CN114834635A - Water-air amphibious propelling device - Google Patents

Abstract

The invention discloses an amphibious propulsion device, which includes a power device and a deformation device. The power device includes four amphibious propellers, and the four propellers are installed in pairs through the deformation device. On the main body of the powered aircraft, the propulsion form of the power device can be changed through the deformation device, so that the aircraft can switch between water and air amphibious; the deformation device includes two tilting mechanisms and a front and rear distance between the two tilting mechanisms. For the translation docking mechanism, each tilting mechanism is provided with a pair of propellers, and the propellers on the two tilting mechanisms correspond in front and rear positions; the tilting mechanism is used to drive the propulsion angle of the corresponding pair of propellers, The propulsion angle changes between the vertical propulsion state or the horizontal propulsion state; by changing the distance between the two tilting mechanisms by translating the docking mechanism, the front and rear corresponding propellers can be coaxially docked to form a counter-rotating paddle structure, thereby improving the navigation of the propulsion device on the water surface. propulsion efficiency.

Description

An amphibious propulsion device

technical field

The invention belongs to the technical field of propulsion devices, and in particular relates to an amphibious propulsion device.

Background technique

The amphibious unmanned aerial vehicle has the characteristics of high maneuverability and high endurance performance, which has attracted more and more attention, and more and more are put into application. In the field of piloting, unmanned aerial vehicles undertake the work of piloting sea areas on water and underwater at the same time, as well as taking images, transmitting information and even hydrographic mapping. In recent years, multi-rotor UAVs, especially quad-rotor UAVs, have become the mainstream of amphibious UAVs due to their convenient maintenance and simple structure. However, the existing amphibious unmanned vehicles are mainly divided into two types. One is a vertical take-off, land-water and land-based amphibious ground-effect aircraft with the publication number of CN110979665A. Surface cruise not only increases the load and volume of the device, but also reduces the navigation performance and propulsion capability of the vehicle; another multi-rotor amphibious cross-domain marine robot, such as the public number CN108128450A, only needs one set of power units. By tilting the thrust direction of the power unit, the vehicle can be freely switched between vertical take-off and landing and surface sailing, but after switching to the surface sailing mode, the propulsion efficiency of each propeller as a distributed propulsion power unit is low.

Contra-rotating propellers are also called coaxial reversing propellers. Compared with the single-row propeller structure, the counter-rotating propellers have two rotors with opposite directions. The reaction torque generated by the motor will cancel each other out, reducing the size of the reaction torque and producing The thrust will also increase, and the propulsion efficiency will be higher. Because when the incoming flow passes through the counter-rotating propeller, two airflow accelerations will occur, and the airflow of the rear propeller will be accelerated by the front propeller, and the dynamic pressure will be increased; in addition, since the front and rear propellers share the thrust at the same time, the load acting on each pair of propellers is relatively high. The single propeller will also be greatly reduced. According to the momentum theorem, the inference coefficient of the propeller increases with the increase of the acceleration ratio of the airflow after passing through the propeller, and the axial speed and tangential speed of the airflow will increase, so compared with the same propeller blade The number of individual propellers and the diameter of the blades, the overall pull coefficient of the contra-rotating propeller is larger, and the aerodynamic efficiency is higher.

Therefore, the design of rotatable docking deformation is carried out in the propulsion device of the amphibious vehicle, so that the propulsion device of the amphibious vehicle can form a counter-rotating propeller when sailing on the water surface, which can improve the propulsion efficiency, navigation performance and endurance of the amphibious vehicle when sailing on the water surface. Capability is important.

SUMMARY OF THE INVENTION

The main purpose of the present invention is to provide a water-air amphibious propulsion device based on the counter-rotating structure, so as to solve the problem of low propulsion efficiency of the existing amphibious vehicle's propulsion device when it is switched to sailing on the water surface.

