CN114211919B - Driving system and aerocar - Google Patents
Driving system and aerocar Download PDFInfo
- Publication number
- CN114211919B CN114211919B CN202210006957.1A CN202210006957A CN114211919B CN 114211919 B CN114211919 B CN 114211919B CN 202210006957 A CN202210006957 A CN 202210006957A CN 114211919 B CN114211919 B CN 114211919B
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- transmission
- assembly
- driving
- clutch
- driver
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- 230000005540 biological transmission Effects 0.000 claims abstract description 314
- 230000007246 mechanism Effects 0.000 claims abstract description 66
- 230000001133 acceleration Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60F—VEHICLES FOR USE BOTH ON RAIL AND ON ROAD; AMPHIBIOUS OR LIKE VEHICLES; CONVERTIBLE VEHICLES
- B60F5/00—Other convertible vehicles, i.e. vehicles capable of travelling in or on different media
- B60F5/02—Other convertible vehicles, i.e. vehicles capable of travelling in or on different media convertible into aircraft
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
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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
- B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
- B64D27/02—Aircraft characterised by the type or position of power plants
-
- 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
- B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
- B64D27/02—Aircraft characterised by the type or position of power plants
- B64D27/026—Aircraft characterised by the type or position of power plants comprising different types of power plants, e.g. combination of a piston engine and a gas-turbine
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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
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Aviation & Aerospace Engineering (AREA)
- Transportation (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
Abstract
The invention provides a driving system and a flying car. The power output end of the wheel transmission mechanism of the driving system is connected to the wheels, the first transmission assembly of the first driving mechanism is connected to the first propeller, the first driving assembly and the second driving assembly are both connected to the first transmission assembly, the first driving assembly is further connected to the first power input end, the first driving assembly and the second driving assembly are both used for driving the first propeller to rotate through the first transmission assembly, the first driving assembly is further used for driving the wheels to rotate through the wheel transmission mechanism, the second transmission assembly of the second driving mechanism is connected to the second propeller, the third driving assembly and the fourth driving assembly are both connected to the second transmission assembly, the third driving assembly is further connected to the second power input end, the third driving assembly and the fourth driving assembly are both used for driving the second propeller to rotate through the second transmission assembly, and the third driving assembly is further used for driving the wheels to rotate through the wheel transmission mechanism, so that cost is reduced and weight is reduced.
Description
Technical Field
The invention relates to the technical field of aerocars, in particular to a driving system and an aerocar.
Background
Currently, most of the aero-automobiles in the market adopt two independent driving systems, namely an aero-electric driving system and a land-electric driving system. When the flying automobile is in a land line mode, the flying electric driving system does not work, and only the land line electric driving system works; when the flying car is in a flying mode, the land electric drive system does not work, and only the flying electric drive system works. The two sets of driving systems of flying and land are arranged on the flying automobile at the same time, the utilization rate is low, the weight and the energy consumption of the whole automobile are increased, and the flying automobile is an extra burden for flying.
Disclosure of Invention
Embodiments of the present invention provide a drive system or a flying vehicle that ameliorates at least one of the problems described above.
The embodiments of the present invention achieve the above object by the following technical means.
In a first aspect, an embodiment of the present invention provides a driving system for a flying vehicle, the flying vehicle including a wheel, a first propeller and a second propeller, the driving system including a wheel transmission mechanism, a first driving mechanism and a second driving mechanism, the wheel transmission mechanism including a first power input end, a second power input end and a power output end, the power output end being connected to the wheel. The first driving mechanism comprises a first driving assembly, a second driving assembly and a first transmission assembly, the first transmission assembly is connected to the first propeller, the first driving assembly and the second driving assembly are both connected to the first transmission assembly, the first driving assembly is further connected to the first power input end, the first driving assembly and the second driving assembly are both used for driving the first propeller to rotate through the first transmission assembly, and the first driving assembly is further used for driving wheels to rotate through the wheel transmission mechanism. The second driving mechanism comprises a third driving assembly, a fourth driving assembly and a second transmission assembly, the second transmission assembly is connected to the second propeller, the third driving assembly and the fourth driving assembly are both connected to the second transmission assembly, the third driving assembly is further connected to the second power input end, the third driving assembly and the fourth driving assembly are both used for driving the second propeller to rotate through the second transmission assembly, and the third driving assembly is further used for driving wheels to rotate through the wheel transmission mechanism.
