CN204623836U - Power system and multi-axis aircraft - Google Patents
Power system and multi-axis aircraft Download PDFInfo
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- CN204623836U CN204623836U CN201520235716.XU CN201520235716U CN204623836U CN 204623836 U CN204623836 U CN 204623836U CN 201520235716 U CN201520235716 U CN 201520235716U CN 204623836 U CN204623836 U CN 204623836U
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- 238000010586 diagram Methods 0.000 description 8
- 239000013589 supplement Substances 0.000 description 7
- 230000015572 biosynthetic process Effects 0.000 description 5
- 238000009434 installation Methods 0.000 description 4
- 238000000034 method Methods 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 230000005611 electricity Effects 0.000 description 2
- 230000005021 gait Effects 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 238000005096 rolling process Methods 0.000 description 2
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Abstract
The Multi-axis aircraft that the utility model relates to a kind of power system and builds with this power system.Wherein, this power system comprises duct, the first rotor unit and the second rotor unit, first rotor unit comprises the first rotor, second rotor unit comprises the second rotor, the axis of the first rotor and the axis of the second rotor all with the center line conllinear of duct, the first rotor is contrary with the hand of rotation of the second rotor; First rotor and the second rotor are all placed in duct; The oar footpath of the second rotor is less than for providing the oar footpath of the first rotor of downwash flow to the blade root region of the second rotor.The Multi-axis aircraft built with this power system has good pneumatic efficiency.
Description
Technical field
The utility model relates to a kind of power system having two rotor coaxial lines layouts and the Multi-axis aircraft built with this power system.
Background technology
Multi-axis aircraft, generally include frame and be installed on a set of above power system and control unit in frame, power system generally includes more than one rotor unit, the rotor that rotor unit generally includes engine installation and driven by this engine installation, the angle of the blade of its rotor is definite value, in flight course, adjusted the flight attitude of aircraft by the relative rotation speed changed between different rotor.Control unit generally includes detecting sensor, control circuit board and electricity and adjusts, and electricity calls the rotating speed in adjustment rotor; Control unit is used for the flight attitude of sense aircraft and regulation and control engine installation to control the attitude of advancing of aircraft, direct of travel and gait of march etc.
Publication No. is disclose a kind of Miniature electric ducted propeller type intelligent unmanned aerial vehicle in the patent documentation of CN101934858A, and it is made up of duct, support, contrarotation rotor, fairing, battery, electrical motor, Drive and Control Circuit and microcontroller.Because it uses the design of contrarotation formula DCB Specimen, two rotors are cancelled out each other jointly providing the reactive torque produced in the rotary course of lift, and aircraft is stably flown.In flight course, because upper rotor is identical with the oar footpath of lower rotor, blade root along the two points to the direction of blade tip, on blade, the linear velocity of each point increases gradually, thus very little in contiguous blade root region downwash flow amount, points to blade tip gradually change due to blade form along blade root, maximum in the downwash flow amount in mid blade region, when the rotating speed of upper rotor is greater than lower rotor, the downwash flow that upper rotor produces impacts on the blade of lower rotor, causes larger degradation of energy; If when the rotating speed of upper rotor is lower than lower rotor, the downwash flow that upper rotor then hinders lower rotor sucks, and two kinds of situations all make the pneumatic efficiency of aircraft reduce; Even if the rotating speed of upper rotor and lower rotor is consistent, when the blade of upper rotor and lower rotor is overlapping diametrically, upper rotor and backspin is interplane will produce comparatively serious windage, this also reduces the pneumatic efficiency of aircraft.In addition, wait the upper and lower rotor in oar footpath easily to produce airstream vibration noise in rotary course, the generation of vibration noise reduces the energy utilization rate of aircraft.
Summary of the invention
Main purpose of the present utility model is to provide a kind of power system having two rotor coaxial lines to arrange, to improve the pneumatic efficiency of the Multi-axis aircraft built with this power system;
Another object of the present utility model is to provide the aircraft that more than one state power system structure.
