CN108516083B - Dual clutch type stalling rotorcraft driving system and method for changing working mode - Google Patents
Dual clutch type stalling rotorcraft driving system and method for changing working mode Download PDFInfo
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- CN108516083B CN108516083B CN201810259077.9A CN201810259077A CN108516083B CN 108516083 B CN108516083 B CN 108516083B CN 201810259077 A CN201810259077 A CN 201810259077A CN 108516083 B CN108516083 B CN 108516083B
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- 230000009977 dual effect Effects 0.000 title claims description 16
- 238000000034 method Methods 0.000 title claims description 14
- 230000007246 mechanism Effects 0.000 claims abstract description 32
- 230000005540 biological transmission Effects 0.000 claims abstract description 24
- 239000003638 chemical reducing agent Substances 0.000 claims abstract description 8
- 230000003068 static effect Effects 0.000 claims description 2
- 238000006243 chemical reaction Methods 0.000 abstract description 2
- 238000010586 diagram Methods 0.000 description 8
- 230000008569 process Effects 0.000 description 7
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/04—Helicopters
- B64C27/08—Helicopters with two or more rotors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/04—Helicopters
- B64C27/12—Rotor drives
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D35/00—Transmitting power from power plant to propellers or rotors; Arrangements of transmissions
- B64D35/04—Transmitting power from power plant to propellers or rotors; Arrangements of transmissions characterised by the transmission driving a plurality of propellers or rotors
Abstract
The invention relates to a double-clutch type stalling rotor craft driving system, which comprises a rotor system, an engine transmission system, a clutch system and a variable main transmission system, wherein the engine transmission system is connected with the engine transmission system; the rotor system comprises a main rotor and a forward-pulling propeller; the clutch system comprises a jaw clutch and a friction clutch, and the jaw clutch and the friction clutch are connected in series; the engine transmission system comprises an engine and a belt transmission mechanism, the engine transmits the power split of the engine to the forward-pulling propeller and the clutch system through the belt transmission mechanism respectively, and the clutch system transmits the power to the main rotor wing through the variable main transmission system; the variable main transmission system comprises a main speed reducer, a locking mechanism and a brake, and the rotating state of the main rotor is controlled by the engagement and the disengagement of the clutch system and the combination of the brake and the locking mechanism. The invention can complete the reasonable distribution of the power of the stalling rotor craft between the main rotor and the forward pulling propeller and the stable conversion of the rotor wing working mode and the fixed wing working mode.
Description
Technical Field
The invention relates to the technical field of aircrafts, in particular to a dual-clutch type stalling rotary wing aircraft driving system and a method for changing the working mode of the system.
Background
In order to enable the aircraft to have the vertical take-off and landing functions of a rotor aircraft and the high-speed and long-range performance of a fixed-wing aircraft, the rotor aircraft capable of stopping rotating is a solution. The HV-2A aircraft developed in the United states validated the fixed wing to rotor conversion function, followed by the development of a new X-50 VTOL proof machine. The general working principle of the rotary wing aircraft capable of stopping rotating is that the aircraft can vertically take off and land and fly at low speed in a rotary wing mode, most of the power of an engine is input into a main rotary wing, and lift force and flight thrust required by the aircraft are provided; the main rotor wing is stopped and converted into the fixed wing, the fixed wing provides the lift force required by the body, and the whole power is output to the tail (or head) propeller to provide the forward flight propelling force.
In view of the foregoing, there is a need for a reliable and stable drive system that achieves a reasonable distribution of the power of a deactivatable rotorcraft between the main rotor and the tail (or head) rotor, and a smooth transition between rotor and fixed-wing operating modes.
Disclosure of Invention
The invention aims to provide a dual-clutch type stalling rotorcraft driving system and a method for changing the working mode of the system.