The present invention is realized in this way:

The invention provides an amphibious propulsion device, including a power device and a deformation device, the power device includes four amphibious propellers, and the four propellers are installed in pairs through the deformation device On the main body of the aircraft that needs power, the propulsion form of the power device can be changed by the deformation device, so that the aircraft can switch between water and air; the deformation device includes two tilting mechanisms and changing the relationship between the two tilting mechanisms A pair of propellers are arranged on each tilting mechanism, and the propellers on the two tilting mechanisms correspond in the front and rear positions; the tilting mechanisms are used to drive a corresponding pair of propellers The propulsion angle varies between the vertical propulsion state or the horizontal propulsion state; by changing the distance between the two tilting mechanisms by translating the docking mechanism, the front and rear corresponding propellers can be coaxially docked to form a counter-rotating paddle structure.

Preferably, the above four propellers include a first propeller and a second propeller that are symmetrically arranged at the front of the aircraft, and a third propeller and a second propeller that are arranged symmetrically at the rear of the aircraft. Four propellers; wherein the rotation directions of the first propeller and the third propeller are the same, and the rotation directions of the second propeller and the fourth propeller are opposite.

Preferably, the propeller includes a casing, a driving motor coaxially arranged in the amphibious casing, and a propeller arranged on the output shaft of the driving motor.

Preferably, the inner diameters of the air outlets of the casings of the first and second thrusters are slightly larger than the outer diameters of the air inlets of the casings of the third and fourth thrusters, and the third A chamfer is also provided at the air inlet of the outer casing of the fourth propeller to facilitate docking, so that the front and rear pairs of propellers can be better fitted together.

Preferably, the front tilting mechanism includes a tilting motor for changing the thrust direction of the propeller, a rotating plate arranged on the output shaft of the tilting motor, and a connecting plate fixedly connected with the rotating plate, so The two ends of the connecting plate are connected with the two adjacent propellers in the meridian direction, and the connecting plate is driven to rotate by the tilting motor, so that the thrust direction of the propeller is vertically downward and horizontal. switch between them.

The rear tilting mechanism has the same structure as the front tilting mechanism.

Preferably, the tilting motor is a dual-axis steering gear with large torque, and the rotating plate is a U-shaped steering gear rocker arm matched with it.

Preferably, the translation docking mechanism includes a docking motor, a fixed box, a docking gear and two docking plates; the docking motor is arranged in the main body of the aircraft; the fixing box is fixedly installed outside the main body of the aircraft, and the fixed The two sides of the box are respectively provided with limit chute for the relative sliding of the two docking plates; the docking gear is arranged in the fixed box and is connected with the output shaft of the docking motor; the two docking plates are respectively connected to the front and rear. The two tilting mechanisms provided are connected; the two docking plates are also provided with racks that mesh with the docking gears in the fixed box. By rotating the docking gears, the two racks can be driven to move toward each other, thereby adjusting the The spacing of the tilting mechanism enables the front and rear pairs of thrusters to be docked.

Preferably, the docking plate is a U-shaped plate, and the U-shaped plate includes two mutually parallel arm plates and a web connecting one end of the two arm plates, wherein one arm plate is provided with a rack inside, and the other arm plate is provided with a rack. There are slide rails on the inner side of the plate; the openings of the two U-shaped plates are installed and assembled relative to each other, so that the arm plate of the rack of one butt plate is slidably assembled in the slide rail of the other butt plate, and the arm plates of the two butt plates with the slide rail are located in the outside, and are respectively assembled in the two limit chutes of the fixed box.

Preferably, the web of the U-shaped plate is provided with a mounting plate which is convenient for connecting with the tilting mechanism.

The beneficial effects of the present invention are:

The invention provides an amphibious propulsion device, which can not only switch freely between two working modes of flying in the air or sailing on the water surface, but also after the propulsion device is switched to the working mode of sailing on the water surface, the two pairs of front and rear propellers also It can be coaxially butt-jointed together to form a contra-rotating propeller structure. Under the same working conditions, the overall tension coefficient of the contra-rotating propeller is higher and the aerodynamic efficiency is higher, thereby effectively improving the payload and endurance of the aircraft.

