CN216128430U

CN216128430U - Optimized coaxial multi-rotor aircraft power system

Info

Publication number: CN216128430U
Application number: CN202121035861.5U
Authority: CN
Inventors: 阳李
Original assignee: Guangxi Xiangyun Yihang Intelligent Technology Co ltd
Current assignee: Guangxi Xiangyun Yihang Intelligent Technology Co ltd
Priority date: 2021-05-14
Filing date: 2021-05-14
Publication date: 2022-03-25
Anticipated expiration: 2031-05-14

Abstract

The utility model discloses an optimized coaxial multi-rotor aircraft power system, which comprises an upper rotor, a lower rotor, an upper motor, a lower motor and a carbon fiber guide plate, wherein the upper rotor is connected with the lower rotor through a cable; the upper rotor wing is connected with the upper motor; the lower rotor wing is connected with a lower motor; the upper motors are respectively arranged above the arms of the airplane; the lower motors are respectively arranged below the arms of the airplane; the carbon fiber guide plate is installed on the machine arm. The transmission temperature of the upper motor, the lower motor and the electric regulator is balanced, the problem that the motors and the electric regulators are easy to overheat is solved, and the performance exertion space of the airplane is improved; meanwhile, the power consumption can be saved by 4%, and the endurance of the airplane can be effectively improved; the vibration displacement of the airplane is reduced by 10-15%, the rotating speed requirement and the vibration displacement frequency response are reduced by 0.5%, the performance of the airplane is further improved, and the environment adaptability is stronger.

Description

Optimized coaxial multi-rotor aircraft power system

Technical Field

The utility model relates to the field of unmanned aerial vehicles, in particular to an optimized coaxial multi-rotor aircraft power system.

Background

Traditional coaxial gyroplanes can be divided into coaxial dual-rotor helicopters and multi-rotor helicopters (more than six rotors), and their common points are: the two upper and lower rotors rotating around the same theoretical axis in the positive and reverse directions have opposite rotation directions, so that the torques generated by the two rotors are balanced with each other in the flight state with unchanged course.

Present coaxial rotorcraft have the following drawbacks: 1. the width of the upper rotor blade is the same as that of the lower rotor blade, the model number and the KV value of the motor are the same, and the rotation speed set by flight control is close to that of the motor, so that the secondary propulsion efficiency of the lower blade is reduced; 2. the exerted power of the upper paddle accounts for 56-58% of the sum of the upper and lower power, the power distribution is uneven, the lower motor cannot fully exert the load, and the ideal force effect cannot be achieved; 3. the diameters of the upper rotor wing and the lower rotor wing are the same, so that the lower rotor wing exerts uneven stress of secondary thrust; 4. when the aircraft flies in hot weather load, the motor and the electric speed of the upper rotor wing can enter a high-temperature alarm first, and the motor and the electric speed of the lower rotor wing still do not reach the high-temperature alarm, so that the performance space of the aircraft cannot be played in a balanced manner; 5. when upper and lower rotor passes through the horn, can lead to the reaction force that both ends blade received to the deviation appears to lead to can producing great vibrations.

The above background disclosure is only for the purpose of aiding understanding of the inventive concepts and solutions of the present invention, and it is not necessary for them to belong to the prior art of this patent application, and it should not be used for evaluating the novelty and inventive step of this application in the case that there is no clear evidence that the above contents are disclosed at the filing date of this patent application.

SUMMERY OF THE UTILITY MODEL

The utility model aims to provide an optimized coaxial multi-rotor aircraft power system.

In order to achieve the above purpose, the technical scheme adopted by the utility model is as follows: an optimized coaxial multi-rotor aircraft power system, comprising; the upper rotor wing, the lower rotor wing, the upper motor, the lower motor and the carbon fiber guide plate; the upper rotor wing is connected with the upper motor; the lower rotor wing is connected with a lower motor; the upper motors are respectively arranged above the arms of the airplane; the lower motors are respectively arranged below the arms of the airplane; the carbon fiber guide plate is installed on the machine arm.

Further, the lower rotor has a radial dimension that is 96% of the radial dimension of the upper rotor.

Further, the upper and lower rotors turn in opposite directions.

Further, the average width dimension of the lower rotor is 1.15 times the average width dimension of the upper rotor.

Further, the distance between the rotating surfaces of the upper rotor and the lower rotor is half of the radius of the upper rotor.

Further, the KV value of the lower motor is 1.1 times of that of the upper motor.

Furthermore, the included angle between the wind cutting surface of the upper rotor wing and the rotating surface is alpha.

Further, the angle of α is: alpha is more than 0 and less than or equal to pi/4.

Furthermore, the carbon fiber guide plate and the lower washing air flow of the upper rotor form an included angle of gamma, and the included angle of the carbon fiber guide plate and the rotating surface is beta.

