CN213566467U

CN213566467U - Combined tail propulsion longitudinal rotation dual-rotor aircraft

Info

Publication number: CN213566467U
Application number: CN201920715159.XU
Authority: CN
Inventors: 范磊
Original assignee: Individual
Current assignee: Individual
Priority date: 2019-05-19
Filing date: 2019-05-19
Publication date: 2021-06-29
Anticipated expiration: 2029-05-19

Abstract

The utility model relates to a combined type tail propulsion column rotation bispin wing aircraft, characterized by aircraft organism (1) upper portion column is arranged two pairs of main lift rotor group (5), and fixed wing (2) have been arranged at organism (1) middle part, and the organism afterbody has been arranged and has been flown driving system (4) before, has arranged aileron (8) on fixed wing (2), and parallel fin (3), perpendicular fin (6), undercarriage (7) have been arranged to the organism. The flight quality of the aircraft is comprehensively improved through the combined flight and power distribution of the tandem double-rotor helicopter, the fixed wing aircraft and the tandem autorotation double-rotor aircraft, and the vertical take-off and landing, hovering and high-speed forward flight of the aircraft are realized.

Description

Combined tail propulsion longitudinal rotation dual-rotor aircraft

Technical Field

The invention relates to a composite vertical take-off and landing (VTOL) high-efficiency and high-speed aircraft.

Background

The existing fixed wing aircraft can fly forwards at a high speed, but takes off by depending on a runway. Has the loss of speed, and cannot Vertically Take Off and Land (VTOL) and hover. The helicopter has vertical take-off and landing capability, can hover in the air, does not depend on an airport, but cannot fly forwards at high speed and high efficiency. The research and development of an aircraft which has vertical take-off and landing capability, can hover in the air and can fly forwards at high speed and high efficiency is always the direction of the effort of the aviation industry.

Typical machine types include: x2, S-97, SB-1 from Western Spanish, Inc., of hybrid, X3 from European helicopter, Inc. Examples of the tilting type include V-22 and V-280 by Bell and X-18 by Hiller. The stop-rotation type comprises the following steps: m85 by NASA, a disk-plane by modafinil, CR/W by Boeing. The multi-rotor composite type blackdog developed in Israel is provided.

In view of the existing research and mass-produced models, the technical implementation path is compromised. At the same time of pursuing high speed, the flight efficiency is sacrificed.

Seen from a pure compound type, the propeller increases the waste weight of the aircraft on one hand in the vertical take-off and landing process, and does not generate lift force and a corresponding control mechanism for the aircraft. Rotors, wings, and propellers can also create aerodynamic interference, affecting flight efficiency and quality.

Taking a mass-produced V-22 tilt rotor aircraft as an example, because the design of the rotor wing gives consideration to the lift requirement and the forward flying efficiency, the design is not based on the design of the rotor wing of a helicopter or the design of a propeller of a fixed wing aircraft, the load of a propeller disc is large during vertical take-off and landing, the induction speed and the induction power are large, the overload capacity is low, the overload capacity of a rotor wing system is 1.4, the overload capacity of the rotor wing of a typical helicopter is 3.5, the gap is doubled, the low-speed maneuvering capacity is greatly reduced, and the problem of insufficient control authority exists. Gusts of wind not only affect the dual rotors of the row of tiltrotors, but also affect the longer two-sided wings of the tiltrotors. Tiltrotor pilots often need to counteract the effects of gusts through complex maneuvers. In this respect, tiltrotor aircraft also has inferior hover stability to helicopters.

Because of the compromise in aerodynamic design of the rotor (propeller), the rotor cannot operate under optimal aerodynamic conditions as a conventional proprotor, and thus its forward flight speed and efficiency are lower than those of a fixed wing aircraft. The load-to-air-weight ratio of tiltrotor aircraft is only 40%.

The design is convenient for the compromise of the rotor wing, but the propeller of the aircraft is still much larger than that of the conventional fixed wing aircraft, and the aircraft cannot be taken off and landed in a fixed wing mode to leave enough clearance and is inconvenient for running and taking off.

