CN204623839U - Power system and aircraft - Google Patents
Power system and aircraft Download PDFInfo
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- CN204623839U CN204623839U CN201520235379.4U CN201520235379U CN204623839U CN 204623839 U CN204623839 U CN 204623839U CN 201520235379 U CN201520235379 U CN 201520235379U CN 204623839 U CN204623839 U CN 204623839U
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- 238000010586 diagram Methods 0.000 description 10
- 238000000034 method Methods 0.000 description 8
- 238000009434 installation Methods 0.000 description 3
- 230000005611 electricity Effects 0.000 description 2
- 230000005021 gait Effects 0.000 description 2
- 238000005096 rolling process Methods 0.000 description 2
- 230000033228 biological regulation Effects 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 238000000354 decomposition reaction Methods 0.000 description 1
- 230000001629 suppression Effects 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Abstract
The aircraft that the utility model relates to a kind of power system and builds with this power system.Wherein, this power system comprises it and comprises duct, the first rotor unit and the second rotor unit; First rotor unit comprises the first rotor, and the second rotor unit comprises the second rotor; First rotor and the second rotor are all placed in duct; The axis of the first rotor and the axis of the second rotor all with the center line conllinear of duct; First rotor is different from least one rotor parameter of the second rotor; Rotor parameter is paddle type, oar footpath, propeller pitch angle and blade quantity.The vibrating noise that two rotors of this power system produce in rotary course can be suppressed effectively.
Description
Technical field
The utility model relates to a kind of power system having two rotor coaxial lines layouts and the aircraft built with this power system.
Background technology
Aircraft, generally include frame and the control unit that is installed in frame and a set of above power system, power system generally includes more than one rotor unit, the rotor that rotor unit generally includes engine installation and driven by this engine installation.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.But in flight course, upper and lower rotor easily produces airstream vibration noise in rotary course, and the generation of vibrating noise reduces the efficiency of the power system of aircraft.
Summary of the invention
Main purpose of the present utility model is to provide a kind of making and has the power system can effectively raised the efficiency when two rotor coaxial lines are arranged;
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, and it comprises duct, the first rotor unit and the second rotor unit; First rotor unit comprises the first rotor, and the second rotor unit comprises the second rotor; First rotor and the second rotor are all placed in duct; The axis of the first rotor and the axis of the second rotor all with the center line conllinear of duct; First rotor is different from least one rotor parameter of the second rotor; Rotor parameter is paddle type, oar footpath, propeller pitch angle and blade quantity.
From above scheme, the rotor parameter at least had in paddle type, oar footpath, propeller pitch angle and blade quantity due to the first rotor and the second rotor is different, thus the two rotates the downwash flow produced and has the parameters such as frequency and there are differences, effectively can suppress the vibrating noise that two rotors produce at rotary course, thus improve the efficiency of this power system.
Concrete scheme is the oar footpath of the first rotor in above-mentioned power system is 0.3 to 0.6 with the ratio in the oar footpath of the second rotor.When the ratio in two oar footpaths is limited in this proportional range, while ensureing the downwash flow amount of power system fully, effectively suppress the generation of vibration noise.
Another concrete scheme is that the propeller pitch angle of the first rotor in above-mentioned power system is less than the propeller pitch angle of 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 reduce the power of the second rotor, the break-in effect of minimizing first rotor downwash can be conducive to, reduce downwash flow to the interference of the second rotor, vibrating noise can be suppressed by actv., fall low-energy loss.
Scheme is the propeller pitch angle of the first rotor in above-mentioned power system is more specifically 35 degree, and the propeller pitch angle of the second rotor is 40 degree.
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, and is conducive to improving pneumatic efficiency.
Another concrete scheme is the blade quantity that the blade quantity of the first rotor in above-mentioned power system is greater than the second rotor; First rotor is positioned at the top of the second rotor.Because blade self plays the effect of water conservancy diversion, the blade quantity being positioned at the first rotor of top can make the first rotor provide comparatively neat air-flow for the second rotor more than the blade quantity of the second rotor of below, reduces the interference that the first rotor sucks the air-flow of the second rotor.Be conducive to improving pneumatic efficiency.
