WO2018129721A1 - Hélice d'un aéronef, groupe d'alimentation et véhicule aérien sans pilote - Google Patents

Hélice d'un aéronef, groupe d'alimentation et véhicule aérien sans pilote Download PDF

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Publication number
WO2018129721A1
WO2018129721A1 PCT/CN2017/071180 CN2017071180W WO2018129721A1 WO 2018129721 A1 WO2018129721 A1 WO 2018129721A1 CN 2017071180 W CN2017071180 W CN 2017071180W WO 2018129721 A1 WO2018129721 A1 WO 2018129721A1
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WIPO (PCT)
Prior art keywords
propeller
blade
propeller according
turbulence
hub
Prior art date
Application number
PCT/CN2017/071180
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English (en)
Chinese (zh)
Inventor
刘翊涵
江彬
陈鹏
Original Assignee
深圳市大疆创新科技有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
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Application filed by 深圳市大疆创新科技有限公司 filed Critical 深圳市大疆创新科技有限公司
Priority to CN201780000122.2A priority Critical patent/CN107074344B/zh
Priority to PCT/CN2017/071180 priority patent/WO2018129721A1/fr
Publication of WO2018129721A1 publication Critical patent/WO2018129721A1/fr

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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
    • 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
    • B64C11/20—Constructional features
    • 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
    • B64C11/20—Constructional features
    • B64C11/26—Fabricated blades
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/02—Aircraft characterised by the type or position of power plants
    • B64D27/24—Aircraft characterised by the type or position of power plants using steam or spring force
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
    • B64D27/40—Arrangements for mounting power plants in aircraft

Definitions

  • the invention provides a propeller, a power set and a drone of an aircraft, and belongs to the technical field of aircraft manufacturing.
  • embodiments of the present invention provide a propeller, a power kit, and a drone of an aircraft.
  • a propeller of an aircraft includes: a hub and a blade; the blade is coupled to the hub, the blade includes a suction surface and a pressure surface opposite to the suction surface;
  • the suction surface is provided with a plurality of turbulence generators for delaying the separation of fluid from the suction surface.
  • a power kit comprising: the above propeller, and a motor; the motor is coupled to the propeller for driving the propeller to rotate.
  • a drone comprising: a frame and the above-described power kit; the power kit is mounted on the frame.
  • FIG. 1 is a schematic structural view of an aircraft according to an embodiment of the present invention.
  • FIG. 2 is a schematic structural view of a propeller of the unmanned aerial vehicle of FIG. 1;
  • Figure 3 is a cross-sectional view taken along line A-A of Figure 2;
  • Figure 4 is a partial enlarged view of the position F in Figure 2;
  • 5a to 5e are schematic views of turbulence generators having different cross-sectional shapes
  • 6a is a schematic diagram of a matrix-arranged turbulence generator according to an embodiment of the present invention.
  • 6b is a schematic diagram of a matrix-arranged turbulence generator according to another embodiment of the present invention.
  • 6c is a schematic diagram of a radially arranged turbulence generator according to an embodiment of the present invention.
  • FIG. 7a and 7b are schematic diagrams showing different turbulence area arrangement manners according to an embodiment of the present invention.
  • FIG. 8a is a schematic diagram showing a positional relationship between a turbulent flow region and a leading edge and a trailing edge according to an embodiment of the present invention
  • FIG. 8b is a schematic diagram showing the positional relationship between a turbulent flow region and a connecting end and a free end according to another embodiment of the present invention.
  • FIG. 1 is a schematic structural view of an aircraft provided by this embodiment. This embodiment is described by taking a multi-rotor aircraft as an example. Of course, the aircraft can also be a single-rotor aircraft or a fixed-wing aircraft with a propeller.
  • the aircraft 100 may include a drone 110, a pan/tilt head 120, a display device 130, and a steering device 140.
  • the drone 110 can include a power pack 150, a flight control system 160, and a rack 170.
