WO2017148135A1 - 螺旋桨、动力组件及飞行器 - Google Patents

螺旋桨、动力组件及飞行器 Download PDF

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Publication number
WO2017148135A1
WO2017148135A1 PCT/CN2016/099694 CN2016099694W WO2017148135A1 WO 2017148135 A1 WO2017148135 A1 WO 2017148135A1 CN 2016099694 W CN2016099694 W CN 2016099694W WO 2017148135 A1 WO2017148135 A1 WO 2017148135A1
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Prior art keywords
propeller
blade
paddle
center
angle
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PCT/CN2016/099694
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English (en)
French (fr)
Inventor
刘峰
邓涛
江彬
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SZ DJI Technology Co Ltd
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SZ DJI Technology Co Ltd
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Publication of WO2017148135A1 publication Critical patent/WO2017148135A1/zh
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C11/00—Propellers, e.g. of ducted type; Features common to propellers and rotors for rotorcraft
    • B64C11/16—Blades
    • B64C11/18—Aerodynamic features

Definitions

  • the present invention relates to propeller structure technology, and more particularly to a propeller, a power assembly, and an aircraft.
  • the propeller on the aircraft is used to convert the rotational force of the drive motor or the engine's intermediate shaft into the thrust or lift of the air, causing the aircraft to rise and change the heading.
  • the shape of the propeller is mostly rectangular, and the resistance to the air during the rotation is large, resulting in poor force conversion efficiency, thereby reducing the flight speed of the aircraft, shortening the sailing distance, and seriously affecting the aircraft. Flight performance.
  • the object of the present invention is to provide a propeller, a power assembly and an aircraft, which can effectively reduce the resistance of the propeller during rotation to improve the force conversion efficiency.
  • the present invention provides the following technical solutions:
  • a propeller in a first aspect, is provided, the propeller including a blade, and the blade is rotated to form a paddle, wherein the blade has a chord length of 13.8 at a distance of 40% from the center of the paddle Mm ⁇ 5 mm, the angle of attack is 17.1 ° ⁇ 2.5 °; at a distance of 60% from the center of the paddle, the blade has a chord length of 11.9 mm ⁇ 5 mm and an angle of attack of 14.3 ° ⁇ 2.5 °; The center of the paddle is 80% apart, the blade has a chord length of 10.3 mm ⁇ 5 mm, and the angle of attack is 12.4 ° ⁇ 2.5 °.
  • a further improvement of the above propeller is at a distance of 20% from the center of the paddle, the blade having a chord length of 14.4 mm ⁇ 5 mm and an angle of attack of 19.7 ° ⁇ 2.5 °.
  • a further improvement of the above propeller is at a distance of 100% from the center of the paddle, the blade having a chord length of 9.1 mm ⁇ 5 mm and an angle of attack of 10.7 ° ⁇ 2.5 °.
  • the diameter of the propeller is 150 mm; at a distance of 30 mm from the center of the paddle, the blade has a chord length of 13.8 mm and an angle of attack of 17.1°; The center of the paddle is at a distance of 45 mm, the blade has a chord length of 11.9 mm and an angle of attack of 14.3°; at a distance of 60 mm from the center of the paddle, the blade has a chord length of 10.3 mm and an angle of attack. It is 12.4°.
  • the diameter of the propeller is 150 mm; at a distance of 15 mm from the center of the paddle, the blade has a chord length of 14.4 mm and an angle of attack of 19.7.
  • a further improvement of the above propeller is at a distance of 75 mm from the center of the paddle, the blade having a chord length of 9.1 mm and an angle of attack of 10.7.
  • the blade having a leaf back, a leaf surface, a first side edge connecting the leaf back and one side of the leaf surface, and a second side edge connecting the leaf back and the other side of the leaf surface;
  • the leaf back and the leaf surface are curved surfaces.
  • the first side edge of the blade near one end of the center of the paddle has a curved first arch.
  • a further improvement of the above propeller comprising a plurality of blades, the propeller further comprising a paddle, the plurality of blades being evenly disposed along a circumference of the paddle, the paddle of the propeller being a hollow structure.
  • a further improvement of the above propeller including a first connecting portion connecting the blades, a second connecting portion for connecting the driving members, and a first interval between the first connecting portion and the second connecting portion Three connections.
  • the thickness of the blade gradually decreases from an end of the blade near the center of the paddle to an end of the blade away from the center of the paddle.
  • the pitch of the propeller is 40 mm.
  • a power assembly in a second aspect, includes a drive member and a propeller as described above, the propeller being coupled to the drive member by a hub.
