CN211336413U - Screw, power component and aircraft - Google Patents
Screw, power component and aircraft Download PDFInfo
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- CN211336413U CN211336413U CN201921265381.0U CN201921265381U CN211336413U CN 211336413 U CN211336413 U CN 211336413U CN 201921265381 U CN201921265381 U CN 201921265381U CN 211336413 U CN211336413 U CN 211336413U
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Abstract
The utility model discloses a screw, power component and aircraft, wherein, the screw includes propeller hub and the paddle of being connected with propeller hub, is at the distance propeller hub center is R1‑R2× 6%, the twist angle of the blade is 13 ° + -0.5 °, and the distance from the hub center is R2× 20% of the bladeThe rotation angle is 22 degrees plus or minus 0.5 degrees; at a distance R from the hub centre2× 35% of the total pitch angle of the blade is 15 +/-0.3 DEG and the pitch angle is R from the center of the hub2× 75% of the total pitch angle of the blade is 11 +/-0.3 DEG and the pitch angle is R from the center of the hub2× 100%, the blade has a twist angle of 8 ° ± 0.3 °.
Description
Technical Field
The utility model relates to an aircraft field especially relates to a screw, power component and aircraft.
Background
The unmanned aerial vehicle is an unmanned aerial vehicle for controlling flight attitude through a radio remote control device and a built-in program, and is widely applied to the military and civil fields. The propeller is used as a main lifting force component of the unmanned aerial vehicle, the aerodynamic performance of the propeller is important for the unmanned aerial vehicle, and the flight time and the flight distance of the unmanned aerial vehicle can be improved by improving the aerodynamic performance of the propeller under the same electric energy state.
Therefore, how to improve the aerodynamic efficiency of the propeller is a technical problem to be solved urgently by those skilled in the art.
SUMMERY OF THE UTILITY MODEL
A primary object of the present invention is to provide a propeller, a power module and an aircraft, which are designed to improve the aerodynamic efficiency of the propeller.
To achieve the above object, the present invention provides a propeller, the propeller includes a hub and a blade connected to the hub, the radius of the hub is R1The radius of the blade is R2；
At a distance R from the hub centre1×100％-R2× 6 percent of the blade, the chord length of the blade is 25mm +/-0.5 mm, and the torsion angle is 13 +/-0.5 degrees;
at a distance R from the hub centre2× 20%, the chord length of the blade is 53mm +/-0.3 mm, and the twist angle is 22 +/-0.5 degrees;
at a distance R from the hub centre23535% of the blades have chord lengths of 24mm +/-0.3 mm and torsion angles of 15 +/-0.3 degrees;
at a distance R from the hub centre2× 75%, the chord length of the blade is 22mm +/-0.3 mm, and the twist angle is 11 +/-0.3 degrees;
at a distance R from the hub centre2× 100%, the chord length of the blade is 10mm +/-0.3 mm, and the twist angle is 8 +/-0.3 deg.
Preferably, the diameter of the propeller is 200mm +/-30 mm;
at a distance R from the hub centre1×100％-R2× 6% of the blade, the chord length of the blade is 25mm, and the torsion angle is 13 degrees;
at a distance R from the hub centre2× 20%, the chord length of the blade is 53mm, the twist angle is 22 °;
at a distance R from the hub centre2× 35% of the blade, the chord length of the blade is 24mm, and the torsion angle is 15 degrees;
at a distance R from the hub centre2× 75%, the chord length of the blade is 22mm, and the torsion angle is 11 degrees;
at a distance R from the hub centre2× 100%, the chord length of the blade is 10mm, and the twist angle is 8 deg.
Preferably, R is the distance from the hub center1×100％～R2× 20%, the maximum relative thickness of the airfoil of the blade being 15% ± 1%;
at a distance R from the hub centre2×35％～R2× 75%, the maximum relative thickness of the airfoil of the blade is 8.35% ± 0.5%;
at a distance R from the hub centre2× 100%, the maximum relative thickness of the airfoil of the blade is 7.3% + -0.5%;
wherein the maximum relative thickness of the airfoil is the ratio of the maximum thickness of the airfoil of the blade to the chord length of the airfoil.