  • the drone 110 can be in wireless communication with the manipulation device 140 and the display device 130.
  • Rack 170 can include a fuselage and a stand (also known as a landing gear).
  • the fuselage may include a center frame and one or more arms coupled to the center frame, the one or more arms extending radially from the center frame.
  • the tripod is coupled to the fuselage for supporting when the drone 110 is landing.
  • the power pack 150 can include an electronic governor (referred to as ESC) 151, one or more propellers 153 (described in more detail below), and one or more motors 152 corresponding to one or more propellers 153, where the motor 152 Connected between the electronic governor 151 and the propeller 153, the motor 152 and the propeller 153 are disposed on the corresponding arm; the electronic governor 151 is configured to receive the driving signal generated by the flight controller 160, and provide a driving current according to the driving signal.
  • the motor 152 is supplied to control the rotational speed of the motor 152.
  • Motor 152 is used to drive the propeller to rotate to power the flight of drone 110, which enables drone 110 to achieve one or more degrees of freedom of motion.
  • the drone 110 can be rotated about one or more axes of rotation.
  • the above-described rotating shaft may include a roll axis, a pan axis, and a pitch axis.
  • the motor 152 can be a DC motor or an AC motor.
  • the motor 152 may be a brushless motor or a brush motor.
  • Flight control system 160 may include flight controller 161 and sensing system 162.
  • the sensing system 162 is used to measure the attitude information of the drone, that is, the position information and shape of the drone 110 in the space. State information, such as three-dimensional position, three-dimensional angle, three-dimensional velocity, three-dimensional acceleration, and three-dimensional angular velocity.
  • the sensing system 162 can include, for example, at least one of a gyroscope, an electronic compass, an IMU (Inertial Measurement, Unit), a vision sensor, a global navigation satellite system, and a barometer.
  • the global navigation satellite system may be a GPS (Global Positioning System) or a Beidou navigation system.
  • the flight controller 161 is used to control the flight of the drone 110, for example, the flight of the drone 110 can be controlled based on the attitude information measured by the sensing system 162. It should be understood that the flight controller 161 may control the drone 110 in accordance with pre-programmed program instructions, or may control the drone 110 in response to one or more control commands from the steering device 140.
  • the pan/tilt 120 can include an ESC 121 and a motor 122.
  • the pan/tilt is used to carry the photographing device 123.
  • the flight controller 161 can control the motion of the platform 120 through the ESC 121 and the motor 122.
  • the platform 120 may further include a controller for controlling the movement of the platform 120 by controlling the ESC 121 and the motor 122.
  • the platform 120 can be independent of the drone 110 or a portion of the drone 110.
  • the motor 122 can be a DC motor or an AC motor.
  • the motor 122 may be a brushless motor or a brush motor.
  • the pan/tilt can be located at the top of the aircraft or at the bottom of the aircraft.
  • the photographing device 123 may be, for example, a device for capturing an image such as a camera or a video camera, and the photographing 123 may communicate with the flight controller and perform photographing under the control of the flight controller.
  • the display device 130 is located at the ground end of the aircraft 100, can communicate with the drone 110 wirelessly, and can be used to display attitude information of the drone 110. In addition, an image taken by the photographing device can also be displayed on the display device 130. It should be understood that the display device 130 may be a stand-alone device or may be disposed in the manipulation device 140.
  • the handling device 140 is located at the ground end of the aircraft 100 and can communicate with the drone 110 wirelessly for remote manipulation of the drone 110.
  • the manipulation device may be, for example, a remote controller or a user terminal equipped with an APP (Application) that controls the drone, for example, a smartphone, a tablet, or the like.
  • APP Application
  • the user's input is received by the manipulation device, and the drone can be controlled by the input device of the pull wheel, the button, the button, the joystick, or the user interface (UI) on the user terminal. .
  • FIG. 2 is a schematic structural view of a propeller according to an embodiment of the present invention
  • FIG. 3 is a cross-sectional view taken along line A-A of FIG.