  • the drive member is a motor having a KV value of 2200 to 2400 rpm / (minute volt).
  • an aircraft including a fuselage, further comprising at least one power assembly as described above, the power assembly being coupled to the fuselage.
  • the aircraft includes a plurality of power components that rotate in different directions.
  • the embodiment of the invention can reduce the resistance of the propeller during the rotation process, improve the force conversion efficiency, and improve the flight speed of the aircraft. Increase the sailing distance and improve flight performance under certain power conditions.
  • FIG. 1 is a schematic structural view of a propeller according to an embodiment of the present invention.
  • Figure 2 is a schematic view showing the structure of the propeller of Figure 1 under another viewing angle
  • Figure 3 is a front elevational view of the propeller of Figure 1;
  • Figure 4 is a right side view of the propeller of Figure 1;
  • Figure 5 is a left side view of the propeller of Figure 1;
  • Figure 6 is a plan view of the propeller of Figure 1;
  • Figure 7 is a bottom plan view of the propeller of Figure 1;
  • FIG. 8 is a schematic diagram of dividing a different cross section on a blade in a propeller according to an embodiment of the present invention.
  • Figure 9 is a schematic structural view of the cross section of the propeller A-A of Figure 8.
  • Figure 10 is a schematic structural view of the cross section of the propeller B-B of Figure 8.
  • Figure 11 is a schematic structural view of a cross section of the propeller C-C of Figure 8.
  • Figure 12 is a schematic structural view of the cross section of the propeller D-D of Figure 8.
  • Figure 13 is a schematic view showing the structure of the cross section of the propeller E-E of Figure 8.
  • first and second are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated.
  • features defining “first” or “second” may include at least one of the features, either explicitly or implicitly.
  • FIG. 1 is a schematic structural view of a propeller provided in the present embodiment
  • FIG. 2 is a schematic structural view of the propeller in FIG. 1 at another viewing angle
  • FIG. 3 is a front view of the propeller in FIG. 1
  • FIG. 4 is a right side view of the propeller in FIG.
  • Figure 5 is a left side view of the propeller of Figure 1
  • Figure 6 is a top view of the propeller of Figure 1
  • Figure 7 is a bottom view of the propeller of Figure 1.
  • the propeller provided in this embodiment may be a positive propeller or a reverse propeller.
  • the positive paddle refers to a propeller that rotates clockwise to generate lift from the perspective of the aircraft
  • the reverse paddle refers to a propeller that generates counter-rotation by counterclockwise rotation from the perspective of the aircraft.
  • the structure of the positive paddle and the structure of the reverse paddle are mirror-symmetric. This embodiment is only described by taking the structure of the positive paddle as an example. Those skilled in the art can expand the structure provided by the embodiment to obtain the structure of the reverse paddle.
  • the propeller provided in this embodiment can be applied to a biaxial aircraft, a quadcopter or an eight-axis aircraft, and the like.
  • Two, three or more blades can be connected to the propeller hub.
  • the paddle drives the paddle to rotate to form a paddle.
  • the hub and the blade may be of a unitary structure, or may be a split type propeller formed by separately mounting the blade on the hub.
  • the present embodiment will be described in detail by taking a propeller having an integrated structure in which two blades are mounted on the hub, and those skilled in the art can extend the propeller to include according to the technical solution provided by the embodiment.
  • the propeller includes a hub 2 and a blade 1 attached to the hub 2.
  • the hub 2 is used for connecting with the driving member on the aircraft, and the driving member drives the hub 2 to rotate, thereby driving the blade 1 connected to the hub 2 to rotate.
  • the number of the blades 1 is two, which are respectively connected to the hub 2, and the center of the paddle formed by the rotation is center-symmetrical.
  • the hub 2 in the propeller provided in this embodiment is a hollow structure.
  • the hollow structure is a hollow along the axial direction of the paddle 2.
  • the hub 2 may include a first connection portion 21, a second connection portion 23, and a third connection portion 25.
  • the first connecting portion 21 is connected to the blade 1
  • the second connecting portion 23 is connected to the driving member
  • the third connecting portion 25 is disposed between the first connecting portion 21 and the second connecting portion 23 for connecting the first connection.
  • the third connecting portion 25 may be two, three or three Above, the interval is provided between the first connecting portion 21 and the second connecting portion 23.
  • the plurality of third connecting portions 25 described above may be evenly disposed between the first connecting portion 21 and the second connecting portion 23.
  • three evenly spaced third connecting portions 25 are provided between the first connecting portion 21 and the second connecting portion 23.