Preferably, the diameter of the propeller is 200mm +/-30 mm;
at a distance R from the hub centre1×100％～R2× 20%, the maximum relative thickness of the airfoil of the blade being 15%;
at a distance R from the hub centre2×35％～R2× 75%, the maximum relative thickness of the airfoil of the blade is 8.35%;
at a distance R from the hub centre2× 100%, the maximum relative thickness of the airfoil of the blade is 7.3%.
Preferably, R is the distance from the hub center1×100％～R2× 20%, the position of maximum relative thickness of the airfoil of the blade being at a chord length of 22.3% ± 0.5% from the leading edge;
at a distance R from the hub centre2×35％～R2× 75%, the ratio ofThe position of the maximum relative thickness of the airfoil of the blade is at a chord length of 23.5% ± 0.5% from the leading edge;
at a distance R from the hub centre2× 100%, the maximum relative thickness of the airfoil of the blade is located at a chord length of 22.5% ± 0.5% from the leading edge.
Preferably, R is the distance from the hub center1×100％～R2× 20%, the position of maximum relative thickness of the airfoil of the blade being at 22.3% chord length from the leading edge;
at a distance R from the hub centre2×35％～R2× 75%, the position of maximum relative thickness of the airfoil of the blade being at a chord length of 23.5% from the leading edge;
at a distance R from the hub centre2× 100%, the position of maximum relative thickness of the airfoil of the blade is at 22.5% chord length from the leading edge.
Preferably, R is the distance from the hub center1×100％～R2× 20%, the maximum relative camber of the airfoil of the blade is 2.0% ± 1%;
at a distance R from the hub centre2×35％～R2× 75%, the maximum relative camber of the airfoil of the blade is 5.7% ± 0.5%;
at a distance R from the hub centre2× 100%, the maximum relative camber of the airfoil of the blade is 6.2% ± 0.5%;
wherein the maximum relative camber of the airfoil is the ratio of the maximum camber of the camber line of the airfoil of the blade to the chord length of the airfoil.
Preferably, the diameter of the propeller is 200mm +/-30 mm;
at a distance R from the hub centre1×100％～R2× 20%, the maximum relative camber of the airfoil of the blade is 2.0%;
at a distance R from the hub centre2×35％～R2× 75%, the maximum relative camber of the airfoil of the blade is 5.7%;
at a distance R from the hub centre2× 100% of the total weight of the compositionThe maximum relative camber of the airfoil of the blade is 6.2%.
Preferably, R is the distance from the hub center1×100％～R2× 20%, the position of maximum relative camber of the airfoil of the blade being at a chord length of 32.5% ± 0.5% from the leading edge;
at a distance R from the hub centre2×35％～R2× 75%, the position of maximum relative camber of the airfoil of the blade being at a chord length of 42.3% ± 0.5% from the leading edge;
at a distance R from the hub centre2× 100%, the position of maximum relative camber of the airfoil of the blade is 28.2% ± 0.5% chord length from the leading edge.
Preferably, the diameter of the propeller is 200mm +/-30 mm;
at a distance R from the hub centre1×100％～R2× 20%, the position of maximum relative camber of the airfoil of the blade being at 32.5% chord length from the leading edge;
at a distance R from the hub centre2×35％～R2× 75%, the position of maximum relative camber of the airfoil of the blade being at a chord length of 42.3% from the leading edge;
at a distance R from the hub centre2× 100%, the position of maximum relative camber of the airfoil of the blade is at 28.2% chord length from the leading edge.
Preferably, the widest point between the leading and trailing edges of the blade is 1/5 × R from the centre of the hub2。
Preferably, the trailing edge at the tip of the blade is curved.
The utility model also provides a power component, power component includes:
a drive motor; and
the hub of the propeller is connected with the output shaft of the driving motor.