In the compound type of the X2 and the X3, the propeller is not disturbed with the rotor, and the propeller is wasted in taking off, landing and hovering, so that the load efficiency of the aircraft is sacrificed.

In addition to the situation that the propeller waste is heavy and the load efficiency is sacrificed, due to the adoption of the propeller pneumatic design, the combined type of the black leopard type multi-rotor wings has the advantages of large propeller disc load, low lift efficiency and low overload coefficient when the combined type of the black leopard type multi-rotor wings cruises at low speed in vertical take-off and landing, hovering and vertical lifting modes. Once the external disturbance is greater than its overload capability, its control margin is severely insufficient. Because of being compound with fixed wing, the external disturbance is similar to the gyroplane that verts, and the disturbance coefficient is far greater than many pure gyroplanes, controllability greatly reduced.

Disclosure of Invention

The utility model provides a two main lift rotor unit 5 are arranged to 1 upper portion of combined type tail propulsion tandem rotation bispin wing aircraft, and fixed wing 2 has been arranged at organism 1 middle part, and the organism afterbody has been arranged and has been flown driving system 4 before, has arranged aileron 8 on fixed wing 2, and parallel fin 3, perpendicular fin 6, undercarriage 7 have been arranged to the organism.

The helicopter is characterized in that the main lift rotor wing groups 5 are longitudinally arranged on a body and bear main lift force of the aircraft in vertical take-off and landing, hovering and helicopter mode cruising, and the aircraft is controlled in a longitudinal double-rotor helicopter mode during vertical take-off and landing, hovering and helicopter mode cruising.

It is characterized in that the total distance and the periodic distance of two pairs of main lifting force rotor wing groups 5 arranged in a longitudinal row at the upper part of the machine body are variable.

The aircraft is characterized in that the middle part of the aircraft body 1 can be provided with a fixed wing 2 for bearing the compensation lift force of the front flight.

The helicopter is characterized in that two pairs of main lift rotor wing groups 5 which are longitudinally arranged at the upper part of the body 1 are driven to rotate by the power of the main lift rotor wing groups 5 during vertical take-off and landing, hovering and helicopter mode flight.

The aircraft is characterized in that a front-flying power system 4 is arranged at the tail of the aircraft body to generate front-flying power.

The aircraft is characterized in that two pairs of main lift rotor wing groups 5 which are arranged in a longitudinal row apply forward flight power along with a forward flight power system 4, the flight speed is increased, and the rotor wing driving power comes from the driving force of the main lift rotor wing groups own driving system and the driving force of the forward flight incoming flow acting on the rotor wings; on the premise of maintaining the lift force, the lift force of the fixed wing 2 is increased, the incoming flow driving force is increased, the self-driving force is reduced, and the aircraft is in a combined flight mode of a helicopter, a self-rotating rotor aircraft and a fixed wing aircraft; finally, the incoming flow driving force completely replaces the self driving force of the main lifting force rotor set 5; when the self-driving force is cut off, the rotor wing is in a self-rotating state under the driving of incoming flow, and the aircraft flies forward in a composite mode of a self-rotating rotor wing aircraft and a fixed wing aircraft.

The combined tail-propelled longitudinal autorotation dual-rotor aircraft is characterized in that when the combined tail-propelled longitudinal autorotation dual-rotor aircraft flies in a vertical take-off and landing, hovering and helicopter mode, a main lift rotor group controls the aircraft in a longitudinal helicopter control mode; in the conversion to the compound flight mode, the attitude control of the aircraft is gradually implemented by the ailerons 8, the vertical empennage 6 and the parallel empennage 3 arranged on the aircraft, and the main lift rotor wing group 5 can play an auxiliary control role.

The combined tail propulsion longitudinal rotation dual-rotor aircraft is characterized in that a sliding undercarriage 7 can be arranged on the combined tail propulsion longitudinal rotation dual-rotor aircraft, and the aircraft can slide, take off and land in a lifting mode of a rotation rotor aircraft and a fixed wing aircraft.

