FR2915174A1 - FLYING OBJECT WITH ROTORS IN TANDEM - Google Patents

Abstract

A flying object with tandem rotors, in particular a helicopter, has a main rotor (4a) and a tandem rotor (4b) each with propeller blades which are driven by a rotor shaft and are hingedly mounted on this rotor shaft. The angle between the rotational surface of the main rotor (4a) and the rotor shaft (8a) can vary. A tilting mode on an oscillating shaft is generally transverse to the rotor shaft (8a) of the rotor essentially (4a) and is oriented transversely to the longitudinal axis of the radial rotor elements. The main rotor (4a) and the tandem rotor (4b) each have an auxiliary rotor (5a, 5b) connected respectively to the main rotor (4a) and the tandem rotor (4b) by a mechanical connection. The tilting movements of the auxiliary rotor (5a) control the angle of incidence of at least one of the propulsion blades of the main rotor (4a) and the tandem rotor (4b).

Description

The present invention relates to an improved flying object with

  tandem rotors, especially a helicopter. The invention relates generally to a helicopter. In particular, but not exclusively, it relates to a toy helicopter and in particular to a model helicopter or remote-controlled toy helicopter. A helicopter is a complex machine, which is generally unstable and therefore difficult to control. Significant experience is required to operate helicopters safely and safely. Typically, a helicopter comprises a fuselage, a main rotor, and a tail rotor. In other cases, a helicopter includes a fuselage, a main rotor and a second tandem rotor. The invention relates primarily to a helicopter having a main rotor and a tandem rotor. Tandem rotor helicopters have two rotors of a more or less similar diameter. The rotors are arranged along the helicopter fuselage typically towards each end. The ends of the rotor tracks may overlap to some extent. In this case, one rotor is positioned higher than the other to avoid collision of the rotor blades. It has been shown that the rotational rotation of the rotors on a tandem configuration, where the rotor axes are at a distance from one another, has destabilizing and asymmetrical effects. Yaw changes induce forward / backward drift, and the rotors push the tandem rotor helicopter to tilt and slide. Different lift forces, for example, are required to move the helicopter forward or backward, and the different torques between the two rotors thus create undesirable yaw effects. The combination of all these effects makes it difficult to find a normal tuning of the tandem rotor helicopter for a stable hover without pilot correction in the front / rear and side dimensions. The main rotor and the tandem rotor provide upward force to maintain the helicopter in the air, as well as lateral or forward or backward force to steer the helicopter into directions required. This can be done by causing the angle of incidence of the propulsion blades of the rotors to vary cyclically with rotations of the rotors. Rotors have a natural tendency to deviate from their position, which can lead to uncontrolled movements and helicopter accidents if the pilot loses control of the direction of the helicopter. Solutions use the known phenomenon of gyro precession caused by Coriolis force and centrifugal forces to achieve the desired effect. In general, the stability of a tandem rotor helicopter includes the result of the interaction between: rotation of the rotor blades; movements of all stems Stabilizers possible; the system, such as a gyroscope or the like, for compensating for small undesirable variations in the rotors resistance torque; and a helicopter control, which controls the rotors. When these elements are in equilibrium, the pilot must be able to steer the helicopter as he wishes.

  This does not mean, however, that the helicopter can fly on its own or on the autopilot and can maintain a certain flight position or maneuver, for example hovering or making slow movements without the intervention of the aircraft. 'a pilot. In addition, flying a helicopter usually requires intensive training and a lot of pilot experience, both for a full-scale operational real-life helicopter and for a toy helicopter or remotely operated model helicopter. The present invention aims at minimizing one or more of the above and other disadvantages by providing a simple and inexpensive solution for the automatic stabilization of a flying object with tandem rotors, in particular a helicopter. The implementation of the helicopter becomes simpler and eventually reduces the need for a great pilot experience.

  The flying object with tandem rotors, in particular a helicopter, must meet the following requirements to a greater or lesser degree: (a) it can return to a stable hovering position, in case of undesirable disturbance of the conditions of flight. Such a disturbance may appear in the form of a gust of wind, turbulence, a change in the mechanical load of the fuselage or rotors, a change in the position of the fuselage due to an adjustment of the cyclic variation pitch or angle of incidence of rotor propulsion blades; and (b) the time required to return to the stable position must be relatively short and the movement of the helicopter must be relatively small.