  • the hollow structure of the above-mentioned hub can also be other hollow structures in the prior art.
  • the propeller of this embodiment since the hub 2 is a hollow structure, the weight of the propeller can be reduced, and the flight performance of the propeller can be improved.
  • the propeller using the hub 2 and the blade 1 as a unitary structure can greatly improve the flight performance.
  • the third connecting portion 25 disposed between the first connecting portion 21 and the second connecting portion 23 can not only improve the structural strength of the propeller, but also further improve the stability of the propeller during flight, thereby improving the flight performance of the propeller. .
  • the connection position of the third connecting portion 25 and the first connecting portion 21 and the second connecting portion 23 can be smoothly transitioned, thereby reducing the stress at the connection position and improving the reliability of the hub 2. .
  • the blade 1 in the propeller provided in the present embodiment includes a blade back 13, a blade surface 11, a first side edge 15 connecting the blade back 13 and the side of the blade surface 11, and a connection.
  • the leaf back 13 is the one side of the blade 1 during the flight of the aircraft; the leaf surface 11 is the side of the blade 1 facing downward (or facing the ground) during the flight.
  • the leaf back 13 and the leaf surface 11 are curved surfaces, and the tendency to bend is that when the blade 1 is in a horizontal state as a whole, the first side edge 15 is located at a position lower than the second side. The position of the edge 17 is low.
  • the surface of the blade 1 is a smooth transition and there is no sharp twist, it has a small stress, and the strength is high and is not easily broken, and has high reliability.
  • the first side edge 15 has a curved bulge 151 which is smoothly transitioned to the remainder of the first side edge 15.
  • the arched portion 151 of the upper blade 1 faces the right side
  • the lower blade 1 faces the left side; and, in the longitudinal direction of the entire blade 1, the arched portion 151 is located close to the blade 1 Position with one end of the center of the paddle.
  • the blade 1 tapers from one end near the center of the paddle to one end away from the center of the paddle.
  • the end of the blade 1 away from the center of the paddle is the thinnest portion of the blade 1, it is advantageous to reduce the air resistance, thereby providing the flight performance of the propeller.
  • FIG. 8 is a schematic view showing a different cross section of a propeller in a propeller according to an embodiment of the present invention
  • FIG. 9 is a schematic structural view of a cross section of the propeller A-A in FIG. 8
  • FIG. 10 is a cross section of the propeller B-B in FIG.
  • FIG. 11 is a schematic structural view of a cross section of a propeller C-C in FIG. 8
  • FIG. 12 is a structural schematic view of a cross section of the propeller D-D in FIG. 8
  • FIG. 13 is a structural schematic view of a cross section of the propeller E-E in FIG.
  • the size of the present embodiment is improved at the five sections of the blade 1, wherein the improvements in the dimensions of the B-B section, the C-C section and the D-D section have an optimum effect:
  • the chord length L2 of the blade 1 shown in FIG. 10 is 13.8 mm ⁇ as shown in FIG. 5 mm
  • the angle of attack ⁇ 2 is 17.1 ° ⁇ 2.5 °.
  • the chord length refers to the distance between the leftmost end point of the first side edge 15 on the cross section and the rightmost end point of the second side edge 17 on the cross section at the cross section
  • the angle of attack is The first side edge 15 is located at an angle between the line connecting the leftmost end point of the section and the rightmost end point of the second side edge 17 and the horizontal direction, or the angle of attack can also be understood as a paddle.
  • the CC section of the center of the paddle is H3, and the chord length L3 of the blade 1 shown in Fig. 11 is 11.9 mm ⁇ 5 mm.
  • the angle ⁇ 3 is 14.3 ° ⁇ 2.5 °.
  • the DD section of the paddle center is H4
  • the chord length L4 of the blade 1 shown in Fig. 12 is 10.3 mm ⁇ 5 mm.
  • the angle ⁇ 4 is 12.4° ⁇ 2.5°.
  • the resistance of the propeller during the rotation process can be reduced, the force conversion efficiency can be improved, and the flight speed of the aircraft can be improved, and the power is supplied under certain electric conditions. Increase the sailing distance and improve flight performance.
  • chord length and the attack angle of the A-A section and the E-E section of the blade 1 are respectively improved, and the resistance of the propeller during the rotation can be further reduced.
  • the AA section of the paddle center is H1
  • the chord length L1 of the blade 1 shown in Fig. 9 is 14.4 mm ⁇ 5 mm.
  • the angle ⁇ 1 is 19.7° ⁇ 2.5°.