In order to realize above-mentioned main purpose, the utility model provides a kind of power system for Multi-axis aircraft, and it comprises duct, the first rotor unit and the second rotor unit, and the first rotor unit comprises the first rotor, and the second rotor unit comprises the second rotor; The axis of the first rotor and the axis of the second rotor all with the center line conllinear of duct; First rotor is contrary with the hand of rotation of the second rotor; First rotor and the second rotor are all placed in duct; The oar footpath of the first rotor is less than the oar footpath of the second rotor; First rotor is used for providing downwash flow in the blade root region of the second rotor, to supplement the downwash flow amount in this region.
From above scheme, the oar footpath due to the first rotor is less than the oar footpath of the second rotor, makes to keep certain spacing between the blade tip of the blade of the first rotor and the madial wall of duct, is convenient to its blade design and manufacture; Oar footpath due to the first rotor is less than the oar footpath of the second rotor, the two blade rotates the area coverage formed and partly overlaps, and the downwash flow of the first rotor will supplement the airshed in the blade root region of the second rotor, make produce more downwash flow amount in the plane of revolution of the second rotor, thus the pneumatic efficiency of Multi-axis aircraft that raising builds with this power system.The angle being blade for rotor is the Multi-axis aircraft of definite value, and its propeller hub structure is simple, and air-flow resistance is smaller, is more conducive to the first rotor supplementing the second rotor blade root region downwash flow amount.In addition, because the first rotor is different from the oar footpath of the second rotor, the airstream vibration noise that the two produces in rotary course can effectively be reduced.
Concrete scheme is the oar footpath of the first rotor is 0.3 to 0.6 with the ratio in the oar footpath of the second rotor.This oar diameter ratio example is guaranteed that the rotor that diameter is less provides more sufficient downwash flow, is more conducive to the pneumatic efficiency of the aircraft that raising builds with this power system under can ensureing the condition that the downwash flow amount of two rotors is overlapping less.
Preferred version is the top that the first rotor is positioned at the second rotor.The air-flow that the top that first rotor is positioned at the second rotor is conducive to accelerating rotor near axis sucks duct, is conducive to improving pneumatic efficiency.
In order to realize another object of the present utility model, the utility model provides a kind of Multi-axis aircraft, it comprises frame and is installed on a set of above power system in this frame, this power system comprises duct, the first rotor unit and the second rotor unit, first rotor unit comprises the first rotor, second rotor unit comprises the second rotor, the axis of the first rotor and the axis of the second rotor all with the center line conllinear of duct, the first rotor is contrary with the hand of rotation of the second rotor; First rotor and the second rotor are all placed in duct; The oar footpath of the first rotor is less than the oar footpath of the second rotor; First rotor is used for providing downwash flow in the blade root region of the second rotor, to supplement the downwash flow amount in this region.
From above scheme, the oar footpath due to the first rotor is less than the oar footpath of the second rotor, makes to keep certain spacing between the blade tip of the blade of the first rotor and the madial wall of duct, is convenient to its blade design and manufacture; Oar footpath due to the first rotor is less than the oar footpath of the second rotor, the two blade rotates the area coverage formed and partly overlaps, and the downwash flow of the first rotor will supplement the airshed in the blade root region of the second rotor, make produce more downwash flow amount in the plane of revolution of the second rotor, thus the propeller hub structure improving the pneumatic efficiency Multi-axis aircraft of this Multi-axis aircraft is simple, air-flow resistance is smaller, is more conducive to the first rotor supplementing the second rotor blade root region downwash flow amount.In addition, because the first rotor is different from the oar footpath of the second rotor, the airstream vibration noise that the two produces in rotary course can effectively be reduced.
Concrete scheme is the oar footpath of the first rotor is 0.3 to 0.6 with the ratio in the oar footpath of the second rotor.
Scheme is the oar footpath of the first rotor is more specifically 0.5 to 0.6 with the ratio in the oar footpath of the second rotor.
