 2600 through the first bevel gear 122, the first transmission shaft 121, the second bevel gear 123 and the third bevel gear 124, transmitting the force of the rotation of the transmission bevel gear 110 to the second propeller shaft 2700 by using the fourth bevel gear 132, the second transmission shaft 131, the fifth bevel gear 133 and the sixth bevel gear 134, and reversely rotating the first propeller shaft 2600 and the second propeller shaft 2700 by the principle that the tooth surfaces of the third bevel gear 124 face to the tooth surfaces of the sixth bevel gear 134.
In summary, the transmission system 1000 of the aircraft provided by the embodiment of the invention has high transmission efficiency, ensures that each propeller can rotate at the same rotation speed, and the reverse rotation of the adjacent propellers counteracts the reverse torque force so as to ensure the stability of the aircraft 2000.
Referring to fig. 7-9, the present embodiment further provides an aircraft 2000, including: first propeller assembly 2100, second propeller assembly 2200, and aircraft 2000 drive train 1000 described above; the first propeller assembly 2100 and the second propeller assembly 2200 are provided to the first propeller shaft 2600 and the second propeller shaft 2700, respectively;
The first propeller assembly 2100 has a plurality of first propeller blades 2101, and the plurality of first propeller blades 2101 are uniformly provided on the first propeller shaft 2600 with the central axis of the first propeller shaft 2600 as the axis;
the second propeller assembly 2200 has a plurality of second propeller blades 2201, and the plurality of second propeller blades 2201 are uniformly arranged on the second propeller shaft 2700 with the central axis of the second propeller shaft 2700 as the axis;
a plurality of first propeller blades 2101 and second propeller blades 2201 located at adjacent positions are staggered.
Note that, the staggered arrangement means that any one first propeller blade 2101 is located between any adjacent second propeller blades 2201.
By the above design, the space dedicated to the aircraft 2000 can be further reduced, and the first propeller blade 2101 and the second propeller blade 2201 do not interfere with each other, thereby having a larger flying force.
In addition, first propeller assembly 2100 further includes a first pitch member 2102, first pitch member 2102 being provided to first propeller shaft 2600, and a plurality of first propeller blades 2101 being detachably provided to first pitch member 2102;
The second propeller assembly 2200 also includes a second pitch member 2202, the second pitch member 2202 being provided to the second propeller shaft 2700, and a plurality of second propeller blades 2201 being detachably provided to the second pitch member 2202.
It should be noted that, the first pitch changing member 2102 and the second pitch changing member 2202 may be configured by a conventional pitch changing system in the prior art, and will not be described herein.
Because the propeller blades of the aircraft 2000 often occupy a larger space when in an inactive state or a transport state, in this embodiment, the first propeller blade 2101 and the second propeller blade 2201 are detachably arranged, so that the transport can be directly removed in the transport process, the space is saved, and the connection part of the first propeller blade 2101 and the first variable-pitch component 2102 can be used as an axis to rotate, so that the first propeller blade 2101 is folded, and the occupied space area is reduced as well; the same is true for the second propeller blade 2201, which is not described in detail herein.
In addition, considering that the first transmission shaft 121 and the second transmission shaft 131 are longer, and the first transmission shaft 121 and the second transmission shaft 131 are not supported better, and shake or even break is not generated, in this embodiment, a first shaft sleeve 2300 and a second shaft sleeve 2400 for supporting the first transmission shaft 121 and the second transmission shaft 131 are specially added, and the first shaft sleeve 2300 and the second shaft sleeve 2400 are both arranged on the machine body 2500;
The first shaft sleeve 2300 is sleeved on the first transmission shaft 121 and supports the first transmission shaft 121 through a bearing; the second shaft sleeve 2400 is sleeved on the second transmission shaft 131, and supports the second transmission shaft 131 through a bearing.
The first shaft sleeve 2300 and the second shaft sleeve 2400 can be machined with high strength, thereby ensuring good support after being installed on the fuselage 2500.
The above description is only of the preferred embodiments of the present invention and is not intended to limit the present invention, but various modifications and variations can be made to the present invention by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. An aircraft transmission, comprising:
the transmission bevel gear is rotatably arranged on the machine body;
A first transmission assembly connecting the transmission bevel gear and a first propeller shaft to transmit power to the first propeller shaft to rotate the first propeller shaft;
And the second transmission assembly is connected with the transmission bevel gear and the second propeller shaft so as to transmit power to the second propeller shaft, so that the rotation direction of the second propeller shaft is opposite to that of the first propeller shaft.
2. The aircraft transmission mechanism of claim 1, wherein the first transmission assembly comprises a first transmission shaft, a first bevel, a second bevel, and a third bevel;
The first transmission shaft is rotatably arranged on the machine body, the third bevel gear is arranged on the first propeller shaft, and the first bevel gear and the second bevel gear are respectively arranged at two ends of the first transmission shaft and are respectively meshed with the transmission bevel gear and the third bevel gear.
3. The aircraft transmission mechanism of claim 2, wherein the first drive shaft includes a first connection section and a second connection section that are detachably connected, the first bevel gear being disposed at an end of the first connection section that is remote from the second connection section, the second bevel gear being disposed at an end of the second connection section that is remote from the first connection section.