  • the propeller 200 may include a paddle 210 and a hub 230 that are coupled to the hub 230.
  • the paddles 210 can be secured to the hub 230, such as by welding, interference or expansion, to secure the paddle 210 to the hub 230 to form a straight paddle.
  • the paddle 210 and the hub 230 may be integrally formed in an integrally formed manner to increase the structural strength of the propeller 200.
  • the blade 210 may also be detachably mounted on the hub 230, for example, by bolting, snapping or pinning, etc., so that it can be adjusted according to actual needs.
  • the paddle 210 or hub 230 is sized to accommodate different usage environments of the propeller 200.
  • the blade 210 can also be rotatably coupled to the hub 230.
  • the pivotal connection of the blade 210 and the hub 230 can be accomplished by a shaft or hinge to form the collapsible propeller 200.
  • the structure is designed to reduce the volume of the propeller 200 when it is not in use, and is convenient for storage.
  • the hub 230 is used to connect with the motor to drive the entire propeller 200 to rotate by the motor to achieve various flight attitude adjustments such as ascending, descending, and hovering of the aircraft.
  • the hub 230 can be detachably coupled to the shaft of the motor to drive the hub 230 to rotate by the shaft of the motor.
  • a card slot may be disposed on the inner wall of the hub 230, and a buckle that cooperates with the card slot is disposed on the rotating shaft of the motor, thereby realizing the rotating shaft of the motor and the hub 230. Removable connection.
  • the shaft of the motor and the hub 230 may be detachably coupled together by a threaded connection or other prior art connection.
  • the hub 230 can also be detachably coupled to the rotor housing of the motor to drive the hub 230 through the rotor housing of the motor.
  • the rotor case and the hub 230 of the motor may also use the card slot and snap connection structure of the rotating shaft of the motor and the hub 230, or other prior art detachable connection structures may be employed.
  • the hub 230 and the motor can also be connected in other ways than the detachable connection in the prior art. For details, refer to the textbook, technical manual or other common knowledge materials.
  • the blade 210 can be made of any material of the prior art, and its size can also be designed according to actual needs.
  • the six faces of the paddle 210 may be referred to as a connection end, a free end, a leading edge 211, a trailing edge 212, a suction side, and a pressure side, respectively.
  • the connecting end refers to the side where the blade 210 is connected to the hub 230, and the free end is the side opposite to the connecting end;
  • the leading edge 211 and the trailing edge 212 are the front and rear sides of the blade 210, respectively;
  • the suction side and The pressure surfaces are the upper and lower surfaces of the blade 210, respectively.
  • the upper blade 210 has a connecting end which is a lower end connected to the hub 230, a free end is an upper end opposite to the hub 230, and a lower blade 210 is connected to the paddle.
  • the upper end of the hub 230 is connected, and the free end is the lower end opposite the hub 230.
  • the free end rotates around the center of the hub 230 to form a plane of rotation of the propeller 200 (also referred to as a paddle, the diameter of which is the L1 shown in the figure), so that the aircraft Provides tensile force.
  • the direction of rotation 214 of the blade 210 and the unlocking flag 215 may also be provided at the connection end of the blade 210 to facilitate increased installation efficiency when the propeller 200 is installed.
  • the paddle 210 located above the hub 230 in FIG. 2 has a front edge (abbreviated as the leading edge 211) on the right side in the drawing, and a rear edge (abbreviated as the trailing edge 212) on the left side in the figure;
  • the leading edge 211 of the blade 210 below 230 is located on the left side of the drawing, and its trailing edge 212 is located to the right in the figure.
  • the shape of the leading edge 211 and the trailing edge 212 of the blade 210 can be set according to the actual needs of the aircraft. Taking FIG.
  • the leading edge 211 of the paddle 210 may be gradually expanded outward from the free end to the connecting end and then gradually contracted inwardly to form a mountain-like shape.