  The invention relates to a flying object with tandem rotors, in particular a helicopter, comprising a fuselage with a main rotor with propulsion blades which are driven by a rotor shaft and which are mounted on the rotor shaft by a joint. The angle between the rotational surface of the main rotor and the rotor shaft may vary. There is also a tandem rotor which has propeller blades which are driven by a rotor shaft and which are mounted on the rotor shaft by a seal. The angle between the rotational surface of the tandem rotor and the rotor shaft may vary. The helicopter includes freestanding rotors as described in United States Patent Application Nos. 11 / 462,177, filed August 3, 2006 and entitled HELICOPTER, and No. 11 / 465,781, filed August 18, 2006 and entitled HELICOPTER. In one form of the invention, the helicopter has both the main rotor and the tandem rotors that rotate in the same direction. In another form of the invention, the helicopter has the main rotor and tandem rotors that rotate in opposite directions. When an external yaw disturbance causes the fuselage to rotate, the two rotors then see the same value of decrease or increase in rotational speed for rotors that rotate in the same direction. When the rotors are counter-rotating, the value is similar but the changes are opposite. This is about equal to the rotational speed of the fuselage. The two rotors, that is the main rotor and the tandem rotor, are arranged at a certain horizontal distance from one another. These rotors are inclined in the case of rotors rotating in the same direction so that they generally compensate for the torque effects induced by the rotating rotors.

  Driver-induced or unintentional / undesired yaw effects generally overcome drift in the front / rear dimension, and unwanted inclination of the fuselage. The overall spiral thrust does not tilt or cause lateral wing drift when the rotors rotate in the same direction. In one form of the invention, the main and tandem rotors of the helicopter are each provided with an auxiliary rotor which is driven by the respective main rotor shaft or tandem rotor. The auxiliary rotor is provided with two vanes extending generally in line or at an acute angle with respect to their longitudinal axes. This acute angle of displacement is determined by looking at the propulsion blades relative to the blades in a direction perpendicular to their respective rotational planes. In some other forms of the invention, there may be an auxiliary rotor only on the main rotor or on the tandem rotor.

  The longitudinal axis is seen in the plane of rotation of the main rotor, and is generally parallel to the longitudinal axis of at least one of the propulsion blades of the main rotor or is arranged with a relatively small acute angle with said blade axis propulsion.

  Thus, each blade of the auxiliary rotor is relatively offset relative to the respective propulsion blade of the main rotor when viewed perpendicularly to the plane of rotation of the main rotor and the auxiliary rotor. This auxiliary rotor is provided in a swinging manner on an oscillating shaft which is provided generally transverse to the rotor shaft of the main rotor and in tandem respectively. This is oriented substantially transversely to the longitudinal axis of the blades.

  The main rotor and the auxiliary rotor are connected to each other by a mechanical connection, so that the tilting movements of the auxiliary rotor control the angle of incidence of at least one of the rotor propulsion blades. main. The tandem rotor and the auxiliary rotor are connected to each other by a mechanical connection, so that the tilting movements of the auxiliary rotor control the angle of incidence of at least one of the propulsion blades of the rotor. main rotor.

  In some cases, the yaw control of the tandem rotor helicopter is improved by extending the fuselage forward and / or rearward using a drift extension and / or extending the fuselage itself into at least one of these directions.