The aircraft is characterized in that the aircraft can spin, glide and land after losing power due to the inflow driving characteristic of the aircraft.

The combined tail propulsion longitudinal autorotation dual-rotor aircraft is characterized in that a distributed power design is adopted, and a main lift rotor wing group 5 and a front flying power system 4 are driven independently; the device can be driven by full electric power or hybrid power; the full-power drive is powered by the energy storage system, or the power generation system and the energy storage system are powered in a mixed mode; the hybrid power drive is that the main lift rotor wing set 5 is driven by electric power, the front-flying power system 4 is driven by the power of traditional fuel and drives the power generation system to supplement the electric energy to the energy storage system, so as to supplement the electric energy consumption of the main lift rotor wing set 5 during vertical take-off and landing, hovering and multi-rotor-wing cruise; the energy storage system can also adopt a driving system of the main lift rotor set 5 to be designed into a driving and power generation integrated system, and when the aircraft flies in a rotation rotor mode, power is generated to supplement electric energy to the energy storage system.

Has the advantages that: the aerodynamic layout design of the combined type tail propulsion longitudinal rotation dual-rotor aircraft avoids the technical defects of the existing combined type and tilting aircraft, the main lift rotor is arranged in a longitudinal row, the rotor design defines a rotor group according to the aerodynamic requirements of vertical take-off and landing, hovering and cruise in a rotating rotor mode, and the load efficiency of the rotor group is higher than that of the existing combined type helicopter, tilting rotorcraft and combined type multi-rotor aircraft.

Because rotor rotation is introduced into the tandem double rotors, a compound mode is adopted, forward flight does not need to be carried out like a helicopter head lowering and forward flight, and does not need to be carried out like a self-rotating rotorcraft, forward flight resistance is greatly reduced, forward shock waves are delayed by rotor rotation, backward stall is realized, vibration level and noise are greatly reduced, flight quality of the aircraft is greatly improved, and high-speed flight can be realized.

Because the propelling power is pneumatically designed according to the flight characteristics of the fixed wing aircraft, the forward flight efficiency is greatly improved, the forward flight resistance is reduced, and the flight quality of the whole aircraft is effectively improved.

Because main lift rotor group is with the rotation rotor mode operation when flying ahead, possess and lose power rotation gliding ability, improved the safety and quality of aircraft.

Because the main lifting rotor wing group, the ailerons, the vertical tails and the parallel tail wings are in multiple control in flight, the control redundancy of the aircraft is large, and the safety is improved.

The main lift rotor group and the layout mode of the front flying power are also favorable for reducing mutual disturbance and improving the flying efficiency.

The combined type tail propulsion longitudinal rotation double-rotor aircraft can fly forwards in a combined mode of a fixed wing aircraft and a rotation gyroplane, and can slide and take off and land under the condition of sliding and taking off and land after a sliding landing gear is additionally arranged, so that the range of the tasks to be performed is expanded.

The combined tail-propelled longitudinal autorotation dual-rotor aircraft adopts the distributed design of the main lift force and the front flying power, and creates a new approach for the application of full-electrochemical and hybrid power of an aircraft power system.

Description of the drawings:

FIG. 1 side view of a composite tail-propelled tandem autorotation dual rotor aircraft

FIG. 2 Right side view of a hybrid tail-propelled tandem autorotation dual rotor aircraft

Figure 1-body; 2-fixed wings; 3-parallel tail fins; 4-front flying power system; 5-a main lift rotor set; 6-vertical tail; 7-a landing gear; 8-aileron.

Detailed Description

As shown in fig. 1-2, the technical implementation adopts the following technical solutions: the aircraft comprises an aircraft body 1, a fixed wing 2, ailerons 8, a front flight power system 4, a vertical tail wing 6, a parallel tail wing 3 and an undercarriage 7, wherein the fixed wing 2 is arranged in the middle of the aircraft body 1, the ailerons 8 are arranged on the fixed wing 2, the front flight power system 4 is arranged at the tail of the aircraft body 1, and a main lift rotor group 5 is arranged on the aircraft body 1 in a longitudinal row.