The utility model also provides an aircraft, aircraft includes:
a body;
the machine arm is connected with the machine body; and
in the power assembly, the power assembly is mounted on the horn.
Compared with the prior art, the utility model provides a screw, power component and aircraft have following advantage:
1. the blades can be effectively ensured to have the best working performance through the distribution of the chord length and the torsion angle of the blades, the pneumatic efficiency of the propeller can be effectively improved, and the hovering time of the aircraft can be effectively prolonged when the propeller is applied to the aircraft.
2. The trailing edge of the blade tip of the blade is arc-shaped, so that the strength of the blade tip vortex is reduced, the disturbance effect of the propeller vortex of the propeller is reduced, and the noise generated by the propeller is reduced.
3. The maximum relative thickness distribution of the wing profile of the paddle can effectively ensure the pneumatic efficiency of the paddle.
4. The aerodynamic efficiency of the blade can be effectively improved through the maximum relative camber of the set wing profile.
Drawings
Fig. 1 is a schematic perspective view of a propeller according to a first embodiment of the present invention;
FIG. 2 is a schematic view of the propeller of FIG. 1 from a first perspective;
FIG. 3 is a schematic view of the propeller of FIG. 1 from a second perspective;
FIG. 4 is a cross-sectional view of a blade of the propeller of FIG. 1 illustrating various parameters associated with the airfoil of the blade;
fig. 5 is a schematic perspective view of a power assembly according to a second embodiment of the present invention;
figure 6 is a schematic structural view of an aircraft according to a third embodiment of the present invention;
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the invention. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplification of description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the description of the present invention, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Referring to fig. 1, the propeller 10 includes a hub 101 and at least two blades 103 connected to the hub 101, wherein the blades 103 are uniformly arranged around the hub 101. Hub 101 is adapted to be coupled to an external drive device to rotate blades 103 when driven by the drive device. The hub 101 and the blades 103 may be integrally formed, or may be fixed by screws or pins to achieve detachable connection.
Referring to fig. 2 to 4, the present embodiment will describe improvements of the blade 103 of the propeller 10 provided by the present invention from three aspects, namely, the airfoil distribution, the twist angle distribution, and the chord length distribution of the propeller 10.
Among the parameters related to the airfoil distribution of the blades 103, the radius of the hub 101 of the propeller 10 is R1The propeller 10 has a radius R2From this, it can be concluded that the blades 103 of the propeller 10 have a radial length R2-R1。
Distance L from center of hub 101 for any section of blade 1031The chord length L of any cross section of the blade 103 is shown2Denotes the chord length L2Refers to the length of the chord line x at the cross section, which refers to the line between the end point of the leading edge 1031 of the blade 103 that is furthest to the left on the cross section and the end point of the trailing edge 1032 that is furthest to the right on the cross section.
A series of inscribed circles tangent to the upper camber line and the lower camber line are made in the airfoil, the connection line of the circle centers is called a mean camber line h of the airfoil, and the diameter of the largest inscribed circle is called the maximum thickness d of the airfoil.
The maximum distance between the mean camber line h and the chord line x is called the maximum camber w of the airfoil, the airfoil with the maximum camber w of zero is called a symmetric airfoil, wherein the camber line coincides with the chord line.
Further, the maximum relative thickness of the airfoil is defined as the maximum thickness d and the chord length L of the airfoil2Ratio of (i.e., d/L)2(ii) a The maximum relative camber of the airfoil is defined as the maximum camber w and chord length L of the airfoil2I.e. w/L2。
The twist angle α, also known as the twist angle or blade angle, is the angle between the chord line x of the propeller 10 and the plane of rotation of the propeller 10, and its variation law is one of the main factors affecting the performance of the propeller.