  • the EE section of the paddle center is H5
  • the chord length L5 of the blade 1 shown in Fig. 13 is 9.1 mm ⁇ 5 mm.
  • the angle ⁇ 5 is 10.7 ° ⁇ 2.5 °.
  • the present embodiment provides a specific propeller having a diameter of 150 mm and a distance of 30 mm from the center of the paddle.
  • the chord length of the blade 1 is specifically 13.8 mm and the angle of attack is 17.1.
  • the blade 1 has a chord length of 11.9 mm and an angle of attack of 14.3.
  • the blade 1 has a chord length of 10.3 mm and an angle of attack of 12.4°.
  • the blade 1 has a chord length of 14.4 mm and an angle of attack of 19.7.
  • the blade 1 has a chord length of 9.1 mm and an angle of attack of 10.7. It can be understood that since the positions of the section A-A and the section E-E may be slightly changed, the angle of attack and the chord length at the section A-A and the section E-E may be correspondingly changed accordingly.
  • the pitch of the propeller may be 40 mm, that is, the blade 1 is rotated one revolution, and the theoretical rising distance is 40 mm.
  • the above-mentioned propeller provided by the present embodiment can be basically obtained by comparing with the prior art propeller.
  • the rotation speed of the propeller provided by the embodiment is higher under the same pulling force, that is, With a smaller pulling force, it has a higher rotational speed, which improves the dynamic response speed of the propeller blades, increases the life time and the maximum flight distance, and thus improves the flight performance of the aircraft.
  • the existing propeller can provide a pulling force of 495 g
  • the propeller of the present embodiment can provide a pulling force of 538 g, which is far superior to the existing propeller.
  • the present embodiment also provides a power assembly including a drive member and a propeller as provided above, the propeller being coupled to the drive member via a second attachment portion 23 of the hub.
  • the driving component may specifically be a motor, and the KV value of the motor is 2200 rpm/(min ⁇ volt), 2400 rpm/(minute ⁇ volt) Or any value between the two, for example, 2300 rpm / (minute volts).