  • the length of the front edge 211 expanding outward may be larger than the length of the leading edge 211 contracting inwardly.
  • the length of the leading edge 211 expanded outward as shown in FIG. 2 occupies the entire length of the leading edge 211. section.
  • this is not an absolute limitation on the length of the leading edge 211 outward expansion, and those skilled in the art can design according to actual needs.
  • the trailing edge 212 may also have a tendency to gradually expand outward from the free end to the connecting end and then gradually contract inwardly, like the leading edge 211, and the peak formed by the trailing edge 212 may be the same as the peak formed by the leading edge 211.
  • the cross section is such that the blade 210 forms a minimum chord length and a maximum chord length.
  • the shapes of the leading edge 211 and the trailing edge 212 do not have to be designed to be the same curve, or that the peaks formed by the protrusions must be in the same cross section.
  • the blade 210 above the hub 230 and the lower blade 210 have suction surfaces which are both outer side surfaces.
  • the pressure surfaces of both are inner side surfaces.
  • the surfaces on both sides of the blade 210 may be formed into a curved surface on one side and a curved surface on the one side.
  • the outwardly convex surface is a suction surface
  • the concave curved surface is a pressure surface.
  • one side of the blade 210 facing the motor can be used as the suction surface
  • the surface of the blade 210 facing the motor side can be used as the pressure surface (refer to FIG. 3, the left side surface is suction). Face, while the right side is the pressure surface).
  • a plurality of turbulence generators 213 are provided on the suction side of the blade 210, and these turbulence generators 213 are used to delay the separation of the fluid from the suction surface.
  • the turbulence generator 213 can be any structure capable of generating turbulence in the region of the turbulence generator 213, such as in some embodiments the turbulence generator 213 can be a bump, while in other embodiments the turbulence Generator 213 can be a groove.
  • the fluid flowing from the blades 210 is turbulent in one turbulence generator 213 and is not in other regions than the turbulence generator 213.
  • Turbulence is generated, and the turbulence generated by the turbulence generators 213 transfers energy to the boundary layer at the inverse pressure gradient, so that the boundary layer obtains sufficient energy to continue to adhere to the suction surface of the blade, thereby delaying the contact of the fluid with the suction surface.
  • the point in time separated from the suction surface is to reduce the air resistance experienced by the blade 210, thereby reducing the torque, and improving the efficiency of the propeller 200, such as the efficiency under hovering conditions.
  • Table 1 below specifically shows the comparison of the operating parameters of the propeller 200A provided with the turbulence generator 213 and the propeller 200B not provided with the turbulence generator 213.
  • the propeller with the turbulence generator has a hovering efficiency of about 4.6% higher than that of the propeller without the turbulence generator for the 350g pull of the hovering section.
  • the boundary layer fluid is attached to the surface of the solid structure to delay separation and reduce the resistance of the propeller during operation.
  • adjacent two turbulence generators 213 may be spaced apart so as to be separated by a distance therebetween.
  • the interaction between the turbulences formed on the two turbulence generators 213 is reduced to enhance the synergy of the plurality of turbulence generators 213 to increase the ability to retard the separation of fluid from the suction side.
  • the interval between the two adjacent turbulence generators 213 is not necessary, and is only a preferred arrangement.
  • the adjacent two turbulence generators 213 may be arranged next to each other. As long as the two turbulence generators 213 are capable of generating turbulence each.
  • Some achievable modes of the turbulence generator 213 are exemplified below from a plurality of angles such as the shape, the number, the size, the arrangement, and the formation manner of the turbulence generator 213.
  • the cross-section of the turbulence generator 213 can be circular or elliptical.
  • Fig. 5a shows an embodiment in which the cross section of the turbulence generator 213 is circular
  • Fig. 5b shows an embodiment in which the cross section of the turbulence generator 213 is elliptical.
  • a circular protrusion or a circular pit may be formed, or an elliptical protrusion or an elliptical pit may be formed.