Another concrete scheme is the top that the first rotor is positioned at the second rotor.
Another concrete scheme is the propeller pitch angle that the propeller pitch angle of the first rotor is less than the second rotor.The first rotor that propeller pitch angle is less is positioned at top, it is less to the horizontal component of the application force of air-flow, effectively reduces the power of the second rotor, can be conducive to the break-in effect of minimizing first rotor downwash, reduce downwash flow to the interference of the second rotor, can effectively fall low-energy loss.
Preferred scheme is that the blade quantity of the first rotor and the second rotor is 3.
Another preferred scheme is the quantity of the power system of above-mentioned Multi-axis aircraft is one; It also comprises 4 ducted fans be installed in frame; These 4 ducted fans are distributed in the circumference of the duct of power system.Improve the speed of response of the pose adjustment of this Multi-axis aircraft.
Accompanying drawing explanation
Fig. 1 is the block diagram of the utility model Multi-axis aircraft first embodiment;
Fig. 2 is the STRUCTURE DECOMPOSITION figure of the utility model Multi-axis aircraft first embodiment;
Fig. 3 is the constructional drawing of the first ducted fan in the utility model Multi-axis aircraft first embodiment;
Fig. 4 is the constructional drawing of the second ducted fan in the utility model Multi-axis aircraft first embodiment;
Fig. 5 is the block diagram of ducted fan connecting element in the utility model Multi-axis aircraft first embodiment;
Fig. 6 is the block diagram of reactive torque control unit in the utility model Multi-axis aircraft first embodiment;
Fig. 7 is the block diagram of control unit of advancing in the utility model Multi-axis aircraft first embodiment;
Fig. 8 is the first rotor, the second rotor and the two drive motor thereof and support bracket fastened relative position schematic diagram in the utility model Multi-axis aircraft first embodiment;
Fig. 9 is the schematic diagram of the utility model Multi-axis aircraft first embodiment each rotor rotation direction in flight course;
Figure 10 is the block diagram of the utility model power system second embodiment;
Figure 11 is the constructional drawing of the utility model power system second embodiment;
Figure 12 is the first rotor of the utility model power system second embodiment and the planar view of the second rotor;
Figure 13 is the constructional drawing of the utility model power system the 3rd embodiment;
Figure 14 is the structural representation of the utility model power system the 4th embodiment;
Figure 15 is the structural representation of the utility model power system the 5th embodiment;
Figure 16 is the structural representation of the utility model power system the 6th embodiment;
Figure 17 is the structural representation of the utility model power system the 7th embodiment;
Figure 18 is the installation relation schematic diagram of the second deflecting plate S. A. and the 3rd deflecting plate in the utility model Multi-axis aircraft the 8th embodiment.
Below in conjunction with drawings and Examples, the utility model is described in further detail.
Detailed description of the invention
Power system and Multi-axis aircraft first embodiment
See Fig. 1 and Fig. 2, Multi-axis aircraft 1 is by frame and be installed on control unit in frame, reactive torque control setup 14, control unit 15 of advancing, power system, and power supply and 4 sidespin wing unit are formed.Power system is made up of duct 11 and the first rotor unit be placed in duct 11 and the second rotor unit; 4 sidespin wing unit are the first ducted fan 16, second ducted fan 17, first ducted fan 18 and the second ducted fan 19 of the periphery being distributed in duct 11 equably; Duct 11 internal fixtion has a cross mounting bracket 111, the drive motor of the first rotor 12 in the first rotor unit and the second rotor 13 in the second rotor unit is installed on mounting bracket 111 by fixed support, the axis of the first rotor 12 and the axis of the second rotor 13 all with the center line conllinear of duct 11, the first rotor 12 is positioned at the top of the second rotor 13; First ducted fan 16,18 and second ducted fan 17,19 is fixed on the lateral wall of duct 11 respectively by ducted fan connecting element 112; The fixed support of mounting bracket 111, drive motor and ducted fan connecting element 112 form the frame of the present embodiment.