Further, the angle of γ is: gamma is more than 0 and less than or equal to pi/8; the angle of beta is: beta is more than or equal to 3 pi/8 and less than pi/2.

Compared with the prior art, the utility model has the advantages and beneficial effects that: the transmission temperature of the upper motor, the lower motor and the electric regulator is balanced, the problem that the motors and the electric regulators are easy to overheat is solved, and the performance exertion space of the airplane is improved; meanwhile, the power consumption can be saved by 4%, and the endurance of the airplane can be effectively improved; the vibration displacement of the airplane is reduced by 10-15%, the rotating speed requirement and the vibration displacement frequency response are reduced by 0.5%, the performance of the airplane is further improved, and the environment adaptability is stronger.

Drawings

FIG. 1 is a schematic structural view of the present invention;

FIG. 2 is an analysis of a carbon fiber baffle of the present invention;

FIG. 3 is an airflow diagram of the upper and lower rotors of the present invention;

fig. 4 is a top view of the present invention.

Detailed Description

The present invention will be described in further detail with reference to specific embodiments. It should be emphasized that the following description is merely exemplary in nature and is not intended to limit the scope of the utility model or its application.

As shown in fig. 1 to 4, the optimized coaxial multi-rotor aircraft power system is characterized by comprising; the device comprises an upper rotor wing 1, a lower rotor wing 2, an upper motor 3, a lower motor 4 and a carbon fiber guide plate 5; the upper rotor wing is connected with the upper motor 3 of the rotor wing 1; the lower rotor 2 is connected with a lower motor 4; the upper motors 3 are respectively arranged above the arms 6 of the airplane; the lower motors 4 are respectively arranged below the arms 6 of the airplane; the carbon fiber guide plate 5 is arranged on the horn 6, the included angle between the carbon fiber guide plate 5 and the lower washing air flow of the upper rotor wing 1 is gamma, and the included angle between the carbon fiber guide plate 5 and the rotating surface is beta; the angle of γ is: gamma is more than 0 and less than or equal to pi/8; the angle of beta is: beta is more than or equal to 3 pi/8 and less than pi/2; v is the linear velocity of any mass point on the upper rotor wing 1, the radius r of the upper rotor wing 1 is less than or equal to the radius, and v is ω r; go up rotor 1's tangential wind face and surface of rotation contained angle be alpha, alpha's angle is: alpha is more than 0 and less than or equal to pi/4, the speed generated after the rotor wing half impacts the air is Vsin alpha, namely omega rsin alpha, the included angle between the direction and the rotating surface is (pi/2) -alpha, because alpha is not equal to 0, (pi/2) -alpha is not equal to pi/2, when the included angle between the airflow direction and the rotating surface is pi/2, the generated reaction force is maximum, therefore, a carbon fiber guide plate is added on the machine arm, and the included angle between the carbon fiber guide plate and the incident airflow is gamma (namely the incident angle); in order for the angle of the reflected gas flow to be pi/2 with respect to the plane of rotation, it must satisfy 2 γ + (pi/2) - α + (pi/2) ═ pi; β ═ γ + (π/2) - α; this gives: when gamma is alpha/2 and beta is (pi-alpha)/2, the lower washing gas flow is maximum; since the pitch of the multi-rotor aircraft is fixed, assuming M, then M — 2 pi r (tan α), i.e.: and alpha is arctan (M/2 pi r), so when gamma is [ arctan (M/2 pi r) ]/2 and beta is [ pi-arctan (M/2 pi r) ]/2, the downwash air flow is maximum (the gamma value of the carbon fiber guide plate at different radius positions changes along with the change of r, and the included angle beta between the carbon fiber guide plate and the rotating surface also changes along with the change of the radius r). In addition, the carbon fiber guide plate can also effectively reduce the wind resistance coefficient of the machine arm and reduce vibration displacement.

Further, the radial dimension of the lower rotor 2 is 96% of the radial dimension of the upper rotor 1; the cross-sectional area of the flow beam of the lower washing air flow of the upper rotor wing 1 caused by the Bernoulli effect is smaller than the area of the rotating surface of the upper rotor wing and is approximately equal to the area of the rotating surface of the lower rotor wing, so that the lower rotor wing 2 is more completely connected with the lower washing air flow of the upper rotor wing 1.

Further, the upper rotor 1 and the lower rotor 2 are turned in opposite directions.