Another preferred scheme is the propeller pitch angle that the propeller pitch angle of the first rotor is less than the second rotor; First rotor is positioned at the top of the second rotor; The blade quantity of the first rotor and the second rotor is 3.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 reduce the power of the second rotor, the break-in effect of minimizing first rotor downwash can be conducive to, reduce downwash flow to the interference of the second rotor, vibrating noise can be suppressed by actv., fall low-energy loss.
In order to realize another object of the present utility model, the utility model provides a kind of aircraft, and it comprises frame and is installed on a set of above power system in frame; Power system 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; First rotor and the second rotor are all placed in duct; The axis of the first rotor and the axis of the second rotor all with the center line conllinear of duct; First rotor is different from least one rotor parameter of the second rotor; Rotor parameter is paddle type, oar footpath, propeller pitch angle and blade quantity.
Concrete scheme is the oar footpath of the first rotor in the power system of above-mentioned aircraft is 0.3 to 0.6 with the ratio in the oar footpath of the second rotor; The propeller pitch angle of the first rotor is less than the propeller pitch angle of the second rotor; The blade quantity of the first rotor is greater than the blade quantity of the second rotor; The propeller pitch angle of the first rotor and the second rotor is definite value; First rotor is positioned at the top of the second rotor.
Another concrete scheme is the propeller pitch angle that the propeller pitch angle of the first rotor in the power system of above-mentioned aircraft is less than the second rotor; First rotor is positioned at the top of the second rotor; The blade quantity of the first rotor and the second rotor is 3.
Accompanying drawing explanation
Fig. 1 is the block diagram of the utility model aircraft first embodiment;
Fig. 2 is the STRUCTURE DECOMPOSITION figure of the utility model aircraft first embodiment;
Fig. 3 is the constructional drawing of the first ducted fan in the utility model aircraft first embodiment;
Fig. 4 is the constructional drawing of the second ducted fan in the utility model aircraft first embodiment;
Fig. 5 is the block diagram of ducted fan connecting element in the utility model aircraft first embodiment;
Fig. 6 is the block diagram of reactive torque control unit in the utility model aircraft first embodiment;
Fig. 7 is the block diagram of control unit of advancing in the utility model aircraft first embodiment;
Fig. 8 is the first rotor in the utility model aircraft first embodiment, the second rotor and two drive motor and support bracket fastened relative position schematic diagram;
Fig. 9 is the schematic diagram of the utility model 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 relative position schematic diagram of the first rotor, the second rotor and two drive motor in the utility model power system the 3rd embodiment;
Figure 13 is the relative position schematic diagram of the first rotor, the second rotor and two drive motor in the utility model power system the 4th embodiment;
Figure 14 is the first rotor and the second rotor plane schematic diagram in the utility model power system the 5th embodiment;
Figure 15 is the structural representation of the utility model power system the 7th embodiment;
Figure 16 is the structural representation of the utility model power system the 8th embodiment;
Figure 17 is the structural representation of the utility model power system the 9th embodiment;
Figure 18 is the structural representation of the utility model power system the tenth embodiment.
Below in conjunction with drawings and Examples, the utility model is described in further detail.
Detailed description of the invention
Power system of the present utility model is mainly used in aircraft, air cushion vehicle, aerodynamic slide driving etc., and following embodiment is described the utility model for the power system of aircraft.
Power system and aircraft first embodiment
See Fig. 1 and Fig. 2, 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, first deflecting plate 166 is that the rectangular plate that 4 radial directions along the first duct 161 extend 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 is that 4 radial directions along the second duct 111 extend rectangular plate formation, 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 support 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, and because the two oar footpath is different, especially when the two ratio is 0.56, the vibration noise that rotor wing rotation produces is suppressed effectively.
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 is offset by being located at the deflecting plate at lip place 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 greater 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 aircraft second embodiment
As the explanation to the utility model power system and the 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; The propeller pitch angle of the first rotor 221 is 35 degree, and the propeller pitch angle of the second rotor is 40 degree.