  • the embodiment further provides an aircraft comprising a fuselage and at least one of the above power components, the power component being coupled to the fuselage.
  • the aircraft adopts the above power component, and by setting the chord length and the angle of attack of the three sections in the blade 1, the resistance of the propeller during the rotation can be reduced, the force conversion efficiency is improved, and the flight speed of the aircraft is improved, at a certain
  • the power supply condition is extended to extend the navigation distance and improve flight performance.
  • the aircraft includes a plurality of power components, and the plurality of power components rotate in different directions.

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  • Engineering & Computer Science (AREA)
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Abstract

一种螺旋桨、动力组件及飞行器，其中，螺旋桨，包括桨毂(2)及连接在桨毂(2)上的桨叶(1)，在与桨盘中心相距为40％处，所述桨叶(1)的弦长为13.8mm±5mm，攻角为17.1°±2.5°；在与桨盘中心相距为60％处，所述桨叶(1)的弦长为11.9mm±5mm，攻角为14.3°±2.5°；在与桨盘中心相距为80％处，所述桨叶(1)的弦长为10.3mm±5mm，攻角为12.4°±2.5°，本方案的螺旋桨、动力组件及飞行器能够有效减小螺旋桨在转动过程中的阻力，提高力转换效率。

Description

螺旋桨、动力组件及飞行器 技术领域
本发明涉及螺旋桨结构技术，尤其涉及一种螺旋桨、动力组件及飞行器。
背景技术
飞行器上的螺旋桨，作为飞行器的重要关键器件，用于将驱动电机或发动机中转轴的转动力转换为空气的推力或升力，促使飞行器上升及改变航向。现有技术中的螺旋桨，其外形形状大多呈矩形，其转动过程中对空气产生的阻力较大，导致力转换效率较差，进而降低了飞行器的飞行速度，缩短了航行距离，严重影响了飞行器的飞行性能。
发明内容
本发明的目的是提供一种螺旋桨、动力组件及飞行器，能够有效减小螺旋桨在转动过程中的阻力，以提高力转换效率。
为了实现上述目的，本发明提供了以下技术方案：
第一方面，提供一种螺旋桨，所述螺旋桨包括桨叶，且所述桨叶旋转形成桨盘，其中，在与所述桨盘中心相距为40％处，所述桨叶的弦长为13.8mm±5mm，攻角为17.1°±2.5°；在与所述桨盘中心相距为60％处，所述桨叶的弦长为11.9mm±5mm，攻角为14.3°±2.5°；在与所述桨盘中心相距为80％处，所述桨叶的弦长为10.3mm±5mm，攻角为12.4°±2.5°。
上述螺旋桨的进一步改进，在与所述桨盘中心相距为20％处，所述桨叶的弦长为14.4mm±5mm，攻角为19.7°±2.5°。
上述螺旋桨的进一步改进，在与所述桨盘中心相距为100％处，所述桨叶的弦长为9.1mm±5mm，攻角为10.7°±2.5°。
上述螺旋桨的进一步改进，所述螺旋桨的直径为150mm；在与所述桨盘中心相距为30mm处，所述桨叶的弦长为13.8mm，攻角为17.1°；在与所述 桨盘中心相距为45mm处，所述桨叶的弦长为11.9mm，攻角为14.3°；在与所述桨盘中心相距为60mm处，所述桨叶的弦长为10.3mm，攻角为12.4°。
上述螺旋桨的进一步改进，所述螺旋桨的直径为150mm；在与所述桨盘中心相距为15mm处，所述桨叶的弦长为14.4mm，攻角为19.7°。
上述螺旋桨的进一步改进，在与所述桨盘中心相距为75mm处，所述桨叶的弦长为9.1mm，攻角为10.7°。
上述螺旋桨的进一步改进，所述桨叶具有叶背、叶面、连接叶背和叶面一侧边的第一侧缘、以及连接叶背和叶面另一侧边的第二侧缘；所述叶背和叶面为曲面。
上述螺旋桨的进一步改进，所述桨叶靠近桨盘中心的一端的第一侧缘具有曲面状的第一拱起部。