Further, the average width of the lower rotor 2 is 1.15 times of the average width of the upper rotor 1, and the lower rotor 2 is widened, so that the larger vibration caused by the complete overlapping of the air waves of the compression layer transmitted by the upper rotor 1 can be reduced, and the larger secondary lift force is formed by the lower washing air current generated by the upper rotor 1 due to the pitch of the upper rotor 1, therefore, under the condition that the total resultant force is unchanged and the rotating speeds of the upper motor 4 and the lower motor 4 are almost the same, the proportion of the total contribution of the lower rotor 2 is increased, that is, the specific weight of the total contribution of the upper rotor 1 is reduced, so that the output powers of the upper motor 4 and the lower motor 4 tend to be close to each other, the aerodynamic efficiency is obviously improved, meanwhile, the rotating speed of the upper motor 3 can be correspondingly reduced, and the energy consumption can be properly reduced under the same load.

Further, the distance between the rotating surfaces of the upper rotor 1 and the lower rotor 2 is half of the radius of the upper rotor 1.

Further, the KV value of the lower motor 4 is 1.1 times of that of the upper motor 3, and the upper rotor wing 1 is used for enabling the airflow to be static to have a certain speed, while the lower rotor wing 2 needs to have a higher rotating speed to exert the output power which is the same as that of the upper rotor wing, so that ideal secondary acceleration is achieved, and the performance of the airplane is improved.

The following are parameters and experimental data of the present invention:

upper rotor radius R1: 800mm, average width d 1: 78mm, upper motor KV value omega 1: 40 kv;

lower rotor radius R2: 768mm, average width d 2: 89mm, upper motor KV value omega 2: 44 kv;

the airplane dead weight is 400kg, the maximum takeoff weight is 560kg, the multiple tests are the flight test of 15 meters of liftoff height, 150 meters of flying point altitude and 10 minutes of hovering flight with 15 meters of full load liftoff:

table 1: experimental data of the utility model

And (4) experimental conclusion: by comparing the 7 matches in table 1 above, it is evident that the technical solution: go up rotor R1 distributor omega 2, lower rotor R2 distributor omega 1, the horn adds the guide plate and is R1 distributor omega 1 or upper and lower rotor R2 distributor omega 2 than initial cooperation upper and lower rotor, and the horn does not have the guide plate cover to have following effect:

1. the upper motor, the lower motor and the electric power transmission temperature reach balance, and the performance exertion space is improved; because the hottest motor or the electrical regulation determines the upper limit of the aircraft performance;

2. the power consumption is saved by 4%;

3. the vibration displacement is reduced by 10-15%, and the requirements on the rotating speed and the frequency response of the vibration displacement are reduced by 0.5%.

The foregoing is a more detailed description of the utility model in connection with specific/preferred embodiments and is not intended to limit the practice of the utility model to those descriptions. It will be apparent to those skilled in the art that various substitutions and modifications can be made to the described embodiments without departing from the spirit of the utility model, and such substitutions and modifications are to be considered as within the scope of the utility model.

Claims

1. An optimized coaxial multi-rotor aircraft power system is characterized by comprising an upper rotor, a lower rotor, an upper motor, a lower motor and a carbon fiber guide plate; the upper rotor wing is connected with the upper motor; the lower rotor wing is connected with a lower motor; the upper motors are respectively arranged above the arms of the airplane; the lower motors are respectively arranged below the arms of the airplane; the carbon fiber guide plate is installed on the machine arm.

2. An optimized coaxial multi-rotor aircraft power system according to claim 1, wherein: the radial dimension of the lower rotor is 96% of the radial dimension of the upper rotor.

3. An optimized coaxial multi-rotor aircraft power system according to claim 1, wherein: the upper rotor wing and the lower rotor wing are opposite in rotation direction.

4. An optimized coaxial multi-rotor aircraft power system according to claim 1, wherein: the average width dimension of the lower rotor is 1.15 times the average width dimension of the upper rotor.

5. An optimized coaxial multi-rotor aircraft power system according to claim 1, wherein: the distance between the rotating surfaces of the upper rotor and the lower rotor is one half of the radius of the upper rotor.

6. An optimized coaxial multi-rotor aircraft power system according to claim 1, wherein: the KV value of the lower motor is 1.1 times of that of the upper motor.

7. An optimized coaxial multi-rotor aircraft power system according to claim 1, wherein: the included angle between the tangential wind surface of the upper rotor wing and the rotating surface is alpha.

8. An optimized coaxial multi-rotor aircraft power system according to claim 7, wherein: the angle of alpha is: alpha is more than 0 and less than or equal to pi/4.

9. An optimized coaxial multi-rotor aircraft power system according to claim 1, wherein: the carbon fiber guide plate and the lower washing air flow of the upper rotor form an included angle gamma, and the included angle with the rotating surface is beta.

10. An optimized coaxial multi-rotor aircraft power system according to claim 1, wherein: the angle of γ is: gamma is more than 0 and less than or equal to pi/8; the angle of beta is: beta is more than or equal to 3 pi/8 and less than pi/2.