Description of drawings

1 is a schematic diagram of a working mode of an amphibious propulsion device provided in an embodiment of the present invention during vertical take-off and landing;

2 is a top view of an amphibious propulsion device provided in an embodiment of the present invention during vertical take-off and landing;

3 is a schematic structural diagram of an amphibious propulsion device according to an embodiment of the present invention when switching operating modes

4 is a schematic diagram of a working mode of an amphibious propulsion device provided by an embodiment of the present invention when navigating on the water surface;

5 is a top view of an amphibious propulsion device provided by an embodiment of the present invention when sailing on the water surface;

6 is a schematic structural diagram of a tilting mechanism of an amphibious propulsion device according to an embodiment of the present invention;

7 is a schematic structural diagram of a translation docking mechanism of an amphibious propulsion device according to an embodiment of the present invention.

In the picture: 1-first propeller, 11-casing, 12-drive motor, 13-propeller, 2-second propeller, 3-third propeller, 4-fourth propeller, 5-front tilt Mechanism, 51-tilting motor, 52-rotating plate, 53-connecting plate, 6-rear tilting mechanism, 7-fixed box, 71-cover plate, 72-box body, 73-limit chute, 8- The first docking plate, 81-rack, 82-slide rail, 83-installation plate, 84-slider, 9-second docking plate, 10- docking gear.

Detailed ways

The embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples. The following examples are intended to illustrate the present invention, but not to limit the scope of the present invention.

In the description of the present invention, it should be noted that the terms "center", "portrait", "horizontal", "top", "bottom", "front", "rear", "left", "right", " The orientation or positional relationship indicated by vertical, horizontal, top, bottom, inner, outer, etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention and The description is simplified rather than indicating or implying that the device or element referred to must have a particular orientation, be constructed and operate in a particular orientation, and therefore should not be construed as limiting the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed to indicate or imply relative importance.

In the description of the present invention, it should be noted that, unless otherwise expressly specified and limited, the terms "connected" and "connected" should be understood in a broad sense, for example, it may be a fixed connection, a detachable connection, or an integral connection. Ground connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood in specific situations.

The present invention provides an amphibious propulsion device, including a deformation device and a power device, the power device is arranged on the main body of the aircraft through the deformation device, and the propulsion form of the power device can be changed through the deformation device, thereby Enables the craft to switch freely between flying in the air or sailing on the surface. specific:

As shown in FIGS. 1 to 5 , in this embodiment, the power device includes four propellers for both water and air, and the above four propellers are symmetrically arranged in pairs at the front and rear of the aircraft. The rear part is on the same horizontal plane; when the aircraft is in the working mode of vertical take-off and landing, the thrust directions of the above four propellers will be perpendicular to the ground downward. The thrust direction of each thruster will be tilted horizontally backward, and the two adjacent thrusters will be coaxially butted together. Among them, the two propellers arranged symmetrically at the front of the aircraft are the first propeller 1 and the second propeller 2, and the two propellers arranged symmetrically at the rear of the aircraft are the third propeller The thruster 3 and the fourth thruster 4; the same as the propulsion device of the existing quadrotor UAV, the two diagonal thrusters rotate in the same direction, and the two adjacent thrusters rotate in opposite directions, so that the The rotational torques generated by the rotation of each propeller can cancel each other to ensure the normal take-off, landing and flight of the aircraft; the first propeller 1, the second propeller 2, the third propeller 3 and the fourth propeller 4 have the same structure .

As shown in FIG. 6 , taking the first propeller 1 as an example, the first propeller 1 includes a casing 11 , a drive motor 12 coaxially arranged in the casing 11 , and an output shaft of the drive motor 12 . The propeller 13 can not only provide protection for the propeller 13 of the propeller through the casing 11, but also adjust the airflow, so that the energy dissipation degree of the flow field is reduced, and the propulsion efficiency of the counter-rotating propeller can be further improved; the drive motor 12 It is a DC brushless motor, and the propeller 13 can be driven to rotate by the driving motor 12 to provide power for the vertical take-off and landing and water surface navigation of the aircraft.