In order to solve the technical problems, the invention provides the following technical scheme: a dual-clutch type stalling rotor craft driving system comprises a rotor system, an engine transmission system, a clutch system and a variable main transmission system;
the rotor system comprises a main rotor and a forward-pulling propeller; the clutch system comprises a jaw clutch and a friction clutch, the jaw clutch and the friction clutch are connected in series, and the engagement and disengagement sequence of the clutches is controlled, so that the engagement of the clutches at high relative rotation speed can be guaranteed, the shock resistance is good, the complete disengagement of the clutches in the disengagement state can be guaranteed, and no extra power is consumed;
the engine transmission system comprises an engine and a belt transmission mechanism, the engine divides the power of the engine through the belt transmission mechanism and transmits the power to the forward-pulling propeller and the clutch system, and the clutch system transmits the power to the main rotor wing through the variable main transmission system;
the variable main transmission system comprises a main speed reducer, a locking mechanism and a brake, and the rotating state of the main rotor is controlled by the engagement and the disengagement of the clutch system and the combination of the brake and the locking mechanism.
On the basis of the technical scheme, the main speed reducer is a gear speed reducer with a reversing speed reducing function;
on the basis of the technical scheme, the brake is a disc brake and can generate braking force so as to enable the main rotor wing to decelerate from the rated rotating speed.
On the basis of the technical scheme, the locking mechanism is a set of mechanisms capable of locking and unlocking a brake disc of the brake.
A method of changing the operating mode of a dual clutch, deactivatable rotary wing aircraft drive system as described above:
when taking off in a rotor wing mode, the rotating speed of a rotor wing system gradually rises from static starting to reach a rated rotating speed, a brake is released from braking, a locking mechanism is unlocked, and a jaw clutch is engaged with a friction clutch; starting the engine, gradually increasing the front pull propellers and the main rotor of the rotor system to a rated rotating speed, and distributing the power of the engine to the main rotor and the front pull propellers according to the requirement at the moment;
when switching from the rotor mode to the fixed-wing mode, the main rotor in the rotor system gradually reduces the rotation speed from the rated rotation speed until the main rotor stops rotating; the friction clutch is disengaged, the brake starts braking at the same time, the rotating speed of the main rotor is reduced, the locking mechanism starts locking when the rotating speed of the main rotor is reduced to a set rotating speed, the main rotor stops rotating, the jaw clutch is disengaged, and at the moment, the power of the engine is completely supplied to the forward-pulling propeller;
when the fixed wing mode is switched to the rotor wing mode, the main rotor wing of the rotor wing system is gradually increased to the rated rotating speed from the stop; the brake is released, the locking mechanism is unlocked, the jaw clutch is firstly engaged, the friction clutch is then engaged, the rotating speed of the main rotor is gradually increased to the rated rotating speed, and at the moment, the power of the engine is distributed to the main rotor and the forward-pulling propeller according to the requirement.
When landing in rotor mode, the speed of the rotor system gradually drops from the nominal speed to standstill; the friction clutch is disengaged, the brake starts braking at the same time, the rotating speed of the main rotor is reduced, the locking mechanism starts locking when the rotating speed of the main rotor is low to the set rotating speed, the main rotor stops rotating, the jaw clutch is disengaged, and the engine stops.
As generally described herein, the subject matter of this patent relates to a dual clutch type stall able rotorcraft drive system and method of changing the operating mode of the system, in accordance with the purposes of the various embodiments described herein.