  • the diameter of the turbulence generator 213 having a circular cross section may be 2% to 7% of the minimum chord length of the blade 210.
  • the diameter of the circular turbulence generator 213 is designed to be in the above numerical range, the effect of delaying the separation time of the fluid from the suction surface can be obtained. More preferably, the circular diameter of the turbulence generator 213 is designed to be 2% to 4% of the minimum chord length, so that the effect of delaying the separation of the fluid from the suction surface can be achieved without affecting other properties of the blade 210.
  • the cross-section of the turbulence generator 213 may also be polygonal, such as a pentagon or a hexagon.
  • Fig. 5c shows an embodiment in which the turbulence generator 213 has a pentagonal cross section;
  • Fig. 5d shows an embodiment in which the turbulence generator 213 has a hexagonal cross section.
  • a pentagon protrusion or a pit may be formed on the suction surface of the blade 210 as the turbulence generator 213;
  • a hexagonal protrusion or a pit may be formed on the suction surface of the blade 210.
  • the apex angle of the polygon may be rounded, so that the blade 210 conforms to the corresponding hydrodynamics and improves its working efficiency.
  • Figure 5e shows an embodiment in which the cross-section of the turbulence generator 213 is a hexagon with rounded corners. It should be understood that the vertices rounded transition of the above polygon may include: all vertices of the polygon are rounded, and some of the vertices are rounded Transitions and other corners have no rounded transitions.
  • the shapes of the cross sections of the plurality of turbulence generators 213 may be the same, but the case where the cross-sectional shapes of the plurality of turbulence generators 213 are different is not excluded.
  • it may be a combination of a circle and an ellipse, or a combination of a circle and a polygon, or a combination of an ellipse and a polygon, and of course, a circle, an ellipse, and a polygon. Combination of people.
  • Figures 6a and 6b show two different matrix arrangement turbulence generators 213, wherein Figure 6a shows a combination of turbulence generators 213 having a circular and elliptical cross section; Figure 6b shows the horizontal A combination of turbulence generators 213 having a circular, elliptical and hexagonal cross section.
  • the number of turbulence generators 213 described above may be determined based on the size of the suction surface of the blade 210 and/or the cross-sectional dimension of the turbulence generator 213, for example, in some embodiments, the number of turbulence generators 213 may be designed to be Less than 50. Specifically, the number of the turbulence generators 213 may be 50, 80, 100, or 1000. The synergy created by such a large number of turbulence generators 213 delays the separation of fluid from the suction side.
  • the plurality of turbulence generators 213 may be arranged in a matrix as shown in Figures 2, 6a, and 6b, that is, a plurality of turbulence generators 213 along the chord length direction and paddles. There are multiple rows and columns in the disk direction. Specifically, when designing the number of rows and columns of the matrix, it may be at least 5 rows along the chord length direction of the blade 210; or may include at least 10 columns along the pad direction of the blade 210.
  • the plurality of turbulence generators 213 can be arranged in five rows along the chordwise direction of the blade 210 and in ten rows along the paddle direction of the blade 210.
  • each row or column of the above matrix arrangement may be strictly aligned or may be slightly offset by a certain distance.
  • the matrix type turbulence generator 213 on the suction surface of the blade 210, it is possible to obtain not only the action of delaying the separation of the fluid from the suction surface but also the processing.
  • the turbulence generators 213 can be arranged radially.
  • the turbulence generator 213 By designing the turbulence generator 213 to be radially, when a certain area of the suction surface of the blade 210 has a stronger separation tendency and the peripheral separation tendency is weaker, the area with a stronger separation tendency can be arranged more.
  • the turbulence generator 213 has a relatively balanced effect of retarding fluid separation in different regions of the suction surface.
  • a plurality of turbulence generators 213 when a plurality of turbulence generators 213 are arranged, in some embodiments, they may also be close to the paddles.