In some embodiments, the first drive assembly includes a first driver coupled to the first transmission assembly for rotating the first propeller via the first transmission assembly, and a first clutch coupled between the first driver and the first power input, the first clutch selectively transmitting or disconnecting a driving force of the first driver to the wheel transmission.
In some embodiments, the first transmission assembly includes a first transmission assembly and a first transmission clutch, the first transmission assembly is connected to the first propeller, the second drive assembly is connected to the first transmission assembly, and the second drive assembly is configured to drive the first propeller to rotate through the first transmission assembly. The first transmission clutch is connected between the first driver and the first transmission assembly, and the first transmission clutch can selectively transmit or disconnect the driving force of the first driver to the first transmission assembly.
In some embodiments, the first transmission assembly includes a first transmission member and a first transmission, the first transmission member being coupled to the first propeller. The first transmission is connected to the first transmission part, the second driving assembly is connected to the first transmission, and the second driving assembly is used for driving the first propeller to rotate through the first transmission and the first transmission part; the first transmission clutch is connected between the first driver and the first transmission, and the first transmission clutch can selectively transmit or disconnect the driving force of the first driver to the first transmission.
In some embodiments, the second drive assembly includes a second driver and a second clutch connected between the second driver and the first transmission assembly, the second clutch selectively transmitting or disconnecting the driving force of the second driver to the first transmission assembly.
In some embodiments, the third drive assembly includes a third driver coupled to the second transmission assembly for rotating the second propeller via the second transmission assembly, and a third clutch coupled between the second driver and the second power input, the second clutch selectively transmitting or disconnecting the driving force of the second driver to the wheel transmission.
In some embodiments, the second transmission assembly includes a second transmission clutch and a second transmission assembly, the second transmission assembly is connected to the second propeller, the fourth driving assembly is connected to the second transmission assembly, and the fourth driving assembly is configured to drive the second propeller to rotate through the second transmission assembly. A second transmission clutch is connected between the third driver and the second transmission assembly, the second transmission clutch selectively transmitting or disconnecting the driving force of the third driver to the second transmission assembly.
In some embodiments, the second transmission assembly includes a second transmission member and a second transmission, the second transmission member being coupled to the second propeller. The second transmission is connected with the second transmission piece, the fourth driving assembly is connected with the second transmission piece, and the fourth driving assembly is used for driving the second propeller to rotate through the second transmission piece and the second transmission piece; the second transmission clutch is connected between the third driver and the second transmission, and the second transmission clutch can selectively transmit or disconnect the driving force of the third driver to the second transmission.
In some embodiments, the fourth drive assembly includes a fourth driver and a fourth clutch connected between the fourth driver and the second transmission assembly, the fourth clutch selectively transmitting or disconnecting the driving force of the fourth driver to the second transmission assembly.
In some embodiments, the wheel drive mechanism further comprises a wheel transmission and a wheel differential, the wheel transmission is connected to the wheel differential, the first power input and the second power input are disposed at the wheel transmission, and the power output is disposed at the wheel differential.
In a second aspect, an embodiment of the present invention further provides a flying automobile, where the flying automobile includes a wheel, a first propeller, a second propeller, and the driving system of any one of the above embodiments, the power output end is connected to the wheel, the first transmission assembly is connected to the first propeller, and the second transmission assembly is connected to the second propeller.
In the driving system and the aerocar provided by the embodiment of the invention, the power output end of the wheel transmission mechanism is connected with the wheel, the first transmission component of the first driving mechanism is connected with the first propeller, the first driving component and the second driving component are both connected with the first transmission component, the first driving component is also connected with the first power input end, the first driving component and the second driving component are both used for driving the first propeller to rotate through the first transmission component, and the first driving component is also used for driving the wheel to rotate through the wheel transmission mechanism. The second transmission assembly of the second driving mechanism is connected to the second propeller, the third driving assembly and the fourth driving assembly are both connected to the second transmission assembly, the third driving assembly is further connected to the second power input end, the third driving assembly and the fourth driving assembly are both used for driving the second propeller to rotate through the second transmission assembly, and the third driving assembly is further used for driving wheels to rotate through the wheel transmission mechanism. Therefore, the first driving mechanism can transmit driving force to the first propeller, driving force can be transmitted to the wheels through the wheel transmission mechanism, the second driving mechanism can transmit driving force to the second propeller, driving force can be transmitted to the wheels through the wheel transmission mechanism, driving mechanisms are additionally arranged for the wheels, utilization rate of the driving system is improved, cost is reduced, and weight is reduced.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed in the description of the embodiments will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 shows a schematic structural diagram of a flying car according to an embodiment of the present invention.