Drawings
FIG. 1 is a schematic representation of a dual clutch, stall able rotorcraft drive system of the present invention;
FIG. 2 is an exemplary rotor mode takeoff condition of the dual clutch, stall-able rotorcraft drive system of the present invention;
FIG. 3 is an exemplary fixed-wing mode state of the dual clutch, stall-able rotorcraft drive system of the present invention;
FIG. 4 is an exemplary block diagram of a dual clutch, stall-able rotorcraft drive system according to the present invention during a rotor-mode takeoff of an aircraft with the main rotor and forward-pulling propellers gradually increasing in speed from a stationary state to a rated speed;
FIG. 5 is an exemplary block diagram of the main rotor of the dual clutch, stall-able rotary wing aircraft drive system of the present invention ramping down from rated speed to stall, transitioning the aircraft from rotor mode to fixed wing mode;
FIG. 6 is an exemplary block diagram of the main rotor of the dual clutch, stall-able rotary wing aircraft drive system of the present invention transitioning from stall to ramp-up speed to rated speed, from fixed wing mode to rotor mode;
figure 7 is an exemplary block diagram of the gradual reduction in the rotational speed of the main rotor and the forward pulling propellers of the dual clutch, stall-able rotorcraft drive system of the present invention from a nominal rotational speed to a stall, aircraft rotor mode landing.
The reference numbers in the figures are: 100-rotor system, 101-main rotor, 102-forward propeller, 110-engine drive train, 111-engine, 112-belt drive train, 120-variable main drive train, 121-final drive, 122-brake, 123-locking mechanism, 130-clutch system, 131-dog clutch, 132-friction clutch.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
Figure 1 shows a schematic representation of a deactivatable rotorcraft drive system of the present invention. The aircraft drive system includes a rotor system 100, an engine drive train 110, a variable main drive train 120, and a clutch system 130. Rotor system 100 includes a main rotor 101 and a forward-pulling rotor 102. The engine drive system 110 includes an engine 111 and a belt drive 112. Variable final drive system 120 includes a final drive 121, a brake 122, and a locking mechanism 123. The clutch system 130 includes a dog clutch 131 and a friction clutch 132. The engine drive system 110 and the variable main drive system 120 are connected by a clutch system 130, and the rotation state of the main rotor 101 is controlled by engagement and disengagement of the clutch system 130 and the combination of the brake 122 and the locking mechanism 123.
Fig. 4 shows a block diagram of the operating conditions during take-off of the rotorcraft, in which the main rotor 101 and the forward propeller 102 are gradually brought up from a standstill to a nominal speed. The aircraft drive system is now schematically shown in figure 2. First, the brake 122 is released and the locking mechanism 123 is unlocked; then, the dog clutch 131 and the friction clutch 132 are respectively engaged; next, the engine 111 starts; the power of the engine is divided and transmitted to the forward pulling propeller 102 and the clutch system 130 through the belt transmission mechanism 112, and the clutch system 130 transmits the power to the main rotor 101 through the main speed reducer 121; the speed of the main rotor 101 and the forward-pulling rotor 102, respectively, is increased from a stall condition to a rated speed, and the aircraft takes off in rotor mode.
Fig. 5 is an exemplary block diagram of the process by which the main rotor 101 of the drive system of a deactivatable rotorcraft is gradually reduced from rated speed until stall occurs, transitioning the aircraft from rotor mode to fixed-wing mode. The aircraft drive system is now schematically shown in figure 3. First, the friction clutch 132 is disengaged, and the brake 122 starts braking; then, when the rotation speed of the main rotor 101 is reduced to the set rotation speed, the locking mechanism 123 starts to lock; secondly, after the locking is completed, the main rotor 101 stops rotating and the jaw clutch 131 is disengaged; the forward-pulling propeller 102 rotates at a rated speed throughout the entire process, and after the process is completed, the aircraft is switched to a fixed wing mode of flight.
Fig. 6 shows an exemplary block diagram of the process of the main rotor 101 of the drive system of a rotorcraft that can stall from stall to rated speed, transitioning the aircraft from fixed-wing mode to rotor mode. First, the brake 122 is released from braking, while the locking mechanism 123 is unlocked; then, the dog clutch 131 is engaged first, and then the friction clutch 132 is engaged; the speed of the main rotor 101 is increased from stall to rated speed, the forward-pulling propeller 102 rotates at rated speed all the time in the whole process, and after the process is completed, the aircraft is switched to rotor mode flight.