See Fig. 3, the first ducted fan 16 by the first duct 161, support 163, the first deflecting plate 166 and be fixed on the first motor 162, first duct rotor 164 in the first duct 161 by support 163 and the first rectification cap 165 is formed.First duct rotor 164 is clockwise propeller, the rectangular plate that first deflecting plate 166 is extended by 4 radial directions along the first duct 161 is formed, the guide face of deflecting plate 166 and the middle line parallel of the first duct 161,4 pieces of rectangular plates are along the revolution of the first duct rotor 164 to uniform, and support 163 is fixed on deflecting plate 166 one end away from the madial wall of the first duct 161.
See Fig. 4, the second ducted fan 17 by the second duct 171, support 173, the second deflecting plate 176 and be fixed on the second motor 172, second duct rotor 174 in the second duct 171 by support 173 and the second rectification cap 175 is formed.Second duct rotor 174 is left hand propeller, second deflecting plate 176 extends rectangular plate by 4 radial directions along the second duct 111 and forms, the guide face of deflecting plate 176 and the middle line parallel of the second duct 171,4 pieces of rectangular plates are along the revolution of the second duct rotor 174 to uniform, and support 173 is fixed on deflecting plate 176 one end away from the madial wall of the second duct 171.
See Fig. 5, ducted fan connecting element 112, by can two semicircular cylinders 1121 of folding form, semicircular cylinder 1121 is welded with the fixed part 11210 for being fixed on by ducted fan connecting element 112 on duct 11 lateral wall.
See Fig. 6, reactive torque control setup 14 is by two first deflecting plate S. A.s 1401,1402, and two piece of first deflecting plate 141,142, two piece of second deflecting plate 143,144, two first connecting rods 145 and two second connecting rods 146 are formed.First deflecting plate S. A. 1401 and the first deflecting plate S. A. 1402 are fixed on the lower lip place of duct 11 abreast, first deflecting plate S. A. 1401 and the first deflecting plate S. A. 1402 are arranged symmetrically with about the median centre of duct 11, first deflecting plate 141 and the second deflecting plate 143 can be installed on the first deflecting plate S. A. 1401 around the first deflecting plate S. A. 1401 rotatably, first deflecting plate 142 and the second deflecting plate 144 can be installed on the first deflecting plate S. A. 1402 around the first deflecting plate S. A. 1402 rotatably, two first connecting rods 145 are connected on the two ends of the first deflecting plate 141 and the first deflecting plate 142, the two is made to rotate around the first deflecting plate S. A. with same rotating speed, two second connecting rods 146 are connected on the two ends of the second deflecting plate 143 and the second deflecting plate 144, the two is made to revolve around the first deflecting plate S. A. with same rotating speed.First deflecting plate 141 and the second deflecting plate 144 are arranged symmetrically with about the median centre of duct 11, first deflecting plate 142 and the second deflecting plate 143 are arranged symmetrically with about the median centre of duct 11, thus the first deflecting plate and the second deflecting plate are arranged symmetrically with about the median centre of duct 11.
See Fig. 7, control unit 15 of advancing is made up of two second deflecting plate S. A.s, 1501,1502, two piece of the 3rd deflecting plate, 151,152 and two third connecting rods 153.3rd deflecting plate 151 can be installed on the second deflecting plate S. A. 1501 around the second deflecting plate S. A. 1501 rotatably, 3rd deflecting plate 152 can be installed on the second deflecting plate S. A. 1502 around the second deflecting plate S. A. 1502 rotatably, two third connecting rods 153 are connected to the two ends of the 3rd deflecting plate 151 and the 3rd deflecting plate 152, make the two rotate around the second deflecting plate S. A. with same rotating speed.Second deflecting plate S. A. 1501 and the second deflecting plate axle 1502 are arranged symmetrically with about the median centre of duct 11, and the 3rd deflecting plate 151 and the 3rd deflecting plate 152 are arranged symmetrically with about the median centre of duct 11.