Fig. 2 shows a simplified structural schematic of the flying car of fig. 1.
Fig. 3 shows a schematic illustration of the wheel transmission of the flying vehicle of fig. 2.
Detailed Description
In order to make the present invention better understood by those skilled in the art, the following description of the present invention will be made in detail with reference to the accompanying drawings in the embodiments of the present invention. It will be apparent that the described embodiments are only some, but not all, of the embodiments of the invention. All other embodiments, based on the embodiments of the invention, which a person skilled in the art would obtain without making any inventive effort, are within the scope of the invention.
The technical solutions in 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.
Referring to fig. 1 and 2, an embodiment of the present invention provides a flying car 100, wherein the flying car 100 includes a wheel 10, a first propeller 30, a second propeller 50 and a driving system 70, and the wheel 10, the first propeller 30 and the second propeller 50 are all connected to the driving system 70.
The drive system 70 includes a wheel transmission 71, a first drive 73, and a second drive 75, the wheel transmission 71 being coupled to the wheel 10, the first drive 73 being coupled to the first propeller 30, and the second drive 75 being coupled to the second propeller 50.
The wheel transmission 71 includes a first power input 711, a second power input 713, and a power output 715, the first power input 711 being connected to the first drive mechanism 73, the second power input 713 being connected to the second drive mechanism 75, and the power output 715 being connected to the wheel 10. The first driving mechanism 73 and the second driving mechanism 75 can jointly drive the wheel transmission mechanism 71 to move, and then the wheel 10 can be driven to rotate.
The wheel drive mechanism 71 may further include a wheel transmission 717 and a wheel differential 719, and the wheel transmission 717 may be connected to the wheel differential 719. The first power input end 711 and the second power input end 713 may be disposed at the wheel speed changer 717, and the power output end 715 may be disposed at the wheel differential 719, so that the wheel speed changer 717 may move under the driving of the first driving mechanism 73 and the second driving mechanism 75, and by driving the wheel differential 719 to move, the wheel 10 may be driven to move. The wheel speed changer 717 may be designed to raise or lower the driving force of the first driving mechanism 73 and the second driving mechanism 75 according to actual demands and then transmit the same to the wheel differential 719.
Referring to FIG. 3, a wheel transmission 717 may include an external ring gear 712, planet gears 714, a carrier 718, a sun gear 710, and the like. The outer ring gear 712 is connected to a differential, for example, the outer ring gear 712 may be connected to the differential by a gear structure. The planetary gears 714 and the sun gear 710 are both positioned in a space surrounded by the outer ring gear 712, the planetary gears 714 are mounted on the planet carrier 718, and the planetary gears 714 are meshed with the outer ring gear 712 and the sun gear 710, respectively. The rotational axis of the carrier 718 may serve as the first power input 711 and the rotational axis of the sun gear 710 may serve as the second power input 713.
According to the transmission principle of the wheel transmission 717, the rotational speeds between the respective structures have the following relationship:
n 3 +n 1 (z 1 /z 3 )＝n 2 (1+(z 1 /z 3 ))。
wherein n is 1 At the rotational speed of the outer gear ring 712, n 2 For the rotational speed of the carrier 718, n 3 Z is the rotational speed of the sun gear 710 1 Z is the number of teeth of the outer gear 712 3 Is the number of teeth of the sun gear 710.
As can be seen from the above-mentioned relational expression, by setting the gear ratio z 1 /z 3 Independently controlling the rotational speed n of the carrier 718 2 (i.e., the output rotational speed of the first drive mechanism 73) and the rotational speed n of the sun gear 710 3 The stepless regulation of the rotational speed of the external ring gear 712, and the reverse gear, etc., can be achieved (i.e., the output rotational speed of the second drive mechanism 75).
Referring to fig. 2, the first driving mechanism 73 includes a first driving component 732, a second driving component 734 and a first transmission component 736, the first transmission component 736 is connected to the first propeller 30, and the first driving component 732 and the second driving component 734 are both connected to the first transmission component 736. The first driving assembly 732 and the second driving assembly 734 are both configured to rotate the first propeller 30 via the first transmission assembly 736.
The first driving assembly 732 is further connected to the first power input terminal 711, and the first driving assembly 732 is further configured to rotate the wheel 10 through the wheel transmission mechanism 71. The first driving assembly 732 may include a first driver 731 and a first clutch 733, where the first driver 731 is connected to the first transmission assembly 736, and the first driver 731 is configured to rotate the first propeller 30 through the first transmission assembly 736.