上述螺旋桨的进一步改进，所述螺旋桨包括多个桨叶，所述螺旋桨还包括桨榖，所述多个桨叶沿所述桨榖的周向均匀设置，所述螺旋桨的桨榖为镂空结构。
上述螺旋桨的进一步改进，所述螺旋桨包括连接所述桨叶的第一连接部、用于连接驱动件的第二连接部以及在所述第一连接部和第二连接部之间间隔设置的第三连接部。
上述螺旋桨的进一步改进，所述桨叶的厚度从所述桨叶靠近所述桨盘中心的一端至所述桨叶远离所述桨盘中心的一端逐渐减小。
上述螺旋桨的进一步改进，所述螺旋桨的螺距为40mm。
第二方面，提供一种动力组件，包括驱动件和如上所述的螺旋桨，所述螺旋桨通过桨毂与所述驱动件连接。
上述动力组件的进一步改进，所述驱动件为电机，所述电机的KV值为2200～2400转/(分钟·伏特)。
第三方面，提供一种飞行器，包括机身，还包括至少一个如上所述的动力组件，所述动力组件与所述机身连接。
上述飞行器的进一步改进，所述飞行器包括多个动力组件，所述多个动力组件沿不同方向转动。
本发明实施例通过对桨叶中至少三个截面弦长和攻角的设定，能够降低螺旋桨在转动过程中的阻力，提高力转换效率，提高飞行器的飞行速度，在 一定的电力条件供给下延长航行距离，提高飞行性能。
附图说明
图1为本发明实施例提供的螺旋桨的结构示意图；
图2为图1中螺旋桨在另一个视角下的结构示意图；
图3为图1中螺旋桨的正视图；
图4为图1中螺旋桨的右视图；
图5为图1中螺旋桨的左视图；
图6为图1中螺旋桨的俯视图；
图7为图1中螺旋桨的仰视图；
图8为本发明实施例提供的螺旋桨中在桨叶上划分不同截面的示意图；
图9为图8中螺旋桨A-A截面的结构示意图；
图10为图8中螺旋桨B-B截面的结构示意图；
图11为图8中螺旋桨C-C截面的结构示意图；
图12为图8中螺旋桨D-D截面的结构示意图；
图13为图8中螺旋桨E-E截面的结构示意图。
附图标记：
1、桨叶；          11、叶面；
13、叶背；         15、第一侧缘；
151、拱起部；      17、第二侧缘；
2、桨毂；          21、第一连接部；
23、第二连接部；   25、第三连接部。
具体实施方式
以下结合附图对本发明的具体实施方式进行详细说明。
在本发明的描述中，需要理解的是，术语“中心”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“内”、“外”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本发明和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方 位、以特定的方位构造和操作，因此不能理解为对本发明的限制。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。
本实施例提供一种螺旋桨，能够应用于飞行器上。图1为本实施例提供的螺旋桨的结构示意图；图2为图1中螺旋桨在另一个视角下的结构示意图；图3为图1中螺旋桨的正视图；图4为图1中螺旋桨的右视图；图5为图1中螺旋桨的左视图；图6为图1中螺旋桨的俯视图；图7为图1中螺旋桨的仰视图。如图1-7所示，本实施例提供的螺旋桨可以为正桨或反桨,。其中，正桨是指从俯视飞行器的角度看，顺时针旋转而产生升力的螺旋桨；反桨是指从俯视飞行器的角度看，逆时针旋转而产生升力的螺旋桨。正桨的结构与反桨的结构为镜面对称，本实施例仅以正桨的结构为例进行说明，本领域技术人员可以根据本实施例所提供的方式进行扩展而得到反桨的结构。
进一步的，本实施例提供的螺旋桨可适用于双轴飞行器、四轴飞行器或八轴飞行器等。螺旋桨的桨毂上可以连接两个、三个或者三个以上的桨叶。所述桨榖带动桨叶转动形成桨盘。当然，桨毂和桨叶可以为一体结构，也可以是将桨叶单独安装在桨毂上形成的分体式螺旋桨。为了描述更加简便，本实施例将以桨毂上安装有两个桨叶的一体结构的螺旋桨为例进行详细说明，本领域技术人员也可以根据本实施例所提供的技术方案将螺旋桨扩展至包括两个以上桨叶的方案以及分体式螺旋桨的方案。
在图1-7中，螺旋桨包括桨毂2和连接在桨毂2上的桨叶1。其中，桨毂2用于与飞行器上的驱动件连接，通过驱动件带动桨毂2转动，进而带动与桨毂2连接的桨叶1转动。桨叶1的数量为两个，分别连接至桨毂2上，以旋转形成的桨盘中心呈中心对称。