Preferably, the main lift rotor group 5 is designed pneumatically, preferably in a vertical take-off and landing, hovering, helicopter mode cruising, with the autorotation rotorcraft flying forward.

Preferably, the main lift rotor set 5 is arranged in a longitudinal row and rotates in the opposite direction. Overcoming opposite torques from each other.

Preferably, the forward flight power system 4 is designed pneumatically, preferably with high forward flight speed.

Preferably, the main lift rotor group 5 and the front flying power system 4 are arranged in a power distribution mode, and are driven by a combustible oil engine, electric power or fuel oil and electric power hybrid drive. The main lift rotor wing group 5 and the front flying power system 4 are driven independently; the device can be driven by full electric power or hybrid power; the full-power drive is powered by the energy storage system, or the power generation system and the energy storage system are powered in a mixed mode; the hybrid power drive is that the main lift rotor wing set 5 is driven by electric power, the front-flying power system 4 is driven by the power of traditional fuel and drives the power generation system to supplement the electric energy to the energy storage system, so as to supplement the electric energy consumption of the main lift rotor wing set 5 during vertical take-off and landing, hovering and multi-rotor-wing cruise; the energy storage system can also adopt a driving system of the main lift rotor set 5 to be designed into a driving and power generation integrated system, and when the aircraft flies in a rotation rotor mode, power is generated to supplement electric energy to the energy storage system.

Preferably, the total pitch and the cyclic pitch of the main lift rotor set 5 are variable.

Vertical takeoff, hovering and low-speed cruising: the main lift rotor set 5 generates lift in a tandem dual-rotor helicopter mode, and vertical take-off and landing, hovering and low-speed cruising are achieved. The course, pitching and rolling control is carried out on the aircraft through the main lifting force rotor wing 5.

Front flying and high-speed cruising: two pairs of main lift rotor wing groups 5 which are arranged in a longitudinal row have increased flying speed along with the application of forward flying power by the forward flying power system 4, and the rotor wing driving power comes from the driving force of the main lift rotor wing groups 5 which have driving force of the driving system and the driving force of forward flying incoming flow acting on the rotor wing; on the premise of maintaining the lift force, the lift force of the fixed wing 2 is increased, the incoming flow driving force is increased, the self-driving force is reduced, and the aircraft is in a combined flight mode of a helicopter, a self-rotating rotor aircraft and a fixed wing aircraft; finally, the incoming flow driving force completely replaces the self driving force of the main lifting force rotor set 5; when the self-driving force is cut off, the rotor wing is in a self-rotating state under the driving of incoming flow, and the aircraft flies forward in a composite mode of a self-rotating rotor wing aircraft and a fixed wing aircraft.

At the moment, due to the rotation mode of the main lift rotor set 5, forward shock waves and backward stall of blades of the aircraft rotor set are delayed, forward flight resistance is greatly reduced, the speed is increased, power consumption is reduced, noise is reduced, and high-speed forward flight can be realized.

Hovering and landing: the flying speed is reduced, the main lift rotor wing group 5 is driven, the front flying power of the front flying power system 4 is stopped, the main lift rotor wing group 5 generates main lift, and hovering and landing are realized in a tandem double-rotor helicopter mode.

Running and taking off: the aircraft can utilize the front flight power system 4 to apply front flight power, and the aircraft can slide and take off in a short distance in a composite mode of a fixed wing aircraft and a self-rotation gyroplane through the undercarriage 7 under the condition of taking off. And the takeoff load efficiency is improved.

Spin short landing: the aircraft has the flight characteristics of a fixed wing aircraft and a autorotation gyroplane combined mode, and can autorotate and glide down to land by depending on the fixed wings 2 and the main lift rotor set 5. After losing power, also can the rotation gliding landing, promoted the safety quality of aircraft.

