CN213566468U

CN213566468U - Composite tail propulsion transverse rotation dual-rotor aircraft

Info

Publication number: CN213566468U
Application number: CN201920715160.2U
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 transverse rotation dual rotor aircraft, characterized by, aircraft organism (1) upper portion transverse arrangement has two pairs of main lift rotor group (5), and fixed wing (2) have been arranged at organism (1) middle part, and organism (1) afterbody has arranged preceding driving system (4), has arranged aileron (8) on fixed wing (2), has arranged parallel fin (3), perpendicular fin (6), undercarriage (7) on organism (1). By means of the combined flight and power distribution of the transverse row double-rotor helicopter, the fixed wing aircraft and the transverse row autorotation double-rotor aircraft, the flight quality of the aircraft is comprehensively improved, and the vertical take-off and landing, hovering and high-speed forward flight of the aircraft are realized.

Description

Composite tail propulsion transverse 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 flying aircraft can fly forward at high speed but depends on a runway to take off. 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 technical scheme that combined tail propulsion row rotation double rotor craft adopted is:

the utility model provides a combined type tail propulsion crossrange rotation double rotor aircraft, 1 upper portion crossrange of aircraft organism arranges two pairs of main lift rotor group 5, and fixed wing 2 has been arranged at 1 middle part of organism, and the tail has been arranged and has been flown dynamic system 4 before, has arranged aileron 8 on fixed wing 2, has arranged parallel fin 3, perpendicular fin 6, undercarriage 7 on the organism 1.

The aircraft is characterized in that two pairs of main lift rotor wing groups 5 arranged at two ends of a fixed wing 2 in a transverse row bear the main lift of the aircraft in vertical take-off and landing and hovering; the two pairs of main lift rotor groups 5 arranged in a transverse row have opposite rotating directions and overcome opposite torques mutually.

The lift wing is characterized in that the total distance and the periodic distance of two pairs of main lift rotor wing groups 5 arranged at the two ends of the fixed wing 2 in a transverse mode are variable.

The helicopter is characterized in that two pairs of main lift rotor wing groups 5 are transversely arranged at two ends of the fixed wing 2, and the main lift rotor wing groups 5 are driven to rotate by self power when the helicopter flies in a vertical take-off and landing, hovering or helicopter mode.

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

The aircraft is characterized in that two pairs of main lift rotor wing groups 5 arranged in a transverse row apply forward flight power along with a forward flight power system, the flight speed is increased, and the rotor wing driving power comes from the driving force of the main lift rotor wing groups 5 which 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 the incoming flow, and the aircraft flies forward in a composite mode of a self-rotating rotor wing aircraft and a fixed wing aircraft.

The helicopter is characterized in that when the aircraft flies in a vertical take-off and landing, hovering and helicopter mode, the main lift rotor wing group 5 controls the aircraft in a transverse 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 aircraft is characterized in that a slidable landing gear 7 can be arranged on the aircraft, and the aircraft can slide, take off and land in the take-off and landing modes of a self-rotating 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 aircraft is characterized in that the aircraft adopts a distributed power design, 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 combined type tail propulsion row rotation dual rotor craft has avoided the technical defect that current combined type, the type of verting aircraft exist, adopts the row to arrange main lift rotor, and the rotor design is with the aerodynamic requirement definition rotor group that VTOL, hover, rotation rotor mode cruise, and its load efficiency is higher than current combined type helicopter, the gyroplane that verts, the many gyroplanes of combined type.

Because rotor rotation is introduced into the transverse double rotors, a compound mode is adopted, forward flight does not need to be carried out before lowering the head like a helicopter, and forward flight does not need to be carried out before lifting the head like a rotation rotorcraft, so that 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, the 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 tail propulsion transverse rotation dual-rotor aircraft can adopt a fixed wing aircraft and a rotation rotorcraft to fly forwards in a combined mode, and can slide down, run and land under the condition of sliding down, take off and land after a sliding down undercarriage is additionally arranged, so that the range of the tasks to be executed is expanded.

The combined tail propulsion transverse rotation dual-rotor aircraft adopts the distributed design of the main lift force and the front flying power, and a new way is created 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, cross-row, autorotation dual rotor aircraft

FIG. 2 Right side view of a hybrid tail-propelled, cross-row, 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 ailerons.

Detailed Description

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

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 transverse 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 transverse double-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: when the aircraft flies forward, the forward-flying power system 4 starts propulsion, the lift force of the fixed wing 2 is gradually increased, the fixed wing 2 bears the main lift force of the aircraft, the power of the main lift force rotor wing set 5 is unloaded, the rotation mode is converted into the rotation mode under the action of incoming flow, the aircraft flies forward in a combined mode of the rotation rotor wing set and the fixed wing aircraft, at the moment, due to the rotation mode at the main lift force rotor wing set 5, forward shock waves and backward stall of blades of the aircraft rotor wing set are delayed, the forward-flying resistance is greatly reduced, the speed is increased, the power consumption is reduced, the noise is reduced, and the forward-flying at.

Hovering and landing: the flying speed is reduced, the propelling force of the power system 4 flies before stopping, the main lift rotor set 5 is driven, and the main lift rotor set 5 generates the main lift force to realize hovering and landing in a transverse double-rotor helicopter mode.

Running and taking off: the aircraft can be pulled forward by using a front flying power system 4, and the load is increased under the condition of taking off by using an undercarriage 7 so as to take off by short-distance running in a fixed wing aircraft and autorotation gyroplane composite mode. 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 crossline rotation dual rotor aircraft, characterized by aircraft organism (1) upper portion crossline arranges two pairs of main lift rotor group (5), and fixed wing (2) have been arranged at organism (1) middle part, and the tail has been arranged and has been flown driving system (4) before, has arranged aileron (8) on fixed wing (2), has arranged parallel fin (3) on organism (1), perpendicular fin (6), undercarriage (7).

2. The aircraft as claimed in claim 1, characterized in that the fixed wing (2) has two pairs of main lift rotor groups (5) arranged in transverse rows at both ends thereof for bearing the main lift of the aircraft during vertical take-off and landing and hovering; the two pairs of main lift rotor wing sets (5) arranged in a transverse row have opposite rotating directions and overcome opposite torques mutually.

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 row of the body (1) are variable.

4. The aircraft according to claim 1, characterized in that the fixed wing (2) has two pairs of main lift rotor sets arranged in transverse rows at both ends, the main lift rotor sets (5) being driven by their own power during the vertical take-off and landing, hovering and helicopter modes of flight.

5. Aircraft according to claim 1, characterized in that the tail is provided with a forward flight power system (4) for generating forward flight power.

6. The aircraft as claimed in claim 1, wherein the two pairs of main lift rotor sets (5) arranged in the row apply forward-flight power along with the forward-flight power system, the flight speed is increased, and the rotor driving power is obtained from the driving force of the main lift rotor sets (5) from the driving system and the driving force of forward-flight incoming flow acting on the rotors; 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 the incoming flow, and the aircraft flies forward in a composite mode of a self-rotating rotor wing aircraft and a fixed wing aircraft.

7. The aircraft of claim 1, wherein the main lift rotor set (5) controls the aircraft in a cross-helicopter control mode when the aircraft is in a vertical takeoff and landing, hovering 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.

8. An aircraft according to claim 1, characterized in that the aircraft is provided with a landing gear (7) which can be slided, and the aircraft can be slided, taken off and landed in the manner of a rotary wing aircraft or a fixed wing aircraft.

9. 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.

10. The aircraft of claim 1, wherein the aircraft adopts a distributed power design, and the main lift rotor group (5) and the front 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.