In some embodiments, the chord length L of the blade 1032And the parameters of twist angle α are laid out as follows:
at a distance R from the center of hub 1011×100％-R2× 6% of the chord length L of the blade 103225mm plus or minus 0.5mm, and the torsion angle is 13 degrees plus or minus 0.5 degrees;
at a distance R from the center of hub 1012× 20% of the chord length L of the blade 103253mm plus or minus 0.3mm, and the torsion angle is 22 degrees plus or minus 0.5 degrees;
at a distance R from the center of hub 1012× 35% of the chord length L of the blade 103224mm plus or minus 0.3mm, and the torsion angle is 15 degrees plus or minus 0.3 degrees;
at a distance R from the center of hub 1012× 75% of the chord length L of the blade 103222mm +/-0.3 mm, and the torsion angle is 11 degrees +/-0.3 degrees;
at a distance R from the center of hub 1012× 100% of the chord length L of the blade 103210mm +/-0.3 mm and a torsion angle of 8 +/-0.3 degrees.
Leading edge points and trailing edge points of the airfoil profile at 6%, the airfoil profile at 20%, the airfoil profile at 35%, the airfoil profile at 75% and the airfoil profile at 100% are sequentially connected by a spline line, wherein the spline line is a B-spline curve and is also called a Bezier curve.
As shown in FIG. 2, the chord length L of the blade 103 is set as described above2And the torsion angle α, the blade 103 can be effectively ensured to have the best working performance, the aerodynamic efficiency of the propeller 10 can be effectively improved, and when the propeller 10 is applied to an aircraft, the hovering time of the aircraft can be effectively improved.
Further, the rear edge 1032 of the end of the blade 103 away from the hub 101 is arc-shaped, that is, the rear edge 1032 at the tip of the blade 103 is arc-shaped, which is beneficial to reducing the tip vortex strength, and further reducing the vortex interference effect of the propeller, so as to reduce the noise generated by the propeller 10.
Illustratively, the relevant parameters of the propeller 10 are designed as follows:
the diameter of the propeller 10 is 200mm +/-30 mm;
at a distance R from the center of hub 1011-R2× 6% of the chord length L of the blade 103225mm, twist angle 13 °;
at a distance R from the center of hub 1012× 20% of the chord length L of the blade 103253mm, the twist angle is 22 degrees plus or minus 0.5 degrees;
at a distance R from the center of hub 1012× 35% of the chord length L of the blade 103224mm, a twist angle of 15 °;
at a distance R from the center of hub 1012× 75% of the chord length L of the blade 103222mm, a torsion angle of 11°；
At a distance R from the center of hub 1012× 100% of the chord length L of the blade 103210mm and a twist angle of 8.
As shown in fig. 2, i.e. at L1At R2 × 6% and the chord length L of the blade 103225mm and a twist angle of 13.
At L1At R2 × 20% of 20%, the chord length L of the blade 103253mm and a twist angle of 22.
At L1At R2 × 35% and the chord length L of the blade 103224mm and a twist angle of 15.
At L1Is R2× 75% of the chord length L of the blade 103222mm and a twist angle of 11.
At L1Is R2× 100% of the chord length L of the blade 103210mm and a twist angle of 8.
In some embodiments, the maximum relative thickness d of the airfoil of the blade 103 is set as follows:
at a distance R from the center of hub 1011～R2× 20%, the maximum relative thickness d of the airfoil of the blade 103 is 15% ± 1%.
At a distance R from the center of hub 1012×35％～R2× 75%, the maximum relative thickness d of the airfoil of the blade 103 is 8.35% ± 0.5%.
At a distance R from the center of hub 1012× 100%, the maximum relative thickness d of the airfoil of the blade 103 is 7.3% ± 0.5%.
Wherein R is located at a distance from the center of hub 1011～R2× 30%, the maximum relative thickness d of the airfoil of the blade 103 is located at a chord length of 22.3% ± 0.5% from the leading edge.
At a distance R from the center of hub 1012×30％～R2× 75%, the maximum relative thickness d of the airfoil of the blade 103 is located at a chord length of 23.5% ± 0.5% from the leading edge.
At a distance R from the center of hub 1012×75％～R2× 100%, the maximum relative thickness d of the airfoil of the blade 103 is located at a chord length of 22.5% ± 0.5% from the leading edge.