  Having the front and rear extended is an effective yaw control. In practice, it turns out that such an improved tandem rotor helicopter is more stable and stabilizes itself relatively quickly with or without limited user intervention. The main rotor with propulsion blades is driven by a rotor shaft on which the blades are mounted. The auxiliary rotor is driven by the rotor shaft of the main rotor and is provided with blades of the rotor shaft in the direction of rotation of the main rotor. The auxiliary rotor is mounted in tilting relation on an oscillating shaft and the tilting movement is relatively upward and downward around the auxiliary shaft. The auxiliary shaft is provided substantially transversely to the rotor shaft of the main rotor. The main rotor and the auxiliary rotor are connected to each other by a mechanical connection, so that the tilting movement of the auxiliary rotor controls the angle of incidence of at least one of the rotor propulsion blades. main. The angle of incidence of the rotor in the plane of rotation of the rotor and the rotor shaft may vary; and an auxiliary rotor rotatable with the rotor shaft is provided for relative oscillatory movement about the rotor shaft. Different relative positions are such that the auxiliary rotor causes the angle of incidence of the main rotor to be different. A linkage between the main rotor and the auxiliary rotor causes changes in the position of the auxiliary rotor to become changes in the angle of incidence. The propeller blades of the main rotor and the blades of the auxiliary rotor respectively are connected to each other by a mechanical connection which allows the relative movement between the blades of the propulsion rotor and the blades of the auxiliary rotor. There is provided a rotor system comprising a rotor with propulsion blades which is driven by a rotor shaft on which the blades are mounted, each propulsion blade having a generally longitudinal axis passing through the rotor shaft; an auxiliary rotor with radial rotor elements which is driven by the rotor shaft of the rotor for rotation in the direction of rotation of the rotor, each radial rotor element having a generally longitudinal axis passing through the rotor shaft; the auxiliary rotor being pivotally mounted on an oscillating shaft and the main rotor and the auxiliary rotor being connected to each other by a mechanical connection, so that the tilting movements of the auxiliary rotor control the angle of incidence of at least one of the main rotor propulsion blades. A helicopter using one or more of these rotor systems can be provided.

  In order to further explain the features of the invention, the following embodiments of an improved helicopter according to the invention are given as an example only, without being limiting in any way, with reference to the accompanying drawings, in which: which: Figure 1 shows a perspective view of an embodiment of the helicopter with the rotors rotating in the same direction; FIG. 2 represents a view from above of the embodiment of the helicopter with the rotors rotating in the same direction; Figure 3 is a bottom view of the helicopter embodiment with the rotors rotating in the same direction; Figure 4 shows a front view of the embodiment of the helicopter with the rotors rotating in the same direction; Figure 5 is a rear view of the embodiment of the helicopter with the rotors rotating in the same direction; Figure 6 is a right view of the helicopter embodiment with the rotors rotating in the same direction; Figure 7 is a left view of the helicopter embodiment with the rotors rotating in the same direction; Figure 8 is a sectional side view of the helicopter embodiment with the rotors 30 rotating in the same direction; Figure 9 is a front view in section through the front rotor structure of the helicopter with the rotors rotating in the same direction.

  Fig. 10 shows another configuration of a tandem rotor helicopter as seen from the side with the rotors rotating away from each other; Fig. 11 shows another configuration of a tandem rotor helicopter as viewed from above with the rotors rotating away from each other; Figure 12 shows a typical schematic configuration of a tandem rotor helicopter as seen from above with the rotors rotating opposite each other; Fig. 13 shows a typical schematic configuration of a tandem rotor helicopter as viewed from the side with the rotors rotating opposite each other with the stabilizer removed for clarity; Fig. 14 shows a typical schematic configuration of a tandem rotor helicopter as seen from above with the rotors rotating in opposite directions, with the stabilizer omitted for clarity; Fig. 15 shows a typical schematic configuration of a tandem rotor helicopter as viewed from the front with the rotors rotating in the opposite direction, with the stabilizer omitted for clarity; Figure 16 shows a typical schematic configuration of a tandem rotor helicopter as viewed from above with the rotors rotating in the same direction; Fig. 17 shows a typical schematic configuration of a tandem rotor helicopter as viewed from the front with the rotors rotating in the same direction, with the stabilizer omitted for clarity; Fig. 18 shows another configuration of a tandem rotor helicopter as viewed from the side; Figure 19 shows another configuration of a tandem rotor helicopter as seen from the side, with the stabilizer omitted for clarity with the rotors rotating in the same direction; Fig. 20 shows a configuration of a tandem rotor helicopter of Fig. 19 as seen from above, with the stabilizer omitted for clarity with the rotors rotating in the same direction; Fig. 21 shows a configuration of a tandem rotor helicopter of Fig. 19 as seen from above, with the stabilizer omitted for clarity with the rotors rotating in the same direction; Figure 22 shows another configuration of a tandem rotor helicopter as seen from the side, with the stabilizer omitted for clarity with the rotors rotating in the same direction; Fig. 23 shows another configuration of a tandem rotor helicopter as viewed in perspective from a side position, with the rotors and stabilizer omitted for clarity with the rotors rotating in the same direction; Fig. 24A shows the configuration of a tandem rotor helicopter of Fig. 23 as viewed from the front, with the rotors and the stabilizer omitted for clarity with the rotors rotating in the same direction; Fig. 24B shows the configuration of a tandem rotor helicopter of Fig. 23 as viewed from the rear, with the rotors and the stabilizer omitted for clarity with the rotors rotating in the same direction; Fig. 25 shows yet another configuration of a tandem rotor helicopter as viewed in perspective with the rotors and the stabilizer omitted for clarity with the rotors rotating in the same direction; Fig. 26 shows the system for controlling the yaw in a tandem rotor helicopter with the rotors rotating in the same direction; Bure 27 represents a detail of the main rotor and the auxiliary rotor; Fig. 28 is another representation of the main rotor and the auxiliary rotor; Fig. 29 is another detailed representation of the main rotor and the auxiliary rotor and linkages therebetween; and Fig. 30 is another detailed representation of the main rotor and the auxiliary rotor.