The first clutch 733 is connected between the first driver 731 and the first power input 711, for example, the first clutch 733 may be connected between the first driver 731 and the carrier 718. The first clutch 733 may selectively transmit or disconnect the driving force of the first driver 731 to the wheel gear 71.
For example, when the first clutch 733 is in an engaged state, the first clutch 733 may transmit the driving force of the first driver 731 to the wheel transmission mechanism 71 so that the wheel transmission mechanism 71 may move the wheel 10. In this way, the first driver 731 can transmit the driving force to the wheels 10 through the first clutch 733 and can transmit the driving force to the first propeller 30, which is helpful for saving the additional driver for the wheel transmission mechanism 71, improving the utilization rate of the driving system 70, and reducing the cost and weight.
For example, when the first clutch 733 is in the off state, the first clutch 733 does not transmit the driving force of the first driver 731 to the wheel transmission mechanism 71, and thus does not cause the wheel 10 to spin, which contributes to reduction of the power loss of the first driver 731. It is also helpful to avoid the occurrence of the idling of the wheel transmission mechanism 71, compared to the case where the clutch is connected between the wheel transmission mechanism 71 and the wheel 10, and thus the power loss of the first driver 731 can be further reduced.
The first driver 731 may be a driving motor, the output shaft of the first driver 731 may have two opposite output ends, the first transmission assembly 736 may be connected to one of the output ends, and the first clutch 733 may be connected to the other output end. The first clutch 733 may be an electromagnetic clutch, a hydraulic clutch, a friction clutch, or other types.
The first transmission assembly 736 may include a first shift assembly 737 and a first transmission clutch 735, the first shift assembly 737 being coupled to the first propeller 30. A first transmission clutch 735 is coupled between the first driver 731 and the first shift assembly 737, the first transmission clutch 735 selectively transmitting or disconnecting the driving force of the first driver 731 to the first shift assembly 737.
For example, when the first transmission clutch 735 is in an engaged state, the first transmission clutch 735 may transmit the driving force of the first driver 731 to the first transmission assembly 737, which may in turn rotate the first propeller 30. For example, when the first transmission clutch 735 is in the disengaged state, the first transmission clutch 735 does not transmit the driving force of the first driver 731 to the first transmission assembly 737, and the first propeller 30 is not driven by the first transmission assembly 737. In this manner, the first transmission assembly 737 is prevented from idling, which in turn helps reduce the power loss of the first driver 731.
The states of the first transmission clutch 735 and the first clutch 733 can be continuously adjusted according to actual conditions. For example, when the first transmission clutch 735 is in an engaged state, the first clutch 733 may be in a disengaged state. For another example, the first transmission clutch 735 may be in an engaged state when it is in an disengaged state.
The first transmission clutch 735 may be an electromagnetic clutch, a hydraulic clutch, a friction clutch, or other type.
In one example, for example, in a situation where the flying car 100 needs the wheels 10 to provide propulsion without the first propeller 30 to provide propulsion, the first clutch 733 is in an engaged state and the first transmission clutch 735 is in a disengaged state, so that the first propeller 30 is not driven by the first driver 731 to idle, which helps to reduce power loss of the first driver 731.
The first transmission assembly 737 may include a first transmission member 7371 and a first transmission 7373, the first transmission member 7371 being coupled to the first propeller 30. The first transmission 7373 is connected to the first transmission member 7371. A first transmission clutch 735 is connected between the first driver 731 and the first transmission 7373, and the first transmission clutch 735 can selectively transmit or disconnect the driving force of the first driver 731 to the first transmission 7373.
For example, when the first transmission clutch 735 is in an engaged state, the first transmission clutch 735 may transmit the driving force of the first driver 731 to the first transmission 7373, which may in turn rotate the first transmission 7371. For example, when the first transmission clutch 735 is in the disengaged state, the first transmission clutch 735 does not transmit the driving force of the first driver 731 to the first transmission 7373, and the first transmission 7371 is not driven by the first transmission 7373. In this way, it is helpful to avoid the first transmission 7373, the first power transmitting member 7371, the first propeller 30, and the like from idling, which in turn is helpful to reduce the power loss of the first driver 731.
The first driving member 7371 may be a driving shaft, a driving belt, a driving chain, or other structures. The first transmission 7373 may be designed to raise or lower the driving force of the first driver 731 according to actual requirements and then transmit the same to the first transmission 7371.