The aerodynamic efficiency of the blade 103 can be effectively ensured by setting the distribution of the maximum relative thickness d of the airfoil of the blade 103.
Illustratively, the distribution of the diameter of the propeller 10 and the maximum relative thickness d of the airfoil is designed as follows:
the diameter of the propeller 10 is 200mm + -30 mm.
At a distance R from the center of hub 1011～R2× 20%, the maximum relative thickness d of the airfoil of the blade 103 is 15% and the maximum relative thickness d of the airfoil of the blade 10 is located at a chord length of 22.3% from the leading edge.
At a distance R from the center of hub 1012×35％～R2× 75%, the maximum relative thickness d of the airfoil of the blade 103 is 8.35%, and the maximum relative thickness d of the airfoil of the blade 103 is located at a chord length of 23.5% from the leading edge.
At a distance R from the center of hub 1012× 100%, the maximum relative thickness d of the airfoil of the blade 103 is 7.3%, the position of the maximum relative thickness d of the airfoil of the blade 103 being at a chord length of 25% from the leading edge.
As shown in fig. 2, i.e. at L1Is R1～R2× 20%, the maximum relative thickness d of the airfoil of the blade 103 is 15% and the maximum relative thickness d of the airfoil of the blade 10 is located at a chord length of 22.3% from the leading edge.
At L1Is R2×35％～R2× 75%, the maximum relative thickness d of the airfoil of the blade 103 is 8.35%, and the maximum relative thickness d of the airfoil of the blade 103 is located at a chord length of 23.5% from the leading edge.
At L1Is R2× 100%, the maximum relative thickness d of the airfoil of the blade 103 is 7.3%, the position of the maximum relative thickness d of the airfoil of the blade 103 being at a chord length of 25% from the leading edge.
In some embodiments, the maximum relative camber w of the airfoil of the blade 103 is set as follows:
at a distance R from the center of hub 1011～R2× 20%, the maximum relative camber w of the airfoil of the blade 103 is 2.0% ± 1%.
At a distance R from the center of hub 1012×35％～R2× 75%, the maximum relative camber w of the airfoil of the blade 103 is 5.7% ± 0.5%.
At a distance R from the center of hub 1012×75％～R2× 100%, the maximum relative camber w of the airfoil of the blade 103 is 6.2% ± 0.5%.
Wherein R is located at a distance from the center of hub 1011～R2× 20%, the maximum relative camber w of the airfoil of the blade 103 is located at a chord length of 32.5% ± 0.5% from the leading edge.
At a distance R from the center of hub 1012×35％～R2× 75%, the maximum relative camber w of the airfoil of the blade 103 is located at a chord length of 42.3% ± 0.5% from the leading edge.
At a distance R from the center of hub 1012× 100%, the position of maximum relative camber of the airfoil of the blade 103 is 28.2% ± 0.5% chord length from the leading edge.
The aerodynamic efficiency of the blade 103 can be effectively ensured by setting the distribution of the maximum relative camber w of the airfoil of the blade 103.
Illustratively, the diameter of the propeller 10 and the distribution of the maximum relative camber w of the airfoils are designed as follows:
the diameter of the propeller 10 is 00mm + -30 mm.
At a distance R from the center of hub 1011～R2× 20%, the maximum relative camber w of the airfoil of the blade 103 is 2.0%, and the position of the maximum relative camber w of the airfoil of the blade 103 is at a chord length of 32.5% from the leading edge.
At a distance R from the center of hub 1012×35％～R2× 75%, the maximum relative camber w of the airfoil of the blade 103 is 5.7% and the position of the maximum relative camber w of the airfoil of the blade is at a chord length of 42.3% from the leading edge.
At a distance R from the center of hub 1012× 100%, the maximum relative camber w of the airfoil of the blade 103 is 6.2%, and the position of the maximum relative camber w of the airfoil of the blade 103 is at a chord length of 28.2% from the leading edge.