4. The aircraft transmission mechanism of claim 2, wherein the second transmission assembly comprises a second transmission shaft, a fourth bevel, a fifth bevel, and a sixth bevel;
The second transmission shaft is rotatably arranged on the machine body, the sixth bevel gear is arranged on the second propeller shaft, and the fourth bevel gear and the fifth bevel gear are respectively arranged at two ends of the second transmission shaft and meshed with the transmission bevel gear and the sixth bevel gear respectively; and the tooth surface of the sixth bevel gear faces the opposite direction to the tooth surface of the third bevel gear.
5. The aircraft transmission mechanism of claim 4, wherein the second drive shaft includes a third connection section and a fourth connection section that are detachably connected, the fourth bevel gear is disposed at an end of the third connection section that is remote from the fourth connection section, and the fifth bevel gear is disposed at an end of the fourth connection section that is remote from the third connection section.
6. The aircraft transmission mechanism of claim 4, wherein two of the first transmission assemblies are disposed axisymmetrically about a vertical central axis of the drive bevel gear; the two second transmission assemblies are symmetrically arranged by taking the vertical central axis of the aircraft as an axis; and an included angle A between the first transmission assembly and the second transmission assembly which are positioned at adjacent positions is larger than 0 degrees.
7. An aircraft transmission system, comprising: a drive mechanism and the transmission mechanism of any one of claims 1-6, the drive mechanism for driving rotation of the drive bevel gear;
The driving mechanism comprises a first belt pulley, a second belt pulley, a driving shaft and driving bevel gears, wherein the first belt pulley is arranged on an output shaft of the engine, the second belt pulley is arranged at one end of the driving shaft, and the first belt pulley is connected with the second belt pulley through a belt; the driving bevel gear is arranged at one end of the driving shaft far away from the second belt pulley, and is meshed with the transmission bevel gear so as to transmit the rotating force of the engine to the transmission bevel gear.
8. An aircraft, comprising: a first propeller assembly, a second propeller assembly, and the aircraft transmission system of claim 7; the first propeller assembly and the second propeller assembly are respectively arranged on the first propeller shaft and the second propeller shaft;
The first propeller assembly is provided with a plurality of first propeller blades, and the plurality of first propeller blades are uniformly arranged on the first propeller shaft by taking the central axis of the first propeller shaft as an axis;
the second propeller assembly is provided with a plurality of second propeller blades, and the plurality of second propeller blades are uniformly arranged on the second propeller shaft by taking the central axis of the second propeller shaft as the shaft;
a plurality of the first propeller blades and the second propeller blades located at adjacent positions are staggered.
9. The aircraft of claim 8, wherein the first propeller assembly further comprises a first pitch member provided to the first propeller shaft, the plurality of first propeller blades being detachably provided to the first pitch member;
the second propeller assembly further comprises a second pitch changing member, the second pitch changing member is arranged on the second propeller shaft, and a plurality of second propeller blades are detachably arranged on the second pitch changing member.
10. The aircraft of claim 8, wherein the aircraft comprises first and second shaft sleeves for supporting the first and second drive shafts, the first and second shaft sleeves each being provided to the fuselage;
The first shaft sleeve is sleeved on the first transmission shaft and supports the first transmission shaft through a bearing; the second shaft sleeve is sleeved on the second transmission shaft and supports the second transmission shaft through a bearing.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202410613206.5A CN118182847A (en) | 2024-05-17 | 2024-05-17 | Aircraft drive mechanism, transmission system and aircraft |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202410613206.5A CN118182847A (en) | 2024-05-17 | 2024-05-17 | Aircraft drive mechanism, transmission system and aircraft |
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| CN202410613206.5A Pending CN118182847A (en) | 2024-05-17 | 2024-05-17 | Aircraft drive mechanism, transmission system and aircraft |
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Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103803075A (en) * | 2012-11-15 | 2014-05-21 | 西安韦德沃德航空科技有限公司 | Solar gear-transmission disc type multi-rotor-wing aircraft |
| CN104139860A (en) * | 2014-04-23 | 2014-11-12 | 李晓宇 | Multi-shaft rotor aircraft and transmission mechanism thereof |
| CN105292464A (en) * | 2015-11-17 | 2016-02-03 | 辽宁天行健航空科技有限公司 | Oil-drive variable-pitch multi-rotor aircraft |
| CN106628155A (en) * | 2017-02-22 | 2017-05-10 | 天津曙光天成科技有限公司 | Multiple-rotor-wing unmanned aerial vehicle |
| CN213892857U (en) * | 2020-11-11 | 2021-08-06 | 常州岩马机械有限公司 | Supporting device for transmission shaft |
-
2024
- 2024-05-17 CN CN202410613206.5A patent/CN118182847A/en active Pending
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103803075A (en) * | 2012-11-15 | 2014-05-21 | 西安韦德沃德航空科技有限公司 | Solar gear-transmission disc type multi-rotor-wing aircraft |
| CN104139860A (en) * | 2014-04-23 | 2014-11-12 | 李晓宇 | Multi-shaft rotor aircraft and transmission mechanism thereof |
| CN105292464A (en) * | 2015-11-17 | 2016-02-03 | 辽宁天行健航空科技有限公司 | Oil-drive variable-pitch multi-rotor aircraft |
| CN106628155A (en) * | 2017-02-22 | 2017-05-10 | 天津曙光天成科技有限公司 | Multiple-rotor-wing unmanned aerial vehicle |
| CN213892857U (en) * | 2020-11-11 | 2021-08-06 | 常州岩马机械有限公司 | Supporting device for transmission shaft |
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