Further, in order to ensure that the front and rear propellers can be connected more closely, the inner diameter of the air outlet of the casing 11 of the first propeller 1 and the second propeller 2 is slightly larger than that of the third propeller 3 and the fourth propeller 4 The outer diameter of the air inlet of the outer casing 11, and the air inlet of the outer casing 11 of the third propeller 3 and the fourth propeller 4 is also provided with a chamfer for easy docking, so that the first propeller 1 and the third propeller are propelled. The pusher 3 (and the second pusher 2 and the fourth pusher 4) can fit together better.

As shown in FIG. 1 to FIG. 5 , as a preferred embodiment, the deformation device includes a tilting mechanism and a translation and docking mechanism. There are two tilting mechanisms, which are respectively used to control the first propeller 1 and a front tilting mechanism 5 for the propulsion angle of the second propeller 2 and a rear tilting mechanism 6 for controlling the propulsion angle of the third propeller 3 and the fourth propeller 4, the front tilting mechanism 5 It is connected with the rear tilting mechanism 6 through the translation docking mechanism, and the distance between the front tilting mechanism 5 and the rear tilting mechanism 6 can be adjusted through the translation docking mechanism, so that the above four The amphibious propellers are connected in pairs at the front and rear.

As shown in FIG. 6 , the front tilting mechanism 5 includes a tilting motor 51, a rotating plate 52 and a connecting plate 53. The tilting motor 51 is a dual-axis steering gear with large torque, and the rotating plate 52 is a set The U-shaped steering gear rocker arm on the output shaft of the dual-shaft steering gear is matched with the U-shaped steering gear rocker arm. 11 radial connection, and ensure that the initial angle of the first propeller 1 and the second propeller 2 are the same, the middle of the connecting plate 53 is provided with a threaded hole, and the connecting plate 53 is fixed and installed on the The mounting surface of the U-shaped steering gear rocker arm. By driving the rocker arm of the U-shaped steering gear to rotate by the dual-axis steering gear, the first propeller 1 and the second propeller 2 at both ends of the connecting plate 53 can be driven to rotate synchronously, thereby changing the thrust direction of the propellers. Realize the switch between the aircraft flying in the air and sailing on the water. It is obvious that the structure of the rear tilting mechanism 6 is the same as the structure and connection method of the front tilting mechanism 5 except for the different installation positions, which will not be repeated here.

As shown in FIG. 7, the translation docking mechanism includes a fixed box 7, a docking gear 10, a docking motor and a docking plate; the fixed box 7 includes a cover plate 71 and a box body 72 for accommodating the docking gear 10, wherein The box body 72 is fixedly installed on the main body of the aircraft and a through hole is provided under the box body 72 , the gear is rotatably mounted on the box body 72 , and the cover plate 71 covers the docking gear 10 It is fixedly connected with the box body 72, the docking motor is arranged in the main body of the aircraft, and its output shaft is connected to the docking gear 10 perpendicular to the through hole passing through the box body 72 upward, and the cover plate 71 The left and right sides of the box body 72 and the box body 72 are also provided with limit chute 73 for the docking plate to pass through. Can move back and forth along the limit chute 73; the docking plate includes a first docking plate 8 and a second docking plate 9 respectively used to adjust the distance between the front tilting mechanism 5 and the rear tilting mechanism 6 , the structure of the first docking plate 8 and the second docking plate 9 are completely the same, and they are both integrally formed U-shaped plates. The U-shaped plate includes two mutually parallel arm plates and a web. The U-shaped plate The inner side of one arm plate is provided with a rack 81, and the inner side of the other arm plate is provided with a sliding rail 82 for the rack 81 of the other docking plate to slide back and forth. In this embodiment, the sliding rail 82 is a dovetail chute; corresponding to The outer side of the arm plate with the rack 81 is provided with a slider 84 that cooperates with the slide rail 82 on the other docking plate. In this embodiment, the slider 84 is a dovetail slider; the openings of the two U-shaped plates are opposite to each other. Installed and assembled to form a sliding mechanism that facilitates relative movement, wherein the rack 81 of the first butt plate 8 is nested in the slide rail 82 of the second butt plate 9, and the rack of the second butt plate 9 81 is nested in the slide rail 82 of the first docking plate 8, the arm plate with the slide rail 82 is located at the outermost side, and the two arm plates with the slide rail 82 are respectively assembled in the limit chute on both sides of the fixed box 7 The two racks 81 are located at the innermost side and mesh with both sides of the docking gear 10 respectively. The rotation of the docking gear 10 can drive the first docking plate 8 and the second docking plate 9 to approach or move away from each other.