As shown in fig. 2, i.e. at L1Is R1～R2× 20%, the maximum relative camber w of the airfoil of the blade 103 is 2.0%, and the position of the maximum relative camber w of the airfoil of the blade 103 is at a chord length of 38.5% from the leading edge.
At L1Is R2×35％～R2× 75%, the maximum relative camber w of the airfoil of the blade 103 is 5.7%, and the position of the maximum relative camber w of the airfoil of the blade 103 is at a chord length of 42.3% from the leading edge.
At L1Is R2× 100%, the maximum relative camber w of the airfoil of the blade 103 is 6.2%, and the position of the maximum relative camber w of the airfoil of the blade 103 is at a chord length of 28.2% from the leading edge.
In some embodiments, the widest point between leading edge 1031 and trailing edge 1032 of blade 103 is a distance 1/5 × R from the center of hub 1012The transition from hub 101 to this widest position is by a second spline, wherein the diameter of propeller 10 is 200mm ± 30 mm.
Referring to fig. 5, the present invention further provides a power assembly 100, wherein the power assembly 100 includes a driving motor 20 and the propeller 10 driven by the driving motor 20. The driving assembly 100 may be applied to an aircraft, and the propeller 10 is mounted on an output shaft of the driving motor 20, and the propeller 10 is rotated by the driving motor 20 to generate lift or thrust for flying the aircraft. The drive motor 20 may be any suitable type of motor, such as a brush motor, a brushless motor, a dc motor, a stepper motor, an ac induction motor, and the like.
The propeller 10 may be mounted on the output shaft of the driving motor 20 in a manner that an external thread corresponding to the internal thread is provided on the output shaft of the driving motor 20, and the propeller 10 is in threaded connection with the driving motor 20 through the matching of the internal thread and the external thread.
The output shaft of the driving motor 20 can also be locked in the hub 101 by a screw lock, or the output shaft of the driving motor 20 can be connected with the hub 101 by a knurled connection.
Or a groove is formed in the driving motor 20, a claw part matched with the groove is arranged on the propeller 10, the propeller 10 is connected with the driving motor 20 in a rotating matching mode, and the connection between the propeller 10 and the driving motor 20 is realized through the clamping connection of the claw part on the propeller 10 and the groove on the driving motor 20.
Referring to fig. 6, the present invention further provides an aircraft 200, wherein the aircraft 200 includes a fuselage 60, a horn 70 connected to the fuselage 60, and the power assembly 100 mounted on the horn 70.
The power assembly 100 may be one or more, that is, the aircraft 200 may be a single-rotor aircraft or a multi-rotor aircraft, which is not limited herein.
The aircraft 200 is further provided with a control assembly 40 and a sensor assembly 50, wherein the sensor assembly 50 is electrically connected to the control assembly 40, and is configured to acquire various flight parameters of the aircraft 200, and output the acquired flight parameters to the control assembly 40, where the flight parameters may be a flight attitude, a flight speed, a flight altitude, and the like. The control assembly 40 is electrically connected to the power assembly 100 for adjusting the flight attitude of the aircraft 200 according to the flight parameters acquired by the sensor assembly 50.
In some embodiments, the control component 40 may further be communicatively connected to a terminal device (not shown), and receive a control command from the terminal device, so as to control the flight attitude of the aircraft 200 according to the control command, where the terminal device may be a smart phone, a remote controller, or a computer.
Compared with the prior art, the utility model provides a screw, power component and aircraft have following advantage:
1. the blades can be effectively ensured to have the best working performance through the distribution of the chord length and the torsion angle of the blades, the pneumatic efficiency of the propeller can be effectively improved, and the hovering time of the aircraft can be effectively prolonged when the propeller is applied to the aircraft.
2. The trailing edge of the blade tip of the blade is arc-shaped, so that the strength of the blade tip vortex is reduced, the disturbance effect of the propeller vortex of the propeller is reduced, and the noise generated by the propeller is reduced.
3. The maximum relative thickness distribution of the wing profile of the paddle can effectively ensure the pneumatic efficiency of the paddle.