The second driving component 734 is connected to the first speed changing component 737, and the second driving component 734 is configured to rotate the first propeller 30 through the first speed changing component 737. For example, the second driving component 734 is connected to the first transmission 7373, and the second driving component 734 is configured to rotate the first propeller 30 through the first transmission 7373 and the first transmission member 7371. The second drive assembly 734 may act as a backup drive assembly, and the second drive assembly 734 may be activated in an emergency upon failure of the first drive assembly 732 to enhance the safety of the flying car 100.
The second drive assembly 734 may include a second driver 738 and a second clutch 739, the second clutch 739 being coupled between the second driver 738 and the first transmission assembly 737, the second clutch 739 selectively transmitting or disconnecting the driving force of the second driver 738 to the first transmission assembly 737.
For example, when the second clutch 739 is in an engaged state, the second clutch 739 may transmit the driving force of the second driver 738 to the first transmission assembly 737, which may then rotate the first propeller 30. For example, when the second clutch 739 is in the off state, the second clutch 739 does not transmit the driving force of the second driver 738 to the first transmission assembly 737, and the first propeller 30 is not driven by the first transmission assembly 737. In this manner, the first transmission assembly 737, the first propeller 30, etc., are facilitated to be prevented from idling, which in turn facilitates reducing the power loss of the second driver 738.
Further, the first transmission 7373 may adjust the driving force of the first driver 731 and the second driver 738, and by adjusting the speed of the first transmission 7371, the speed of the first propeller 30 is adjusted. Since the first transmission clutch 735 is connected between the first driver 731 and the first transmission 7373, and the second clutch 739 is connected between the second driver 738 and the first transmission 7373, the number of intermediate structures of the first transmission 7373 for transmitting the adjusted driving force to the first propeller 30 is reduced, and power loss of the adjusted driving force of the first transmission 7373 caused when the clutch (the first transmission clutch 735 or the second clutch 739) is connected between the first transmission 7373 and the first transmission 7371 is avoided, so that the first transmission 7373 is guaranteed to provide the required driving force for the first propeller 30, and reliability of the flying automobile 100 in air is effectively guaranteed.
The second clutch 739 may be an electromagnetic clutch, a hydraulic clutch, a friction clutch, or other types.
The second drive mechanism 75 includes a third drive assembly 752, a fourth drive assembly 754, and a second transmission assembly 756, the second transmission assembly 756 being coupled to the second propeller 50, the third drive assembly 752 and the fourth drive assembly 754 being coupled to the second transmission assembly 756. The third driving assembly 752 and the fourth driving assembly 754 are used to drive the second propeller 50 to rotate through the second transmission assembly 756.
The third driving assembly 752 is further connected to the second power input 713, and the third driving assembly 752 is further configured to rotate the wheel 10 through the wheel transmission mechanism 71. The third driving assembly 752 may include a third driver 751 and a third clutch 753, the third driver 751 is connected to the second transmission assembly 756, and the third driver 751 is configured to rotate the second propeller 50 through the second transmission assembly 756.
The third clutch 753 is connected between the third driver 751 and the second power input 713, the third clutch 753 may be connected between the third driver 751 and the wheel transmission 717, for example, the third clutch 753 may be connected between the third driver 751 and the sun gear 710. The third clutch 753 may selectively transmit or disconnect the driving force of the third driver 751 to the wheel transmission 71.
For example, when the third clutch 753 is in the engaged state, the third clutch 753 may transmit the driving force of the third driver 751 to the wheel transmission 71 so that the wheel transmission 71 may move the wheels 10. In this way, the third driver 751 can transmit driving force to the wheels 10 through the third clutch 753 and can transmit driving force to the second propeller 50, which contributes to saving additional drivers for the wheel transmission mechanism 71, improving the utilization of the driving system 70, reducing the cost and the weight. In addition, in view of the performance requirements of the propeller drive system being higher than the performance requirements of the wheel drive system, the wheel drive mechanism 71 is powered by the third and second drivers 751, 751 when both the third and second clutches 753, 753 are in the engaged state, which helps to promote the acceleration performance of the aircraft 100 when traveling on land.
For example, when the third clutch 753 is in the off state, the third clutch 753 does not transmit the driving force of the third driver 751 to the wheel transmission 71, and thus, the idle rotation of the wheel 10 is not caused, which contributes to reduction of the power loss of the third driver 751. It is also helpful to avoid the occurrence of the idling of the wheel transmission mechanism 71, compared to the case where the clutch is connected between the wheel transmission mechanism 71 and the wheel 10, and thus the power loss of the third driver 751 can be further reduced.