The web is provided with a mounting plate 83 for mounting the tilting mechanism, and the biaxial steering gear in the tilting mechanism is mounted and fixed on the mounting plate 83 by bolts. By driving the docking gear 10 to rotate clockwise in the fixed box 7 by the docking motor, the front rack 81 and the rear rack 81 can be driven to move toward each other, so that the front and rear pairs of propellers are docked to each other. Together they form a counter-rotating structure. When the present propulsion device is in the working mode of the contra-rotating propeller, the free flow passing through the contra-rotating propeller 13 will cause two airflow accelerations, the airflow of the rear propeller will be accelerated by the front propeller, the dynamic pressure will be increased, and the overall pulling force of the contra-rotating propeller 13 will be The coefficient increases with the increase of the rotational speed, so that the aerodynamic efficiency of the contra-rotating propeller structure is larger than the overall pulling coefficient of the single-propeller structure, and the aerodynamic efficiency is higher, thereby further improving the propulsion efficiency of the propulsion device when sailing on the water surface.

It is worth mentioning that the translation docking mechanism can also use hydraulic rods or electric telescopic rods to control the spacing of the propellers so that the front and rear pairs of propellers are butted together, and is not limited to the transmission mode of the above-mentioned rack and pinion.

The specific switching process of the working mode of the amphibious propulsion device provided by the present invention is as follows:

Taking the working mode of the aircraft flying in the air as the initial state, when the aircraft falls vertically to the water surface, first turn off the drive motor 12, and then control the front and rear two pairs of dual-axis steering gears to rotate 90° counterclockwise, and the above four propellers The thrust direction is tilted downward from perpendicular to the water surface to horizontal and backward, and then the docking gear 10 is driven by the docking motor to rotate clockwise, driving the front rack 81 and the rear rack 81 meshing with it to face each other. Therefore, the front and rear two pairs of propellers are coaxially butted together to form a counter-rotating structure, so that the aircraft can sail on the water surface in a more efficient propulsion manner under the support of the propulsion device. On the contrary, the docking gear 10 is driven to rotate counterclockwise by the docking motor, so that the front and rear two pairs of propellers are separated, and then by controlling the front and rear two-axis steering gears to rotate 90° clockwise, the vehicle can be sailed from the water surface. The working mode is switched to the working mode of flying in the air, thereby assisting the aircraft to complete the cruise work with high maneuverability.

The above embodiments are only used to illustrate the present invention, but not to limit the present invention. Although the present invention has been described in detail with reference to the embodiments, those of ordinary skill in the art should understand that various combinations, modifications or equivalent replacements to the technical solutions of the present invention do not depart from the spirit and scope of the technical solutions of the present invention, and should cover within the scope of the claims of the present invention.