Claims

1. The utility model provides a combined type tail propulsion tandem rotation bispin wing aircraft, characterized by aircraft organism (1) upper portion is listed as and is arranged two pairs of main lift rotor group (5), and fixed wing (2) have been arranged at organism (1) middle part, and the organism afterbody has been arranged and has been flown driving system (4) before, has arranged aileron (8) on fixed wing (2), and parallel fin (3), perpendicular fin (6), undercarriage (7) have been arranged to the organism.

2. The aircraft according to claim 1, characterized in that the main lift rotor groups (5) are arranged in longitudinal rows on the body and are responsible for the main lift of the aircraft in the vertical take-off and landing, hovering and helicopter mode cruise, the control of the aircraft in the longitudinal row dual rotor helicopter mode being performed during the vertical take-off and landing, hovering and helicopter mode cruise.

3. The aircraft according to claim 1, characterized in that the total pitch and the cyclic pitch of the two pairs of main lift rotor groups (5) arranged in the upper longitudinal row of the body are variable.

4. An aircraft according to claim 1, characterized in that the fixed wing (2) can be arranged in the middle of the body (1) and can take on the compensation lift force of the forward flight.

5. The aircraft according to claim 1, characterized in that the two pairs of main lift rotor groups (5) arranged in tandem at the upper part of the body (1) are driven by the main lift rotor groups (5) under the self-power during the vertical take-off and landing, hovering and helicopter mode flight.

6. Aircraft according to claim 1, characterized in that the tail part of the aircraft body is provided with a front flight power system (4) for generating front flight power.

7. The aircraft as claimed in claim 1, wherein the two pairs of main lift rotor sets (5) are arranged in tandem, and the flying speed is increased along with the application of forward flying power by the forward flying power system (4), and the rotor driving power is derived from the driving force of the main lift rotor set self-contained driving system and the driving force of forward flying incoming flow acting on the rotor; on the premise of maintaining the lift force, the lift force of the fixed wing (2) is increased, the incoming flow driving force is increased, the self-driving force is reduced, and the aircraft is in a combined flight mode of a helicopter, a self-rotating rotor aircraft and a fixed wing aircraft; finally, the incoming flow driving force completely replaces the self driving force of the main lifting force rotor set (5); when the self-driving force is cut off, the rotor wing is in a self-rotating state under the driving of incoming flow, and the aircraft flies forward in a composite mode of a self-rotating rotor wing aircraft and a fixed wing aircraft.

8. The aircraft of claim 1 wherein the main lift rotor set controls the aircraft in a tandem helicopter control mode when the hybrid tail-propelled tandem autorotation dual rotor aircraft is flying in a vtol, hover, or helicopter mode; in the conversion to the composite flight mode, the attitude control of the aircraft is gradually implemented by the ailerons (8), the vertical empennage (6) and the parallel empennage (3) arranged on the aircraft, and the main lift rotor wing group (5) can play an auxiliary control role.

9. The aircraft of claim 1, wherein the combined tail-propelled longitudinal autorotation dual rotor aircraft is provided with a running undercarriage (7) on which the aircraft can run and take off and land in the mode of the autorotation rotor aircraft and the fixed wing aircraft.

10. The aircraft of claim 1 wherein the aircraft is capable of spinning and landing after power loss due to the inflow drive characteristics of the aircraft.

11. The aircraft of claim 1, wherein the composite tail-propelled longitudinal autorotation dual-rotor aircraft adopts a distributed power design, and the main lift rotor set (5) and the forward flight power system (4) are driven independently; the device can be driven by full electric power or hybrid power; the full-power drive is powered by the energy storage system, or the power generation system and the energy storage system are powered in a mixed mode; the hybrid power drive is that the main lift rotor wing set (5) is driven by electric power, the forward flight power system (4) is driven by the power of traditional fuel and drives the power generation system to supplement the electric energy to the energy storage system, so as to supplement the electric energy consumption of the main lift rotor wing set (5) during vertical take-off and landing, hovering and multi-rotor wing mode cruise; the energy storage system can also adopt a driving system of the main lift rotor set (5) to be designed into a driving and power generation integrated system, and when the aircraft flies in a self-rotation rotor mode, power is generated to supplement the energy storage system with electric energy.