具体的，从图1-3的视图角度来看，本实施例提供的螺旋桨中的桨毂2为镂空结构。在本实施例中，该镂空结构为沿着所述桨榖2轴向方向的镂空。举例来说，该桨毂2可以包括第一连接部21、第二连接部23和第三连接部25。其中，第一连接部21与桨叶1连接，第二连接部23与驱动件连接，第三连接部25设置在第一连接部21和第二连接部23之间用于连接该第一连接部21和第二连接部23。进一步，第三连接部25可以为两个、三个或者三个 以上，间隔设置在第一连接部21和第二连接部23之间。上述多个第三连接部25可以均匀布置在第一连接部21和第二连接部23之间。例如，可以如图1-3所示，在第一连接部21和第二连接部23之间设置三个均匀间隔设置的第三连接部25。当然，上述轮毂的镂空结构还可以为现有技术中的其他镂空结构。本实施例的螺旋桨，由于桨毂2是镂空结构，从而可以减轻螺旋桨的重量，提高螺旋桨的飞行性能。尤其是使用桨毂2和桨叶1为一体结构的螺旋桨，其飞行性能可以大幅度的提高。而间隔设置在第一连接部21和第二连接部23之间的第三连接部25不仅可以提高螺旋桨的结构强度，而且可以进一步提高螺旋桨在飞行过程中的稳定性，从而提高螺旋桨的飞行性能。另外，在具体制造桨毂2时，可以将第三连接部25和第一连接部21以及第二连接部23的连接位置处平滑过渡，从而减少连接位置的应力，提高桨毂2的可靠性。
从图1-7中可以看出，本实施例提供的螺旋桨中的桨叶1包括叶背13、叶面11、连接叶背13和叶面11一侧边的第一侧缘15、以及连接叶背13和叶面11另一侧边的第二侧缘17。
其中，叶背13为飞行器在飞行过程中，桨叶1朝上的一面；叶面11为飞行器在飞行过程中，桨叶1朝下(或者说朝向地面)的一面。从图1和2中可以看出，叶背13和叶面11均为曲面，且弯曲的趋势为：当桨叶1整体处于水平状态时，第一侧缘15所处的位置比第二侧缘17所处的位置低。在本实施例中，由于桨叶1的表面均为平滑过渡，没有急剧扭转之处，因此具有较小的应力，且强度较高不易折断，具有较高的可靠性。
从图1-3的视图角度来看，上述第一侧缘15具有曲面状的拱起部151，拱起部151与第一侧缘15的其余部分为平滑过渡连接。从图1中可以看出，上方桨叶1的拱起部151朝向右侧，下方的桨叶1朝向左侧；并且，在整个桨叶1的长度方向上，拱起部151位于靠近桨叶1与桨盘中心的一端的位置。
从图4和5的视图角度来看，桨叶1从靠近桨盘中心的一端至远离桨盘中心的一端逐渐减小。在本实施例中，由于桨叶1远离桨盘中心的一端为桨叶1最薄的部分，有利于降低空气阻力，从而提供螺旋桨的飞行性能。
图8为本发明实施例提供的螺旋桨中在桨叶上划分不同截面的示意图，图9为图8中螺旋桨A-A截面的结构示意图，图10为图8中螺旋桨B-B截面 的结构示意图，图11为图8中螺旋桨C-C截面的结构示意图，图12为图8中螺旋桨D-D截面的结构示意图，图13为图8中螺旋桨E-E截面的结构示意图。如图8至图13所示，本实施例在桨叶1的五个截面处的尺寸进行改进，其中，在B-B截面、C-C截面和D-D截面处的尺寸所具有的改进具有最优的效果：
具体的，在与桨盘中心相距为40％处，即：如图8所示的距离桨盘中心为H2的B-B截面处，如图10所示的桨叶1的弦长L2为13.8mm±5mm，攻角α2为17.1°±2.5°。其中，弦长指的是在该截面处，第一侧缘15位于该截面上最左侧的端点与第二侧缘17位于该截面上最右侧的端点在水平方向的距离，攻角为第一侧缘15位于该截面上最左侧的端点与第二侧缘17该截面上最右侧的端点之间的连线与水平方向的夹角，或者，攻角也可以理解为是桨叶1的弦翼与气体来流方向的夹角。
在与桨盘中心相距为60％处，即：如图8所示的距离桨盘中心为H3的C-C截面处，如图11所示的桨叶1的弦长L3为11.9mm±5mm，攻角α3为14.3°±2.5°。
在与桨盘中心相距为80％处，即：如图8所示的距离桨盘中心为H4的D-D截面处，如图12所示的桨叶1的弦长L4为10.3mm±5mm，攻角α4为12.4°±2.5°。
本实施例通过对桨叶1中上述三个截面弦长和攻角的设定，能够降低螺旋桨在转动过程中的阻力，提高力转换效率，提高飞行器的飞行速度，在一定的电力条件供给下延长航行距离，提高飞行性能。
在上述技术方案的基础上，对桨叶1中A-A截面和E-E截面的弦长和攻角分别进行改进，能够进一步降低螺旋桨在转动过程中的阻力。
在与桨盘中心相距为20％处，即：如图8所示的距离桨盘中心为H1的A-A截面处，如图9所示的桨叶1的弦长L1为14.4mm±5mm，攻角α1为19.7°±2.5°。
在与桨盘中心相距为100％处，即：如图8所示的距离桨盘中心为H5的E-E截面处，如图13所示的桨叶1的弦长L5为9.1mm±5mm，攻角α5为10.7°±2.5°。
本领域技术人员可以理解的是，上述截面A-A和截面E-E的位置并不局 限于上述方案，可略微变动。
对于上述技术方案，本实施例提供一种具体的螺旋桨，该螺旋桨的直径为150mm，在与桨盘中心相距为30mm处，桨叶1的弦长具体为13.8mm，攻角为17.1°。在与桨盘中心相距为45mm处，桨叶1的弦长为11.9mm，攻角为14.3°。在与桨盘中心相距为60mm处，桨叶1的弦长为10.3mm，攻角为12.4°。
进一步的，在与桨盘中心相距为15mm处，桨叶1的弦长为14.4mm，攻角为19.7°。在与桨盘中心相距为75mm处，桨叶1的弦长为9.1mm，攻角为10.7°。可以理解，因截面A-A和截面E-E的位置可略微变动，故相应地，在截面A-A和截面E-E处的攻角和弦长值也可相应改变。
在本实施例中，螺旋桨的螺距可以为40mm，即：桨叶1旋转一周，理论上升的距离为40mm。