Claims (9)

1. A water-air amphibious propulsion device is characterized in that: the power device comprises four water-air dual-purpose propellers, the four propellers are arranged on an aircraft body needing power in a pairwise mode through the deformation device, and the propulsion form of the power device can be changed through the deformation device so that the aircraft can be switched between water and air amphibious;

the deformation device comprises two tilting mechanisms and a translation butt joint mechanism for changing the front-back distance between the two tilting mechanisms, wherein each tilting mechanism is provided with a pair of propellers, and the propellers on the two tilting mechanisms correspond to each other in the front-back position; the tilting mechanism is used for driving the propelling angles of the corresponding pair of propellers, and the propelling angles are changed between a vertical propelling state or a horizontal propelling state; the distance between the two tilting mechanisms is changed through the translation butt joint mechanism, so that the propellers which correspond to each other in the front and the back are coaxially butted to form a contra-rotating propeller structure.

2. A water-air amphibious propulsion device as claimed in claim 1, characterised in that: the four propellers comprise a first propeller and a second propeller which are arranged at the front part of the aircraft in a bilateral symmetry mode, and a third propeller and a fourth propeller which are arranged at the rear part of the aircraft in a bilateral symmetry mode; wherein the first impeller and the third impeller rotate in the same direction and the second impeller and the fourth impeller rotate in opposite directions.

3. A water-air amphibious propulsion device as claimed in claim 1, characterised in that: the propeller comprises a shell, a driving motor and a propeller, wherein the driving motor is coaxially arranged in the water-air dual-purpose shell, and the propeller is arranged on an output shaft of the driving motor.

4. A water-air amphibious propulsion device as claimed in claim 2, characterised in that: the internal diameter of the shell air outlet of the first propeller and the second propeller is slightly larger than the external diameter of the shell air inlet of the third propeller and the fourth propeller, and a chamfer convenient to butt joint is further arranged at the shell air inlet of the third propeller and the fourth propeller, so that the front propeller and the rear propeller can be better embedded together.

5. A water-air amphibious propulsion device as claimed in claim 1, characterised in that: the mechanism of verting is in including the motor, the setting of verting that are used for changing propeller thrust direction vert motor output epaxial rotor plate and with rotor plate fixed connection's connecting plate, the both ends of connecting plate with control two adjacent propeller warp directions and link to each other, through the motor of verting drives the connecting plate rotates, thereby will the thrust direction of propeller switches between vertical downwards and the level is backward.

6. An amphibious propulsion device as claimed in claim 5, characterised in that: the tilting motor is a double-shaft steering engine, and the rotating plate is a U-shaped steering engine rocker arm matched with the rotating plate.

7. A water-air amphibious propulsion device as claimed in claim 1, characterised in that: the translation butt-joint mechanism comprises a butt-joint motor, a fixed box, a butt-joint gear and two butt-joint plates; the docking motor is arranged in the aircraft main body; the fixed box is fixedly arranged outside the main body of the aircraft, and two sides of the fixed box are respectively provided with a limiting sliding chute for the relative sliding of the two butt-joint plates; the butt joint gear is arranged in the fixed box and is connected with an output shaft of the butt joint motor; the two butt-joint plates are respectively connected with two tilting mechanisms arranged in front and at the back;

all still be equipped with on two butt-joint plates with fixed box internal butt-joint gear engaged's rack, through rotating the butt-joint gear can drive above-mentioned two racks and move in opposite directions to two vert the interval of mechanism and make two pairs of propellers butt joint around back and forth around adjusting.

8. A water-air amphibious propulsion device as claimed in claim 7, characterised in that: the butt joint plate is a U-shaped plate, the U-shaped plate comprises two arm plates which are parallel to each other and a web plate which connects one ends of the two arm plates, a rack is arranged on the inner side of one arm plate, and a slide rail is arranged on the inner side of the other arm plate; the openings of the two U-shaped plates are oppositely installed and assembled, so that the arm plate of one butt joint plate rack is assembled in the slide rail of the other butt joint plate in a sliding mode, the arm plate of the slide rail of the two butt joint plates is located on the outer side, and the two butt joint plates are assembled in the two limiting slide grooves of the fixed box respectively.

9. A water-air amphibious propulsion device as claimed in claim 8, characterised in that: and the web plate of the U-shaped plate is provided with a mounting plate which is convenient to connect with the tilting mechanism.

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