Since the second propeller 50 is driven by the third driver 751 and the first propeller 30 is driven by the first driver 731, different lifting forces of the first propeller 30 and the second propeller 50 can be achieved by adjusting the rotation speeds of the first driver 731 and the third driver 751, so that an additional design adjusting structure is not required to adjust the posture of the propellers, which contributes to reducing the design cost of the aerocar 100.
In addition, in the case where the flying car 100 needs the wheel 10 to provide the propulsion force, both the third clutch 753 and the first clutch 733 may be in the engaged state, so that the wheel 10 may be rotated by the wheel transmission mechanism 71. Since the first driver 731 can control the rotation speed of the carrier 718, the third driver 751 can control the rotation speed of the sun gear 710, and various adjustment functions of the wheel 10 can be achieved by adjusting the output rotation speeds of the first driver 731 and the third driver 751.
The third driver 751 may be a driving motor, the output shaft of the third driver 751 may have two opposite output ends, the second transmission assembly 756 may be connected to one of the output ends, and the third clutch 753 may be connected to the other output end. The third clutch 753 may be an electromagnetic clutch, a hydraulic clutch, a friction clutch, or other type.
The second transmission assembly 746 may include a second shifting assembly 757 and a second transmission clutch 755, the second shifting assembly 757 being coupled to the second propeller 50. The second transmission clutch 755 is connected between the third driver 751 and the second shifting unit 757, and the second transmission clutch 755 can selectively transmit or disconnect the driving force of the third driver 751 to the second shifting unit 757.
For example, when the second transmission clutch 755 is in an engaged state, the second transmission clutch 755 may transmit the driving force of the third driver 751 to the second transmission assembly 757, which may in turn rotate the second propeller 50. For example, when the second transmission clutch 755 is in the disengaged state, the second transmission clutch 755 does not transmit the driving force of the third driver 751 to the second transmission module 757, and the second propeller 50 is not driven by the second transmission module 757. In this way, the second shifting assembly 757 is prevented from idling, which in turn helps reduce the power loss of the third driver 751.
The states of the second transmission clutch 755 and the third clutch 753 can be continuously adjusted according to the actual situation. For example, when the second transmission clutch 755 is in an engaged state, the third clutch 753 may be in a disengaged state. For another example, the third clutch 753 may be in an engaged state when the second transmission clutch 755 is in an disengaged state. The second transmission clutch 755 may be an electromagnetic clutch, a hydraulic clutch, a friction clutch, or other type.
In one example, for example, in a case where the flying car 100 needs the wheels 10 to provide the propulsion force without the second propeller 50 to provide the propulsion force, the third clutch 753 is in the engaged state and the second transmission clutch 755 is in the disengaged state, so that the second propeller 50 is not driven by the third driver 751 to idle, which helps to reduce the power loss of the third driver 751.
The second shifting assembly 757 can include a second transmission 7571 and a second transmission 7573, the second transmission 7571 being coupled to the second propeller 50. The second transmission 7573 is connected to the second power transmission member 7571. The second transmission clutch 755 is connected between the third driver 751 and the second transmission 7573, and the second transmission clutch 755 can selectively transmit or disconnect the driving force of the third driver 751 to the second transmission 7573.
For example, when the second transmission clutch 755 is in an engaged state, the second transmission clutch 755 may transmit the driving force of the third driver 751 to the second transmission 7573, which may in turn rotate the second transmission 7571. For example, when the second transmission clutch 755 is in the off state, the second transmission clutch 755 does not transmit the driving force of the third driver 751 to the second transmission 7573, and at this time, the second transmission 7571 is not driven by the second transmission 7573. In this way, it is helpful to avoid the occurrence of idle rotation of the second transmission 7573, the second power transmission 7571, the second propeller 50, and the like, which in turn is helpful to reduce the power loss of the third driver 751.
The second driving member 7571 may be a driving shaft, a driving belt, a driving chain or other structures. The second transmission 7573 may be designed to raise or lower the driving force of the third driver 751 according to actual demands and then transmit it to the second transmission 7571.
The fourth driving assembly 754 is connected to the second speed changing assembly 757, and the fourth driving assembly 754 is used for driving the second propeller 50 to rotate through the second speed changing assembly 757. For example, the fourth driving assembly 754 is connected to the second transmission 7573, and the fourth driving assembly 754 is configured to rotate the second propeller 50 through the second transmission 7573 and the second transmission 7571. The fourth drive assembly 754 may serve as a backup drive assembly and the fourth drive assembly 754 may be activated in an emergency in the event of failure of the third drive assembly 752 to enhance the safety of the aircraft 100.