本实施例所提供的上述螺旋桨，通过与现有技术中的螺旋桨进行对比，参照表一，基本可以得到，在相同的拉力下，本实施例所提供的螺旋桨的转速更高，也即，在较小的拉力下，具有更大的转速，从而提高了螺旋桨的桨叶的动态响应速度，增加了续航时间和最大飞行距离，进而提高了飞行器的飞行性能。当转速达到最大时，现有的螺旋桨能提供495g的拉力，而本实施例的螺旋桨能提供538g的拉力，其性能远优于现有的螺旋桨。
表一  本实施例所提供的螺旋桨与现有技术的对比参数
Figure PCTCN2016099694-appb-000001
本实施例还提供一种动力组件，包括驱动件和如上述内容所提供的螺旋桨，该螺旋桨通过轮毂的第二连接部23与驱动件连接。其中，驱动件具体可以为电机，电机的KV值为2200转/(分钟·伏特)、2400转/(分钟·伏特) 或者这二者之间的任意值，比如，2300转/(分钟·伏特)。
本实施例还提供一种飞行器，包括机身以及至少一个上述动力组件，该动力组件与机身连接。该飞行器采用上述动力组件，通过对桨叶1中的三个截面弦长和攻角的设定，能够降低螺旋桨在转动过程中的阻力，提高力转换效率，提高飞行器的飞行速度，在一定的电力条件供给下延长航行距离，提高飞行性能。本实施方式中，该飞行器包括多个动力组件，且该多个动力组件沿不同方向转动。
最后应说明的是：以上各实施例仅用以说明本发明的技术方案，而非对其限制；尽管参照前述各实施例对本发明进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分或者全部技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本发明各实施例技术方案的范围。

Claims (16)

  1. 一种螺旋桨，包括桨叶，所述桨叶旋转形成桨盘，其特征在于，
    在与桨盘中心相距为40％处，所述桨叶的弦长为13.8mm±5mm，攻角为17.1°±2.5°；
    在与所述桨盘中心相距为60％处，所述桨叶的弦长为11.9mm±5mm，攻角为14.3°±2.5°；
    在与所述桨盘中心相距为80％处，所述桨叶的弦长为10.3mm±5mm，攻角为12.4°±2.5°。
  2. 根据权利要求1所述的螺旋桨，其特征在于，在与所述桨盘中心相距为20％处，所述桨叶的弦长为14.4mm±5mm，攻角为19.7°±2.5°。
  3. 根据权利要求1所述的螺旋桨，其特征在于，在与所述桨盘中心相距为100％处，所述桨叶的弦长为9.1mm±5mm，攻角为10.7°±2.5°。
  4. 根据权利要求1所述的螺旋桨，其特征在于，所述螺旋桨的直径为150mm；
    在与所述桨盘中心相距为30mm处，所述桨叶的弦长为13.8mm，攻角为17.1°；
    在与所述桨盘中心相距为45mm处，所述桨叶的弦长为11.9mm，攻角为14.3°；
    在与所述桨盘中心相距为60mm处，所述桨叶的弦长为10.3mm，攻角为12.4°。
  5. 根据权利要求2所述的螺旋桨，其特征在于，所述螺旋桨的直径为150mm；
    在与所述桨盘中心相距为15mm处，所述桨叶的弦长为14.4mm，攻角为19.7°。
  6. 根据权利要求3所述的螺旋桨，其特征在于，
    在与所述桨盘中心相距为75mm处，所述桨叶的弦长为9.1mm，攻角为10.7°。
  7. 根据权利要求1-6任一项所述的螺旋桨，其特征在于，所述桨叶具有叶背、叶面、连接叶背和叶面一侧边的第一侧缘、以及连接叶背和叶面另一 侧边的第二侧缘；所述叶背和叶面为曲面。
  8. 根据权利要求7所述的螺旋桨，其特征在于，所述桨叶靠近桨盘中心的一端的第一侧缘具有曲面状的第一拱起部。
  9. 根据权利要求1-6任一项所述的螺旋桨，其特征在于，所述螺旋桨包括多个桨叶，所述螺旋桨还包括桨榖，所述多个桨叶沿所述桨榖的周向均匀设置，所述螺旋桨的桨榖为镂空结构。
  10. 根据权利要求9所述的螺旋桨，其特征在于，所述螺旋桨包括连接所述桨叶的第一连接部、用于连接驱动件的第二连接部以及在所述第一连接部和第二连接部之间间隔设置的第三连接部。
  11. 根据权利要求1-6任一项所述的螺旋桨，其特征在于，所述桨叶的厚度从所述桨叶靠近所述桨盘中心的一端至所述桨叶远离所述桨盘中心的一端逐渐减小。
  12. 根据权利要求1-6任一项所述的螺旋桨，其特征在于，所述螺旋桨的螺距为40mm。
  13. 一种动力组件，其特征在于，包括驱动件和权利要求1-12任一项所述的螺旋桨，所述螺旋桨通过桨毂与所述驱动件连接。
  14. 根据权利要求13所述的动力组件，其特征在于，所述驱动件为电机，所述电机的KV值为2200～2400转/(分钟·伏特)。
  15. 一种飞行器，包括机身，其特征在于，还包括至少一个权利要求13或14所述的动力组件，所述动力组件与所述机身连接。
  16. 根据权利要求15所述的飞行器，其特征在于，所述飞行器包括多个动力组件，所述多个动力组件沿不同方向转动。
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