See Fig. 8, the first rotor unit is made up of the first rotor 12 and the first drive motor 122, and the first rotor 12 is installed on the rotor shaft of the first drive motor 122, and the first drive motor 122 is fixed on mounting bracket 111 by the first fixed support 123.Second rotor unit is made up of the second rotor 13 and the second drive motor 132, and the second rotor 13 is installed on the rotor shaft of the second drive motor 132, and the second drive motor 132 is fixed on mounting bracket 111 by the second fixed support 133.The oar footpath d of the first rotor 12 is 0.56 with the ratio of the oar footpath D of the second rotor 13.Aircraft 1 is in flight course, oar footpath due to the first rotor 12 is less than the oar footpath of the second rotor 13, first rotor 12 rotates the downwash flow amount formed and supplements one that becomes the downwash flow amount in the blade root region of the blade of the second rotor 13, makes produce more downwash flow amount in the plane of revolution of the second rotor 13; The area rotating formation due to the first rotor 12 only covers about 1/4th of the area that the second rotor 13 rotation is formed, and is mainly positioned at the blade root region of the second rotor 13, effectively can alleviate the formation of its downwash flow to the second rotor 13 and hinder.
See Fig. 9, the control method of aircraft 1 in flight course is as follows, from up to down overlook along Z axis, first rotor 12 is clickwise, second rotor 13 is left-hand revolution, and the two all produces lift upwards to aircraft 1, and aircraft 1 is taken off vertically, rotor in first ducted fan 16 and the first ducted fan 18 is with the first rotating speed left-hand revolution, and the rotor in the second ducted fan 17 and the second ducted fan 19 is also with the first rotating speed clickwise; First ducted fan 16, second ducted fan 17, the 3rd ducted fan 18 and the 4th ducted fan 19 are generation lift upwards, for taking off of aircraft 1 provides auxiliary lifting; The reactive torque that rotor in first ducted fan 16, second ducted fan 17, first ducted fan 18 and the second ducted fan 19 produces in rotary course offsets by being located at the reactive torque that the deflecting plate at lip place and the effect of downwash flow produce under its duct, when power system occurs stopping because of fault, the lift that four ducted fans produce can be relied on, in case aircraft 1 occurs emergency descent and occurs damage situation; In normal flight operations, four ducted fans are mainly used for aircraft 1 and occur that attitude deflects or occurs the adjustment of the situations such as oblique attitude due to flow perturbation, thus reduce ducted fan to the consumption of power supply.In flight course, first rotor 12 rotates with the rotating speed higher than the second rotor 13, thus produce higher downwash flow speed in the blade root region of the second rotor 13, thus higher hoisting force is produced in limited space, and the reactive torque that counteracting second rotor 13 produces by the reactive torque that the first rotor 12 produces, if cannot offset completely, then can control the lower end of the first deflecting plate 141, first deflecting plate 142 respectively around the first deflecting plate S. A. 1401 and the first deflecting plate S. A. 1402 rotating forward towards X-axis by control unit; Simultaneously the lower end of the second deflecting plate 143 and the second deflecting plate 144 rotates with the negative sense of equal rotating speed along X-axis around the first deflecting plate S. A. 1401 and the first deflecting plate S. A. 1402 respectively, the reactive torque that the size of the anglec of rotation is offset as required and determining; If aircraft 1 needs to move towards a direction, the reactive torque that only need be produced on aircraft 1 by adjustment relevant apparatus thus make aircraft 1 rotate an angle to around the axis of main duct 11 the normal direction projection in the horizontal plane that this direction is the 3rd deflecting plate 151; For the control of the gait of march of aircraft 1, such as aircraft 1 needs to change towards the speed of Y-axis forward movement in the horizontal direction, then the lower end of control the 3rd deflecting plate 151 and the 4th deflecting plate 152 is rotated equal angular around the second deflecting plate S. A. 1501 and the second deflecting plate S. A. 1502 towards the negative sense of Y-axis by control unit respectively, under the airflow function washed and the 3rd deflecting plate 151 and the 4th deflecting plate 152 pairs of aircraft produce the thrust of Y-axis forward on one day, aircraft is moved towards Y-axis forward; Control for aircraft change of flight direction is the anglec of rotation by changing the first deflecting plate 141, first deflecting plate 142, second deflecting plate 143 and the second deflecting plate 144, thus duct 11 is rotated around its center line, the heading of aircraft 1 is produced and changes.