  • the turbulence generator 213 is disposed at a position of the connecting end of the blade 210, that is, the number of turbulence generators 213 near the free end of the blade 210 is less than the number of turbulence generators 213 near the connecting end of the blade 210.
  • FIG. 7a shows that the connection end of the blade 210 is arranged with more turbulence generator 213 than the free end).
  • more turbulence generators 213 can be arranged in a region where the fluid separation tendency is strong, so that the flow state of the fluid on the blade 210 can be accommodated to achieve a better effect of delaying fluid separation.
  • more turbulence generators 213 may also be placed near the leading edge 211 of the blade 210, i.e., the number of turbulence generators 213 near the leading edge 211 is greater than near the blade 210.
  • the number of turbulence generators 213 of the trailing edge 212 can be specifically referred to FIG. 7b (FIG. 7b shows that the leading edge 211 of the blade 210 is disposed with more turbulence generators 213 than the trailing edge 212).
  • more turbulence generators 213 can be arranged in a region where the fluid separation tendency is strong, so that the flow state of the fluid on the blade 210 can be accommodated to achieve a better effect of delaying fluid separation.
  • the turbulence generator 213 can be formed on the suction side by any means known in the art, such as molding, forging, and the like.
  • the turbulence generator 213 described above may be formed on the suction side by a surface coating. Through the surface coating method, the process is simple and the efficiency is high.
  • the turbulence region 216 (represented by reference numeral 116 in Fig. 2) is formed by arranging the plurality of turbulence generators 213 in different forms on the suction faces of the blades 210, such that the regions distributed by the turbulence generators 213.
  • the length L2 of the turbulent region 216 in the direction of the propeller 200 paddle is greater than the length H2 along the chordwise direction of the blade 210.
  • the size of the turbulent region 216 can also be set according to other needs.
  • the length L2 of the turbulent region 216 in the direction of the paddle is equal to or smaller than the length H2 along the chord length direction.
  • the length L2 of the turbulent region 216 in the direction of the propeller 200 paddle may be set to 40% of the paddle disk radius (L1/2) of the propeller 200 to 90%. More preferably, the length L2 of the turbulent region 216 is 70% to 80% of the radius of the propeller 200 paddle.
  • the length H2 of the turbulent region 216 along the chord length of the blade 210 is specifically set, in some alternative embodiments, the length H2 of the turbulent region 216 can be set to the minimum chord of the blade 210. 30% to 75% longer. More preferably, the length H2 of the turbulent region 216 is 40% to 60% of the minimum chord length of the blade 210.
  • FIG. 8a shows a schematic diagram of the positional relationship between the turbulent region 216 and the leading edge 211 and the trailing edge 212
  • a spacing H3 first predetermined distance
  • a spacing H4 second predetermined distance
  • H3 may be less than or equal to H4, but more preferably H3 is greater than H4.
  • FIG. 8b shows a schematic diagram of the positional relationship between the turbulent region 216 and the free end and the connecting end
  • a spacing L3 (third predetermined distance) is provided between the turbulent region 216 and the free end of the blade 210
  • a distance L4 fourth predetermined distance is provided between the connection ends of the paddles 210, wherein L3 may be greater than or equal to L4, but it is more preferable that L3 is smaller than L4.
  • the separation time between the fluid and the suction surface of the blade 210 can be extended as much as possible to improve the working efficiency of the propeller 200.
  • a more preferred embodiment is that the spacing H3 of the turbulent region 216 from the leading edge 211 is greater than the spacing H4 from the trailing edge 212, and the spacing L3 of the turbulent region 216 from the free end is less than the spacing L4 from the connecting end.
  • the actual design of the turbulent flow region when the actual design of the turbulent flow region is at the position of the blade, it can be calculated according to several rotational speed conditions during the operation of the propeller, such as the rotational speed at the time of hovering and the rotational speed at the front flight acceleration, by computational fluid dynamics simulation (CFD, Computational Fluid Dynamics), hydrodynamic simulation calculation of the above-mentioned speed conditions, and then post-processing to determine the specific area of the fluid separation phenomenon of the propeller blades at different speeds at different speeds, and set the area It is a turbulent region to form the above-described turbulence generator in this region.