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.Because the first rotor 221 is different from the propeller pitch angle of the second rotor 231, effectively can reduce the vibrating noise that the two produces in rotary course, when the value of the propeller pitch angle of two rotor is above-mentioned numerical value especially, effectively can reduce its vibration noise value.
Power system and aircraft the 3rd embodiment
As the explanation to the utility model power system and aircraft the 3rd embodiment, only the difference with above-mentioned power system and aircraft second embodiment is described below.
See Figure 12, the oar footpath of the first rotor 321 of power system is identical with the oar footpath of the second rotor 331 and paddle type is identical, and the blade quantity of the first rotor 321 is 5, and the blade quantity of the second rotor 331 is 3.In aircraft flight process, because the blade quantity of two rotors is different, effectively can suppress the vibrating noise that the two produces in rotary course.
Power system and aircraft the 4th embodiment
As the explanation to the utility model power system and aircraft the 4th embodiment, only the difference with above-mentioned power system and aircraft second embodiment is described below.
See Figure 13, the oar footpath of the first rotor 421 of power system is identical with the oar footpath of the second rotor 431 and paddle type is identical, and the blade quantity of the first rotor 421 is 3, and the blade quantity of the second rotor 431 is 5.In aircraft flight process, because the blade quantity of two rotors is different, effectively can suppress the vibrating noise that the two produces in rotary course.
Power system and aircraft the 5th embodiment
As the explanation to the utility model power system and aircraft the 5th embodiment, only the difference with above-mentioned power system and aircraft second embodiment is described below.
See Figure 14, the paddle type of the first rotor 521 is duct oar, and the quantity of its blade is 3, the screw propeller of the paddle type of the second rotor 531, and its blade quantity is 2.The ratio in the oar footpath of the first rotor 521 and the second rotor 531 is 0.4.In aircraft flight process, the suppression that the vibrating noise that two rotor wing rotation processes produce can be arrived very much.
Power system and Multi-axis aircraft the 6th embodiment
As the explanation to the utility model power system and aircraft the 6th embodiment, only the difference with above-mentioned power system and aircraft first embodiment is described below.
Adopt oil machine to substitute the rotation of motor to rotor to drive.
Power system and aircraft the 7th embodiment
As the explanation to the utility model power system and aircraft the 7th embodiment, only the difference with above-mentioned power system and aircraft second embodiment is described below.
See Figure 15, power system 6 is placed in the deflecting plate at lip place under duct is placed in former between the first rotor 621 and the second rotor 631, and the first drive motor 622 is positioned at the top of deflecting plate 64, and the ratio in the oar footpath of the first rotor 621 and the second rotor 631 is 0.5.
Power system and aircraft the 8th embodiment
As the explanation to the utility model power system and aircraft the 8th embodiment, only the difference with above-mentioned power system and aircraft the 7th embodiment is described below.
See Figure 16, the second rotor unit of power system 7 is positioned at the top of deflecting plate 74, and the first rotor unit is positioned at the below of deflecting plate 74, 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 0.4.
Power system and aircraft the 9th embodiment
As the explanation to the utility model power system and aircraft the 9th embodiment, only the difference with above-mentioned power system and aircraft the 7th embodiment is described below.
See Figure 17, the second rotor 831 in the second rotor unit of power system 8 is positioned at the below of the second drive motor 832, and the ratio in the oar footpath of the first rotor 821 and the second rotor 831 is 0.3.
Power system and aircraft the tenth embodiment
As the explanation to the utility model power system and aircraft the tenth embodiment, only the difference with above-mentioned power system and aircraft the 7th embodiment is described below.
See Figure 18, the first rotor unit is positioned at the below of deflecting plate 94, and the second rotor unit is positioned at the top of deflecting plate 94, and the first drive motor 922 is positioned at the top of the first rotor 921, and the second drive motor 932 is positioned at the top of the second rotor 931; The ratio in the oar footpath of the first rotor 921 and the second rotor 931 is 0.55.