4. The aerodynamic efficiency of the blade can be effectively improved through the maximum relative camber of the set wing profile.
The above is only the preferred embodiment of the present invention, and not the scope of the present invention, all the equivalent structures or equivalent flow changes made by the contents of the specification and the drawings or the direct or indirect application in other related technical fields are included in the patent protection scope of the present invention.
Claims (14)
1. A propeller comprising a hub and blades connected to the hub, the hub having a radius R1The radius of the blade is R2The method is characterized in that:
at a distance R from the hub centre1×100％-R2× 6 percent of the blade, the chord length of the blade is 25mm +/-0.5 mm, and the torsion angle is 13 +/-0.5 degrees;
at a distance R from the hub centre2× 20%, the chord length of the blade is 53mm +/-0.3 mm, and the twist angle is 22 +/-0.5 degrees;
at a distance R from the hub centre23535% of the blades have chord lengths of 24mm +/-0.3 mm and torsion angles of 15 +/-0.3 degrees;
at a distance R from the hub centre2× 75%, the chord length of the blade is 22mm +/-0.3 mm, and the twist angle is 11 +/-0.3 degrees;
at a distance R from the hub centre2× 100%, the chord length of the blade is 10mm +/-0.3 mm, and the twist angle is 8 +/-0.3 deg.
2. The propeller of claim 1, wherein:
the diameter of the propeller is 200mm +/-30 mm;
at a distance R from the hub centre1×100％-R2× 6% of the blade, the chord length of the blade is 25mm, and the torsion angle is 13 degrees;
at a distance R from the hub centre2× 20% of the chord of the bladeThe length is 53mm, and the torsion angle is 22 degrees;
at a distance R from the hub centre2× 35% of the blade, the chord length of the blade is 24mm, and the torsion angle is 15 degrees;
at a distance R from the hub centre2× 75%, the chord length of the blade is 22mm, and the torsion angle is 11 degrees;
at a distance R from the hub centre2× 100%, the chord length of the blade is 10mm, and the twist angle is 8 deg.
3. The propeller of claim 1, wherein:
at a distance R from the hub centre1×100％～R2× 20%, the maximum relative thickness of the airfoil of the blade being 15% ± 1%;
at a distance R from the hub centre2×35％～R2× 75%, the maximum relative thickness of the airfoil of the blade is 8.35% ± 0.5%;
at a distance R from the hub centre2× 100%, the maximum relative thickness of the airfoil of the blade is 7.3% + -0.5%;
wherein the maximum relative thickness of the airfoil is the ratio of the maximum thickness of the airfoil of the blade to the chord length of the airfoil.
4. The propeller of claim 3, wherein:
the diameter of the propeller is 200mm +/-30 mm;
at a distance R from the hub centre1×100％～R2× 20%, the maximum relative thickness of the airfoil of the blade being 15%;
at a distance R from the hub centre2×35％～R2× 75%, the maximum relative thickness of the airfoil of the blade is 8.35%;
at a distance R from the hub centre2× 100%, the maximum relative thickness of the airfoil of the blade is 7.3%.
5. The propeller of claim 3, wherein:
at a distance R from the hub centre1×100％～R2× 20%, the position of maximum relative thickness of the airfoil of the blade being at a chord length of 22.3% ± 0.5% from the leading edge;
at a distance R from the hub centre2×35％～R2× 75%, the position of maximum relative thickness of the airfoil of the blade being at a chord length of 23.5% ± 0.5% from the leading edge;
at a distance R from the hub centre2× 100%, the maximum relative thickness of the airfoil of the blade is located at a chord length of 22.5% ± 0.5% from the leading edge.
6. The propeller of claim 3, wherein:
at a distance R from the hub centre1×100％～R2× 20%, the position of maximum relative thickness of the airfoil of the blade being at 22.3% chord length from the leading edge;
at a distance R from the hub centre2×35％～R2× 75%, the position of maximum relative thickness of the airfoil of the blade being at a chord length of 23.5% from the leading edge;
at a distance R from the hub centre2× 100%, the position of maximum relative thickness of the airfoil of the blade is at 22.5% chord length from the leading edge.