In above-mentioned control method, when control unit detects that rolling situation appears in duct 11, control unit controls the first deflecting plate and rotates to an angle in the opposite direction with identical rotating speed with the second deflecting plate and offset corresponding reactive torque and stop rolling position to duct 11.
In order to carry transported thing, can arrange a gondola in the below of duct 11, in order to reduce the resistance of gondola to downwash flow, gondola has fleetline body skin and the top of contiguous duct 11 is provided with fairing.
In this example, the propeller pitch angle of the first rotor 12 is less than the propeller pitch angle of the second rotor 13, and the first deflecting plate S. A. 1401 is mutually orthogonal with the second deflecting plate S. A. 1501.
Power system and Multi-axis aircraft second embodiment
As the explanation to the utility model power system and Multi-axis aircraft second embodiment, only the structure of power system is described below.
See Figure 10 and Figure 11, power system 2 is made up of duct 21, first rotor unit, the second rotor unit, deflecting plate 24 and fixed support 25, first rotor unit is made up of the first rotor 221 and the first drive motor 222, second rotor unit is made up of the second rotor 231 and the second drive motor 232, the rotor shaft of the first drive motor 222, through the through hole be formed in the rotor shaft of the second drive motor 232, is arranged with the rotor shaft coaxial line of the second drive motor 232.4 deflecting plates 24 along the radial arrangement of duct 21 are provided with at the below place of lower lip place to the second rotor 231 of duct 21, the guide face of deflecting plate 24 and the middle line parallel of duct 21,4 deflecting plates 24 are along the revolution of the first rotor 221 to uniform, deflecting plate 24 is fixedly connected with fixed support 25 away from one end of duct 21 madial wall, and the first drive motor 222 and the second drive motor 232 are fixed on fixed support 25.In the rotation of the first rotor 221, identity distance is that duct 21 is along 1/3rd of center line direction length from the distance of the upper lip of duct 21, in the rotation of the second rotor 231 identity distance from the distance of the lower lip of duct 21 be duct 21 along 1/3rd of center line direction length, now power system 2 has good pneumatic efficiency.
In above-mentioned rotation, face refers to that the blade root mid point in the axial direction of the blade of rotor rotates the plane formed around S. A..
Aircraft is in flight course, first rotor 221 is rotate along contrary direction with the second rotor 231, the downwash flow of the first rotor 221 and the second rotor 231 produces certain moment of torsion with the effect of deflecting plate 24 phase, for offsetting total reactive torque that the first rotor 221 and the second rotor 231 produce in rotary course.
See Figure 12, the oar footpath of the first rotor 221 is 0.56 with the ratio in the oar footpath of the second rotor 231.In the rotary course of the first rotor 221 and the second rotor 231, oar footpath due to the first rotor 221 is less than the oar footpath of the second rotor 231, first rotor 221 rotates the downwash flow amount formed and supplements one that becomes the downwash flow amount of the blade root area 01 of the blade of the second rotor 231, makes produce more downwash flow amount in the plane of revolution of the second rotor 231; The area rotating formation due to the first rotor 221 only covers about 1/4th of the second rotor 231 rotation formation area, and is mainly positioned at the blade root region of the second rotor 231, effectively can alleviate the formation of its downwash flow to the second rotor 231 and hinder.In addition, because the first rotor 221 is different from the oar footpath of the second rotor 231, the vibrating noise that the two produces in rotary course can effectively be reduced.
Power system and Multi-axis aircraft the 3rd embodiment
As the explanation to the utility model power system and Multi-axis aircraft the 3rd embodiment, only the difference with above-mentioned power system and Multi-axis aircraft second embodiment is described below.