Figure 7 is an exemplary block diagram of the process of the main rotor 101 of the drive system of a deactivatable rotorcraft progressively decreasing in speed from a nominal speed to stall, with the aircraft landing in rotor mode. First, the friction clutch 132 is disengaged, and the brake 122 starts braking; then, when the rotation speed of the main rotor 101 is reduced to the set rotation speed, the locking mechanism 123 starts to lock; secondly, after the locking is completed, the main rotor 101 stops rotating and the jaw clutch 131 is disengaged; finally, the engine 111 is stopped and the forward-pulling propeller 102 is gradually reduced from the rated rotation speed to stall.
Claims (4)
1. A dual clutch type rotorcraft drive system capable of stalling, characterized in that: comprises a rotor system (100), an engine transmission system (110), a clutch system (130) and a variable main transmission system (120);
said rotor system (100) comprising a main rotor (101) and a forward-pulling propeller (102); the clutch system (130) comprises a dog clutch (131) and a friction clutch (132), the dog clutch (131) and the friction clutch (132) being connected in series;
the engine transmission system (110) comprises an engine (111) and a belt transmission mechanism (112), the engine (111) transmits engine power split to the forward propeller (102) and the clutch system (130) through the belt transmission mechanism (112), and the clutch system (130) transmits power to the main rotor (101) through the variable main transmission system (120);
the variable main transmission system (120) comprises a main speed reducer (121), a locking mechanism (123) and a brake (122), and the rotating state of the main rotor (101) is controlled by the engagement and the disengagement of a clutch system (130) and the combination of the brake (122) and the locking mechanism (123);
the method for changing the operating mode of the dual clutch type stalling rotary wing aircraft driving system comprises the following steps:
when taking off in a rotor mode, the rotating speed of the rotor system (100) is gradually increased from a static starting state to a rated rotating speed, the brake (122) is released from braking, the locking mechanism (123) is unlocked, and the jaw clutch (131) is engaged with the friction clutch (132); starting the engine (111), gradually increasing the front pull propeller (102) and the main rotor (101) of the rotor system (100) to a rated rotating speed, and distributing the power of the engine (111) to the main rotor (101) and the front pull propeller (102) according to requirements;
when switching from rotor mode to fixed wing mode, the main rotor (101) in the rotor system (100) is gradually reduced in rotation speed from the rated rotation speed until stalling; the friction clutch (132) is disengaged, the brake (122) starts braking at the same time, the rotating speed of the main rotor (101) is reduced, the locking mechanism (123) starts locking when the rotating speed of the main rotor (101) is reduced to a set rotating speed, the main rotor (101) stops rotating, the jaw clutch (131) is disengaged, and at the moment, the power of the engine (111) is completely supplied to the forward-pulling propeller (102);
when switching from the fixed wing mode to the rotor mode, the main rotor (101) of the rotor system (100) is gradually increased from stall to a rated rotating speed; the brake (122) is released, the locking mechanism (123) is unlocked, the jaw clutch (131) is engaged first, the friction clutch (132) is engaged later, the rotating speed of the main rotor (101) is gradually increased to the rated rotating speed, and the power of the engine (111) is distributed to the main rotor (101) and the forward propeller (102) according to requirements;
when landing in rotor mode, the speed of the rotor system (100) is gradually reduced from the nominal speed to standstill; the friction clutch (132) is disengaged, the brake (122) starts braking at the same time, the rotation speed of the main rotor (101) is reduced, the locking mechanism (123) starts locking when the rotation speed of the main rotor (101) is reduced to a set rotation speed, the main rotor (101) stops rotating, the dog clutch (131) is disengaged, and the engine (111) stops.
2. The dual clutch, stall-able rotary wing aircraft drive system of claim 1, wherein: the main speed reducer (121) is a gear speed reducer with reversing and speed reducing functions.
3. The dual clutch stall-able rotary wing aircraft drive system of claim 1 or 2, wherein: the brake (122) is a disc brake which generates a braking force to decelerate the main rotor (101) from a rated speed.