  • CFD computational fluid dynamics simulation
  • hydrodynamic simulation hydrodynamic simulation
  • the area of the turbulent region 216 can be set by a technician according to actual needs, but it is preferable that the area of the turbulent region 216 is larger than one eighth of the area of the suction surface so that the size of the turbulent region 216 can be compared with the suction of the blade 210.
  • the faces are matched to act to delay the separation time of the fluid. More preferably, the area of the turbulent flow area 216 is larger than one quarter of the area of the suction side, so that the range of turbulence generation can be increased, the time for separating the fluid from the suction side is further delayed, and the working efficiency of the propeller 200 is improved.
  • the related apparatus and method disclosed may be implemented in other manners.
  • the device embodiments described above are merely illustrative.
  • the division of the modules or units is only a logical function division.
  • there may be another division manner for example, multiple units or components may be used. Combinations can be integrated into another system, or some features can be ignored or not executed.
  • the mutual coupling or direct coupling or communication connection shown or discussed may be an indirect coupling or communication connection through some interface, device or unit, and may be in an electrical, mechanical or other form.
  • the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, may be located in one place, or may be distributed to multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of the embodiment.
  • each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.
  • the above integrated unit can be implemented in the form of hardware or in the form of a software functional unit.
  • the integrated unit if implemented in the form of a software functional unit and sold or used as a standalone product, may be stored in a computer readable storage medium.
  • the technical solution of the present invention which is essential or contributes to the prior art, or all or part of the technical solution, may be embodied in the form of a software product stored in a storage medium.
  • a number of instructions are included to cause a computer processor 101 to perform all or part of the steps of the methods described in various embodiments of the present invention.
  • the foregoing storage medium includes: a U disk, a removable hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk, and the like, which can store program codes.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)

Abstract

L'invention concerne l'hélice (153, 200) d'un aéronef, un groupe d'alimentation et un véhicule aérien sans pilote, comprenant : des pales (210) et un moyeu (230) ; les pales (210) et le moyeu (230) sont reliés ; les pales (210) comprennent une surface d'aspiration et une surface de pression opposée à la surface d'aspiration, la surface d'aspiration étant pourvue d'un générateur de turbulence (213) utilisé pour retarder la séparation d'un fluide de la surface d'aspiration. L'hélice (153, 200) peut réduire la séparation de fluide sur les pales (210), de façon à réduire la résistance de l'hélice (153, 200), ce qui améliore l'efficacité opérationnelle de cette dernière, et ledit moyen qui améliore l'efficacité opérationnelle de l'hélice (153, 200) a un faible coût.
PCT/CN2017/071180 2017-01-13 2017-01-13 Hélice d'un aéronef, groupe d'alimentation et véhicule aérien sans pilote WO2018129721A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN201780000122.2A CN107074344B (zh) 2017-01-13 2017-01-13 飞行器的螺旋桨、动力套装及无人机
PCT/CN2017/071180 WO2018129721A1 (fr) 2017-01-13 2017-01-13 Hélice d'un aéronef, groupe d'alimentation et véhicule aérien sans pilote

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CN109018382B (zh) * 2018-08-07 2021-08-13 江西华友机械有限公司 一种飞机发动机变形整流罩结构
CN109606645A (zh) * 2018-12-28 2019-04-12 成都纵横大鹏无人机科技有限公司 桨叶结构及无人机
CN112572766A (zh) * 2020-12-17 2021-03-30 重庆工程职业技术学院 一种水上无人机水汽螺旋桨及其加工工艺
CN114084327A (zh) * 2021-11-26 2022-02-25 大连海事大学 一种船用螺旋桨桨叶结构
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