Each embodiment above-mentioned enumerating just to wherein part optimal technical scheme, wherein, during less than the propeller pitch angle of the second rotor more than 5 degree of the propeller pitch angle of the first rotor, can suppress the vibration noise in rotor wing rotation process effectively; When the first rotor is different from the propeller pitch angle of the second rotor, when the blade quantity of the two is all 3, also can reach the vibration noise effectively suppressed in rotor wing rotation process; When the ratio in the oar footpath of the first rotor and the oar footpath of the second rotor is in the scope of 0.3 to 0.6, the vibration noise of two rotors in rotary course can be suppressed well.
Claims (10)
1. power system, comprises duct, the first rotor unit and the second rotor unit;
Described first rotor unit comprises the first rotor, and described second rotor unit comprises the second rotor;
Described first rotor and described second rotor are all placed in described duct;
The axis of described first rotor and the axis of described second rotor all with the center line conllinear of described duct;
It is characterized in that:
Described first rotor is different from least one rotor parameter of described second rotor;
Described rotor parameter is paddle type, oar footpath, propeller pitch angle and blade quantity.
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, is characterized in that:
The propeller pitch angle of described first rotor is less than the propeller pitch angle of described second rotor.
4. power system according to claim 3, is characterized in that:
The propeller pitch angle of described first rotor is 35 degree, and the propeller pitch angle of described second rotor is 40 degree.
5. power system according to any one of claim 2 to 4, is characterized in that:
Described first rotor is positioned at the top of described second rotor.
6. power system according to claim 1, is characterized in that:
The blade quantity of described first rotor is greater than the blade quantity of described second rotor;
Described first rotor is positioned at the top of described second rotor.
7. power system according to claim 1, is characterized in that:
The propeller pitch angle of described first rotor is less than the propeller pitch angle of described second rotor;
Described first rotor is positioned at the top of described second rotor;
The blade quantity of described first rotor and described second rotor is 3.
8. aircraft, comprises frame and is 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, and described first rotor unit comprises the first rotor, and described second rotor unit comprises the second rotor;
Described first rotor and described second rotor are all placed in described duct;
The axis of described first rotor and the axis of described second rotor all with the center line conllinear of described duct;
It is characterized in that:
Described first rotor is different from least one rotor parameter of described second rotor;
Described rotor parameter is paddle type, oar footpath, propeller pitch angle and blade quantity.
9. aircraft according to claim 8, 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;
The propeller pitch angle of described first rotor is less than the propeller pitch angle of described second rotor;
The blade quantity of described first rotor is greater than the blade quantity of described second rotor;
The propeller pitch angle of described first rotor and described second rotor is definite value;
Described first rotor is positioned at the top of described second rotor.
10. aircraft according to claim 8, is characterized in that:
The propeller pitch angle of described first rotor is less than the propeller pitch angle of described second rotor;
Described first rotor is positioned at the top of described second rotor;
The blade quantity of described first rotor and described second rotor is 3.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201520235379.4U CN204623839U (en) | 2015-04-17 | 2015-04-17 | Power system and aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201520235379.4U CN204623839U (en) | 2015-04-17 | 2015-04-17 | Power system and aircraft |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN204623839U true CN204623839U (en) | 2015-09-09 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201520235379.4U Expired - Fee Related CN204623839U (en) | 2015-04-17 | 2015-04-17 | Power system and aircraft |
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| CN (1) | CN204623839U (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104773292A (en) * | 2015-04-17 | 2015-07-15 | 何春旺 | Power system and air vehicle |
| CN106809383A (en) * | 2017-01-24 | 2017-06-09 | 北京电子工程总体研究所 | A kind of electronic coaxial shrouded propeller aircraft |
| CN108883826A (en) * | 2017-08-31 | 2018-11-23 | 深圳市大疆创新科技有限公司 | Power device and single rotor unmanned vehicle |
-
2015
- 2015-04-17 CN CN201520235379.4U patent/CN204623839U/en not_active Expired - Fee Related
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104773292A (en) * | 2015-04-17 | 2015-07-15 | 何春旺 | Power system and air vehicle |
| CN106809383A (en) * | 2017-01-24 | 2017-06-09 | 北京电子工程总体研究所 | A kind of electronic coaxial shrouded propeller aircraft |
| CN108883826A (en) * | 2017-08-31 | 2018-11-23 | 深圳市大疆创新科技有限公司 | Power device and single rotor unmanned vehicle |
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