7. The propeller of claim 1, wherein:
at a distance R from the hub centre1×100％～R2× 20%, the maximum relative camber of the airfoil of the blade is 2.0% ± 1%;
at a distance R from the hub centre2×35％～R2× 75%, the maximum relative camber of the airfoil of the blade is 5.7% ± 0.5%;
at a distance R from the hub centre2× 100%, the maximum relative camber of the airfoil of the blade is 6.2% ± 0.5%;
wherein the maximum relative camber of the airfoil is the ratio of the maximum camber of the camber line of the airfoil of the blade to the chord length of the airfoil.
8. The propeller of claim 7, wherein:
the diameter of the propeller is 200mm +/-30 mm;
at a distance R from the hub centre1×100％～R2× 20%, the maximum relative camber of the airfoil of the blade is 2.0%;
at a distance R from the hub centre2×35％～R2× 75%, the maximum relative camber of the airfoil of the blade is 5.7%;
at a distance R from the hub centre2× 100%, the maximum relative camber of the airfoil of the blade is 6.2%.
9. The propeller of claim 7, wherein:
at a distance R from the hub centre1×100％～R2× 20%, the position of maximum relative camber of the airfoil of the blade being at a chord length of 32.5% ± 0.5% from the leading edge;
at a distance R from the hub centre2×35％～R2× 75%, the position of maximum relative camber of the airfoil of the blade being at a chord length of 42.3% ± 0.5% from the leading edge;
at a distance R from the hub centre2× 100%, the position of maximum relative camber of the airfoil of the blade is 28.2% ± 0.5% chord length from the leading edge.
10. The propeller of claim 7, wherein:
the diameter of the propeller is 200mm +/-30 mm;
at a distance R from the hub centre1×100％～R2× 20%, the position of maximum relative camber of the airfoil of the blade being at 32.5% chord length from the leading edge;
at a distance R from the hub centre2×35％～R2× 75% of maximum relative camber of the airfoil of said bladeThe position is 42.3 percent of the chord length from the front edge;
at a distance R from the hub centre2× 100%, the position of maximum relative camber of the airfoil of the blade is at 28.2% chord length from the leading edge.
11. The propeller of any one of claims 1 to 10, wherein:
the distance between the widest position between the leading edge and the trailing edge of the blade and the center of the hub is 1/5 × R2。
12. The propeller of any one of claims 1 to 10, wherein:
the rear edge of the blade tip of the blade is arc-shaped.
13. A power assembly, comprising:
a drive motor; and
a propeller as claimed in any one of claims 1 to 12, wherein a hub of the propeller is connected to an output shaft of the drive motor.
14. An aircraft, characterized in that it comprises:
a body;
the machine arm is connected with the machine body; and
the power assembly of claim 13, said power assembly being mounted to said horn.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921265381.0U CN211336413U (en) | 2019-08-02 | 2019-08-02 | Screw, power component and aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921265381.0U CN211336413U (en) | 2019-08-02 | 2019-08-02 | Screw, power component and aircraft |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN211336413U true CN211336413U (en) | 2020-08-25 |
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ID=72089443
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201921265381.0U Active CN211336413U (en) | 2019-08-02 | 2019-08-02 | Screw, power component and aircraft |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN211336413U (en) |
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2019
- 2019-08-02 CN CN201921265381.0U patent/CN211336413U/en active Active
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Address after: 518055 Shenzhen, Guangdong, Nanshan District Xili street, No. 1001, Zhiyuan Road, B1 9. Patentee after: Shenzhen daotong intelligent Aviation Technology Co.,Ltd. Address before: 518055 Shenzhen, Guangdong, Nanshan District Xili street, No. 1001, Zhiyuan Road, B1 9. Patentee before: AUTEL ROBOTICS Co.,Ltd. |