See Figure 13, the oar footpath of the first rotor 321 of power system 3 is 0.6 with the ratio in the oar footpath of the second rotor 331, first rotor 321 is positioned at the below of the second rotor 331, the rotor shaft of the second drive motor 332, through the through hole be formed in the rotor shaft of the first drive motor 322, is arranged with the rotor shaft coaxial line of the first drive motor 322.
In aircraft flight process, the downwash flow formed because the first rotor 321 rotates mainly passes from the blade root region of the second rotor 331, effectively supplements the downwash flow amount in this region.
Power system and aircraft the 4th embodiment
As the explanation to the utility model power system and Multi-axis aircraft the 4th embodiment, only the difference with above-mentioned power system and Multi-axis aircraft second embodiment is described below.
See Figure 14, power system 4 is placed in the deflecting plate at lip place under duct is placed in former between the first rotor 421 and the second rotor 431, and the first drive motor 422 is positioned at the top of deflecting plate 44, and the ratio in the oar footpath of the first rotor 421 and the second rotor 431 is 0.5.
Power system and Multi-axis aircraft the 5th embodiment
As the explanation to the utility model power system and Multi-axis aircraft the 5th embodiment, only the difference with above-mentioned power system and Multi-axis aircraft the 4th embodiment is described below.
See Figure 15, the second rotor unit of power system 5 is positioned at the top of deflecting plate 54, and the first rotor unit is positioned at the below of deflecting plate 54, and the second drive motor 532 is positioned at the top of the second rotor 531.The ratio in the oar footpath of the first rotor 521 and the second rotor 531 is 0.4.
Power system and Multi-axis aircraft the 6th embodiment
As the explanation to the utility model power system and Multi-axis aircraft the 6th embodiment, only the difference with above-mentioned power system and Multi-axis aircraft the 4th embodiment is described below.
See Figure 16, the second rotor 631 in the second rotor unit of power system 6 is positioned at the below of the second drive motor 632, and the ratio in the oar footpath of the first rotor 621 and the second rotor 631 is 0.3.
Power system and Multi-axis aircraft the 7th embodiment
As the explanation to the utility model power system and Multi-axis aircraft the 7th embodiment, only the difference with above-mentioned power system and Multi-axis aircraft the 4th embodiment is described below.
See Figure 17, the first rotor unit is positioned at the below of deflecting plate 74, and the second rotor unit is positioned at the top of deflecting plate 74, and the first drive motor 722 is positioned at the top of the first rotor 721, and the second drive motor 732 is positioned at the top of the second rotor 731; The ratio in the oar footpath of the first rotor 721 and the second rotor 731 is 0.55.
Power system and Multi-axis aircraft the 8th embodiment
As the explanation to the utility model power system and Multi-axis aircraft the 8th embodiment, only the difference with above-mentioned power system and Multi-axis aircraft first embodiment is described below.
See Figure 18, the quantity of the 3rd deflecting plate 851 is one, a through hole is formed with the middle part of one end of line parallel in duct along the center position being parallel to the second deflecting plate S. A. 8501 in 3rd deflecting plate 851, second deflecting plate S. A. 8501 and this via clearance are ordinatedly through this through hole, advancing in control unit working process, 3rd deflecting plate 851 rotates around the center line of this through hole, in rotary course, the air-flow washed under in duct, can not change with the rotation of the 3rd deflecting plate 851 point of resultant force of the power that it produces on the center line of this through hole.
Power system and Multi-axis aircraft the 9th embodiment
As the explanation to the utility model power system and Multi-axis aircraft the 9th embodiment, only the difference with above-mentioned power system and Multi-axis aircraft first embodiment is described below.
Adopt oil machine to substitute the rotation of motor to rotor to drive.