The fourth drive assembly 754 may include a fourth driver 758 and a fourth clutch 759, the fourth clutch 759 being connected between the fourth driver 758 and the second shift assembly 757, the fourth clutch 759 selectively transmitting or disconnecting the driving force of the fourth driver 758 to the second shift assembly 757.
For example, when the fourth clutch 759 is in an engaged state, the fourth clutch 759 may transfer the driving force of the fourth driver 758 to the second transmission assembly 757, which may in turn rotate the second propeller 50. For example, when the fourth clutch 759 is in the disengaged state, the fourth clutch 759 does not transmit the driving force of the fourth driver 758 to the second transmission assembly 757, and the second propeller 50 is not driven by the second transmission assembly 757. In this manner, the second shifting assembly 757, the second propeller 50, etc., are facilitated to be prevented from idling, which in turn facilitates reducing the power loss of the fourth driver 758.
Further, the second transmission 7573 may adjust the driving forces of the third driver 751 and the fourth driver 758, and by adjusting the speed of the second transmission 7571, the speed of the second propeller 50 is then adjusted. Since the second transmission clutch 755 is connected between the third driver 751 and the second transmission 7573, and the fourth clutch 759 is connected between the fourth driver 758 and the second transmission 7573, the number of intermediate structures of the second transmission 7573 for transmitting the adjusted driving force to the second propeller 50 is reduced, and power loss of the adjusted driving force of the second transmission 7573 caused by the condition that the clutch (the second transmission clutch 755 or the fourth clutch 759) is connected between the second transmission 7573 and the second transmission 7571 is avoided, so that the second transmission 7573 is guaranteed to provide the required driving force for the second propeller 50, and reliability of the aerocar 100 in flying in air is effectively guaranteed.
The fourth clutch 759 may be an electromagnetic clutch, a hydraulic clutch, a friction clutch, or other types.
In the driving system 70 and the aerocar 100 provided by the embodiment of the invention, the power output end 715 of the wheel transmission mechanism 71 is connected to the wheel 10, the first transmission component 736 of the first driving mechanism 73 is connected to the first propeller 30, the first driving component 732 and the second driving component 734 are both connected to the first transmission component 736, the first driving component 732 is also connected to the first power input end 711, the first driving component 732 and the second driving component 734 are both used for driving the first propeller 30 to rotate through the first transmission component 736, and the first driving component 732 is also used for driving the wheel 10 to rotate through the wheel transmission mechanism 71. The second transmission assembly 756 of the second driving mechanism 75 is connected to the second propeller 50, the third driving assembly 752 and the fourth driving assembly 754 are both connected to the second transmission assembly 756, the third driving assembly 752 is further connected to the second power input 713, the third driving assembly 752 and the fourth driving assembly 754 are both used for driving the second propeller 50 to rotate through the second transmission assembly 756, and the third driving assembly 752 is further used for driving the wheel 10 to rotate through the wheel transmission mechanism 71. In this way, the first driving mechanism 73 can transmit the driving force to the first propeller 30, and can transmit the driving force to the wheel 10 through the wheel transmission mechanism 71, and the second driving mechanism 75 can transmit the driving force to the second propeller 50, and can transmit the driving force to the wheel 10 through the wheel transmission mechanism 71, which is helpful for saving the additional driving mechanism for the wheel 10, improving the utilization rate of the driving system 70, reducing the cost and the weight.
In the present invention, the terms "mounted," "connected," and the like should be construed broadly unless otherwise specifically indicated or defined. For example, the connection can be fixed connection, detachable connection, integral connection or transmission connection; may be directly connected or indirectly connected through an intermediate medium. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to the specific circumstances.
Furthermore, the terms "first," "second," and the like, are used merely for distinguishing between descriptions and not for understanding as a specific or particular structure. The description of the term "some embodiments" means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In the present invention, the schematic representations of the above terms are not necessarily for the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples of the present invention and features of various embodiments or examples may be combined and combined by those skilled in the art without contradiction.
The above embodiments are only for illustrating the technical solution of the present invention, and are not limiting thereof; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention, and they should be included in the protection scope of the present invention.