4. The dual clutch stall-able rotary wing aircraft drive system of claim 3, wherein: the locking mechanism (123) is a set of mechanisms capable of locking and unlocking a brake disc of the brake (122).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810259077.9A CN108516083B (en) | 2018-03-27 | 2018-03-27 | Dual clutch type stalling rotorcraft driving system and method for changing working mode |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810259077.9A CN108516083B (en) | 2018-03-27 | 2018-03-27 | Dual clutch type stalling rotorcraft driving system and method for changing working mode |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN108516083A CN108516083A (en) | 2018-09-11 |
| CN108516083B true CN108516083B (en) | 2021-05-14 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201810259077.9A Expired - Fee Related CN108516083B (en) | 2018-03-27 | 2018-03-27 | Dual clutch type stalling rotorcraft driving system and method for changing working mode |
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| CN (1) | CN108516083B (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN109911218B (en) * | 2019-03-13 | 2022-04-01 | 南京灵龙旋翼无人机系统研究院有限公司 | Multi-input multi-output power system for rotary wing aircraft and control method |
| US20200324884A1 (en) * | 2019-04-11 | 2020-10-15 | Bell Helicopter Textron Inc. | Engagement and disengagement of tail rotor |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN2439400Y (en) * | 2000-09-08 | 2001-07-18 | 韩秀文 | Helicopter with wings |
| EP2615033A2 (en) * | 2012-01-12 | 2013-07-17 | Hamilton Sundstrand Corporation | Clutch system for rotary-wing aircraft with secondary thrust system |
| CN104875899A (en) * | 2015-04-03 | 2015-09-02 | 西北工业大学 | Stalling rotorcraft driving system and method for changing operating state of rotor system of driving system |
| CN104960664A (en) * | 2015-05-26 | 2015-10-07 | 北京理工大学 | Composite jump takeoff system for heavy gyroplane with jump takeoff capability |
| CN205931299U (en) * | 2016-08-09 | 2017-02-08 | 杨广祥 | Adopt engine / motor to be driven improved generation carrier -borne aircraft catapult of power hydraulic mechanical |
| ES2604711A1 (en) * | 2017-02-02 | 2017-03-08 | Defensya Ingeniería Internacional, S.L. | Aircraft (Machine-translation by Google Translate, not legally binding) |
| CN206900651U (en) * | 2017-06-21 | 2018-01-19 | 桂艳春 | A kind of transmission device for high speed multirotor helicopter |
-
2018
- 2018-03-27 CN CN201810259077.9A patent/CN108516083B/en not_active Expired - Fee Related
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN2439400Y (en) * | 2000-09-08 | 2001-07-18 | 韩秀文 | Helicopter with wings |
| EP2615033A2 (en) * | 2012-01-12 | 2013-07-17 | Hamilton Sundstrand Corporation | Clutch system for rotary-wing aircraft with secondary thrust system |
| CN104875899A (en) * | 2015-04-03 | 2015-09-02 | 西北工业大学 | Stalling rotorcraft driving system and method for changing operating state of rotor system of driving system |
| CN104960664A (en) * | 2015-05-26 | 2015-10-07 | 北京理工大学 | Composite jump takeoff system for heavy gyroplane with jump takeoff capability |
| CN205931299U (en) * | 2016-08-09 | 2017-02-08 | 杨广祥 | Adopt engine / motor to be driven improved generation carrier -borne aircraft catapult of power hydraulic mechanical |
| ES2604711A1 (en) * | 2017-02-02 | 2017-03-08 | Defensya Ingeniería Internacional, S.L. | Aircraft (Machine-translation by Google Translate, not legally binding) |
| CN206900651U (en) * | 2017-06-21 | 2018-01-19 | 桂艳春 | A kind of transmission device for high speed multirotor helicopter |
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| CN108516083A (en) | 2018-09-11 |
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Granted publication date: 20210514 |