CN-224211265-U - Dual-motor redundant-drive vertical take-off and landing aircraft propulsion system

CN224211265UCN 224211265 UCN224211265 UCN 224211265UCN-224211265-U

Abstract

The utility model relates to the technical field of aircraft power systems, in particular to a double-motor redundant-drive vertical take-off and landing aircraft propulsion system, which comprises a transmission system, wherein the transmission system is arranged in a cabin, the transmission system comprises two motors arranged at the top of an inner cavity of the cabin, a one-way coupler respectively arranged on the two motors, a main transmission shaft driven by the motors through the one-way coupler, a secondary transmission shaft connected with the main transmission shaft in a transmission way, and a tail-pushing propeller driven by the secondary transmission shaft through a gear set.

Inventors

QIU WEI
DANG TIEHONG
YANG WANLI
XING XIA
GAO XIAOLONG
MI WENJUN
TU SHANGPING

Assignees

合肥览翌航空科技有限公司

Dates

Publication Date: 20260508
Application Date: 20250422

Claims (8)

1. A dual-motor redundantly driven vertical takeoff and landing aircraft propulsion system, comprising: a transmission system (1), wherein the transmission system (1) is arranged inside the cabin (2); The transmission system (1) comprises two motors (101) arranged at the top of an inner cavity of the engine room (2), a one-way coupler (102) respectively arranged on the two motors (101), a main transmission shaft (103) driven by the motors (101) through the one-way coupler (102), a secondary transmission shaft (104) in transmission connection with the main transmission shaft (103) and a tail pushing propeller (105) driven by the secondary transmission shaft (104).
2. The dual-motor redundant drive vertical take-off and landing aircraft propulsion system according to claim 1, wherein two of said motors (101) are symmetrically disposed about a main drive shaft (103), two of said unidirectional couplings (102) are mounted in one-to-one correspondence with two of said motors (101), and two of said unidirectional couplings (102) are symmetrically disposed about said main drive shaft (103).
3. The dual motor redundantly driven vertical takeoff and landing aircraft propulsion system according to claim 1, characterized in that the output shaft of the motor (101) is connected in parallel to the main drive shaft (103) through a one-way coupling (102).
4. The dual-motor redundantly driven vertical takeoff and landing aircraft propulsion system according to claim 1, characterized in that the unidirectional coupling (102) is mounted between the motor (101) and the main drive shaft (103) for unidirectional transmission of torque.
5. The dual motor redundantly driven vertical takeoff and landing aircraft propulsion system according to claim 1, characterized in that the motor (101) is mounted on a bracket fixedly mounted on top of the interior cavity of the nacelle (2).
6. The dual motor redundantly driven vertical takeoff and landing aircraft propulsion system according to claim 5, characterized in that said brackets are connected to the fuselage of the aircraft through shock absorbers.
7. The dual-motor redundantly driven vertical takeoff and landing aircraft propulsion system according to claim 1, characterized in that two of said motors (101) are symmetrically arranged with respect to the main drive shaft (103), and that the two symmetrically arranged motors (101) synchronously drive the main drive shaft (103) for a symmetrical transmission.
8. The dual-motor redundantly driven vertical takeoff and landing aircraft propulsion system according to claim 1, characterized in that the secondary drive shaft (104) drives a tail rotor (105) through a gear set.

Description

Dual-motor redundant-drive vertical take-off and landing aircraft propulsion system Technical Field The utility model relates to the technical field of aircraft power systems, in particular to a double-motor redundant-drive vertical take-off and landing aircraft propulsion system. Background In the prior art, a direct driving mode of a double-tail push motor is generally adopted for an all-electric vertical take-off and landing aircraft, the motor is directly arranged on a horizontal tail wing (horizontal tail) in the traditional design, the installation mode has some problems, for example, the weight of a single motor reaches 45kg, the double motors are arranged on the horizontal tail to cause serious gravity center backward movement of the whole aircraft, additional balance weight compensation (about 80kg is needed), asymmetric thrust is generated when the single motor fails due to the traditional rigid connection mode, potential safety hazards exist, vibration coupling is easy to generate due to the rigid connection of the double motors, the resonance risk is increased, the flight safety of the aircraft is influenced, the maintenance accessibility is poor, the space of the horizontal tail area is limited, high-voltage wires and a cooling system are long, and the weight of the whole aircraft is increased. Disclosure of utility model The utility model aims to overcome the defects of the prior art and provide a double-motor redundant-drive vertical take-off and landing aircraft propulsion system, which has the advantages of optimizing the center of gravity, realizing redundancy safety and inhibiting vibration while ensuring the power transmission efficiency through the design of a transmission structure. In order to solve the technical problems, the utility model adopts the following technical scheme: a dual motor redundantly driven vertical take-off and landing aircraft propulsion system comprising: the transmission system is arranged in the cabin; The transmission system comprises two motors arranged at the top of the inner cavity of the engine room, a one-way coupler arranged on the two motors respectively, a main transmission shaft driven by the motors through the one-way coupler, a secondary transmission shaft connected with the main transmission shaft in a transmission way and a tail pushing propeller driven by the secondary transmission shaft. Preferably, the two motors are symmetrically arranged about the main transmission shaft, the two unidirectional couplings are installed in one-to-one correspondence with the two motors, and the two unidirectional couplings are symmetrically arranged about the main transmission shaft. Further, an output shaft of the motor is connected to the main transmission shaft in parallel through a one-way coupling. Further, the unidirectional coupling is arranged between the motor and the main transmission shaft to realize unidirectional transmission of torque. Further, the motor is mounted on a bracket which is fixedly mounted on the top of the inner cavity of the engine room. Further, the bracket is connected with the fuselage of the aircraft through a shock absorber. Furthermore, the two motors are symmetrically arranged relative to the main transmission shaft, and the two symmetrically arranged motors synchronously drive the main transmission shaft to realize symmetrical transmission. Further, the secondary transmission shaft drives the tail pushing propeller through a gear set. The utility model has the beneficial effects that: According to the utility model, the two motors are symmetrically fixed on the carbon fiber bracket at the top of the cabin, so that the motors move upwards to the top of the cabin, the gravity center of the whole aircraft is concentrated towards the middle part of the aircraft body, and the gravity center is arranged relative to the original horizontal tail to move forwards, so that the traditional horizontal tail balancing weight can be canceled, and the whole weight is reduced; According to the utility model, the main transmission shaft is synchronously and jointly driven by two symmetrically arranged motors, and the transmission of the main transmission shaft by the double motors is symmetrical transmission, so that the symmetrical transmission structure can ensure the thrust vector balance and avoid the yaw moment; according to the utility model, the motor is arranged at the top of the inner cavity of the engine room, and the maintenance working hour can be reduced by 40% because the open maintenance channel is arranged at the top of the engine room, and the vibration of the motor can be restrained through the arrangement of the shock absorber. Drawings In order to more clearly illustrate the technical solutions of the embodiments of the present utility model, the drawings required for the description of the embodiments will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of