Claims (8)
1. A drive system for a flying vehicle, the flying vehicle including wheels, a first propeller, and a second propeller, the drive system comprising:
the wheel transmission mechanism comprises a first power input end, a second power input end and a power output end, and the power output end is connected with the wheels;
the first driving mechanism comprises a first driving assembly, a second driving assembly and a first transmission assembly, the first transmission assembly comprises a first speed changing assembly and a first transmission clutch, the first speed changing assembly of the first transmission assembly is connected with the first propeller, the first driving assembly comprises a first driver and a first clutch, the first transmission clutch is connected between the first driver and the first speed changing assembly, the first transmission clutch can selectively transmit or disconnect the driving force from the first driver to the first speed changing assembly, the first driver is used for driving the first propeller to rotate through the first transmission assembly, the first clutch is connected between the first driver and the first power input end, and the first clutch can selectively transmit or disconnect the driving force from the first driver to the wheel transmission mechanism; the second driving assembly comprises a second driver and a second clutch, the second clutch of the second driving assembly is connected between the second driver and the first speed changing assembly of the first transmission assembly, the second clutch can selectively transmit or disconnect the driving force from the second driver to the first speed changing assembly, and the second driving assembly is used for driving the first propeller to rotate through the first speed changing assembly of the first transmission assembly; and
the second driving mechanism comprises a third driving assembly, a fourth driving assembly and a second transmission assembly, the second transmission assembly is connected with the second propeller, the third driving assembly and the fourth driving assembly are both connected with the second transmission assembly, the third driving assembly is further connected with the second power input end, the third driving assembly and the fourth driving assembly are both used for driving the second propeller to rotate through the second transmission assembly, and the third driving assembly is further used for driving the wheels to rotate through the wheel transmission mechanism.
2. The drive system of claim 1, wherein the first transmission assembly comprises:
the first transmission piece is connected to the first propeller; and
the first transmission is connected to the first transmission member, the second driving assembly is connected to the first transmission member, and the second driving assembly is used for driving the first propeller to rotate through the first transmission member and the first transmission member; the first transmission clutch is connected between the first driver and the first transmission, and the first transmission clutch can selectively transmit or disconnect the driving force from the first driver to the first transmission.
3. The drive system of claim 1, wherein the third drive assembly includes a third driver coupled to the second transmission assembly for rotating the second propeller via the second transmission assembly and a third clutch coupled between the second driver and the second power input, the second clutch selectively transmitting or disconnecting the driving force of the second driver to the wheel transmission.
4. A drive system as recited in claim 3, wherein the second transmission assembly comprises:
the second speed changing assembly is connected to the second propeller, the fourth driving assembly is connected to the second speed changing assembly, and the fourth driving assembly is used for driving the second propeller to rotate through the second speed changing assembly; and
a second transmission clutch connected between the third driver and the second transmission assembly, the second transmission clutch selectively transmitting or disconnecting the driving force of the third driver to the second transmission assembly.
5. The drive system of claim 4, wherein the second transmission assembly comprises:
the second transmission piece is connected to the second propeller; and
the second transmission is connected to the second transmission part, the fourth driving assembly is connected to the second transmission part, and the fourth driving assembly is used for driving the second propeller to rotate through the second transmission part and the second transmission part; the second transmission clutch is connected between the third driver and the second transmission, and the second transmission clutch can selectively transmit or disconnect the driving force of the third driver to the second transmission.
6. The drive system of claim 4, wherein the fourth drive assembly includes a fourth driver and a fourth clutch connected between the fourth driver and the second transmission assembly, the fourth clutch selectively transmitting or disconnecting the drive force of the fourth driver to the second transmission assembly.
7. The drive system of claim 1, wherein the wheel transmission further comprises a wheel transmission and a wheel differential, the wheel transmission being coupled to the wheel differential, the first power input and the second power input being disposed at the wheel transmission, the power output being disposed at the wheel differential.
8. A flying vehicle, comprising:
the device comprises wheels, a first propeller and a second propeller;
a drive system according to any one of claims 1 to 7, wherein the power take-off is connected to the wheel, the first transmission assembly is connected to the first propeller, and the second transmission assembly is connected to the second propeller.
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| CN202210006957.1A CN114211919B (en) | 2022-01-05 | 2022-01-05 | Driving system and aerocar |
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| CN202210006957.1A CN114211919B (en) | 2022-01-05 | 2022-01-05 | Driving system and aerocar |
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| CN114211919A CN114211919A (en) | 2022-03-22 |
| CN114211919B true CN114211919B (en) | 2023-12-22 |
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| CN114475115B (en) * | 2021-12-30 | 2024-05-17 | 广州小鹏智慧充电科技有限公司 | Drive system and vehicle |
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| CN114211919A (en) | 2022-03-22 |
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