Claims (10)
1. power system, for Multi-axis aircraft, comprises duct, the first rotor unit and the second rotor unit;
Described first rotor unit comprises the first rotor, described second rotor unit comprises the second rotor, the axis of described first rotor and the axis of described second rotor all with the center line conllinear of described duct, described first rotor is contrary with the hand of rotation of described second rotor;
Described first rotor and described second rotor are all placed in described duct;
It is characterized in that:
There is provided the oar footpath of described first rotor of downwash flow to be less than the oar footpath of described second rotor to the blade root region of described second rotor.
2. power system according to claim 1, is characterized in that:
The oar footpath of described first rotor is 0.3 to 0.6 with the ratio in the oar footpath of described second rotor.
3. power system according to claim 1 or 2, is characterized in that:
Described first rotor is positioned at the top of described second rotor.
4. Multi-axis aircraft, comprise frame and be installed on a set of above power system in described frame, described power system comprises duct, the first rotor unit and the second rotor unit;
Described first rotor unit comprises the first rotor, described second rotor unit comprises the second rotor, the axis of described first rotor and the axis of described second rotor all with the center line conllinear of described duct, described first rotor is contrary with the hand of rotation of described second rotor;
Described first rotor and described second rotor are all placed in described duct;
It is characterized in that:
There is provided the oar footpath of described first rotor of downwash flow to be less than the oar footpath of described second rotor to the blade root region of described second rotor.
5. Multi-axis aircraft according to claim 4, is characterized in that:
The oar footpath of described first rotor is 0.3 to 0.6 with the ratio in the oar footpath of described second rotor.
6. Multi-axis aircraft according to claim 5, is characterized in that:
The oar footpath of described first rotor is 0.5 to 0.6 with the ratio in the oar footpath of described second rotor.
7. Multi-axis aircraft according to claim 4, is characterized in that:
Described first rotor is positioned at the top of described second rotor.
8. Multi-axis aircraft according to claim 4, is characterized in that:
The propeller pitch angle of described first rotor is less than the propeller pitch angle of described second rotor.
9. Multi-axis aircraft according to any one of claim 4 to 8, is characterized in that:
The blade quantity of described first rotor and described second rotor is 3.
10. Multi-axis aircraft according to any one of claim 4 to 8, is characterized in that:
The quantity of described power system is one;
Also comprise the ducted fan of more than 4 of being installed in described frame;
Described ducted fan is distributed in the circumference of the duct of described power system.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201520235716.XU CN204623836U (en) | 2015-04-17 | 2015-04-17 | Power system and multi-axis aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201520235716.XU CN204623836U (en) | 2015-04-17 | 2015-04-17 | Power system and multi-axis aircraft |
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| Publication Number | Publication Date |
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| CN204623836U true CN204623836U (en) | 2015-09-09 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201520235716.XU Expired - Fee Related CN204623836U (en) | 2015-04-17 | 2015-04-17 | Power system and multi-axis aircraft |
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| Country | Link |
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| CN (1) | CN204623836U (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104787322A (en) * | 2015-04-17 | 2015-07-22 | 何春旺 | Power system and multi-rotor aircraft |
| CN112912308A (en) * | 2018-10-22 | 2021-06-04 | 保罗·奈瑟 | System and method for fluid manipulation |
-
2015
- 2015-04-17 CN CN201520235716.XU patent/CN204623836U/en not_active Expired - Fee Related
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104787322A (en) * | 2015-04-17 | 2015-07-22 | 何春旺 | Power system and multi-rotor aircraft |
| CN112912308A (en) * | 2018-10-22 | 2021-06-04 | 保罗·奈瑟 | System and method for fluid manipulation |
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Effective date of registration: 20170427 Address after: 519000 Guangdong city of Zhuhai province Hengqin Baohua Road No. 6, room 105 -14724 Patentee after: ZHUHAI PANLEI INTELLIGENT TECHNOLOGY Co.,Ltd. Address before: 519000 Guangdong city of Zhuhai province Xiangzhou martyrs Road No. 2 Building 2 Tong En Culture Communication Co. Ltd. Patentee before: He Chunwang |
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