  A helicopter has a fuselage, a main rotor with propulsion blades that is driven by a rotor shaft on which the blades are mounted. There is a tandem rotor driven by a second rotor shaft. In some cases, the rotor shafts are oriented substantially parallel to the rotor shaft of the main rotor. In other cases, the rotor shafts may be inclined relative to each other. One tree may be tilted to the left, and the other tree may be tilted to the right as viewed from the front or rear of the helicopter or vice versa.

  An auxiliary rotor is driven by the rotor shaft of the main rotor and is provided with vanes of the rotor shaft for rotation in the direction of rotation of the main rotor. The auxiliary rotor is mounted in tilting relation on an oscillating shaft and the tilting movement is relatively upwardly and downwardly about the auxiliary shaft. The diameter of the auxiliary rotor is smaller than the diameter of the main rotor. The main rotor and the tandem rotor rotate in the same direction.

  The auxiliary shaft for the main rotor is provided substantially transversely to the rotor shaft of the main rotor. The main rotor and the auxiliary rotor are connected to each other by a mechanical connection, so that the tilting movement of the auxiliary rotor controls the angle of incidence of at least one of the rotor propulsion blades. main. There is also an auxiliary rotor driven by the rotor rotor shaft in tandem. There are blades of the tandem rotor shaft for rotation in the direction of rotation of the tandem rotor. The auxiliary rotor is mounted in tilting relation on an oscillating shaft and the tilting movement is relatively upwardly and downwardly about the auxiliary shaft. There are configurations where only one of the two rotors is equipped with an auxiliary rotor. The auxiliary shaft for the tandem rotor is provided essentially transversely to the rotor shaft of the tandem rotor. The tandem rotor and the auxiliary rotor are connected to each other by a mechanical connection, so that the tilting movement of the auxiliary rotor controls the angle of incidence of at least one of the propulsion blades of the rotor. rotor in tandem. The main rotor and the tandem rotor each comprise two propulsion blades located essentially in line with each other in some cases. In other cases, the rotor shafts are inclined relative to each other. The main rotor propeller blades and the auxiliary rotor blades are connected to the main rotor with a mechanical link that allows relative movement between the blades of the main propulsion rotor and the blades of the auxiliary rotor. There is a junction of the main rotor with the propeller blades in the form of a shaft, which is fixed on the rotor shaft of the main rotor. The tandem rotor propeller blades the tandem rotor auxiliary rotor blades are connected to the tandem rotor with a mechanical link that allows relative movement between the tandem propeller rotor blades and the auxiliary rotor blades. There is a junction of the rotor in tandem with the propeller blades in the form of a shaft, which is fixed on the rotor shaft of the tandem rotor. The main rotor shaft and tandem rotors extend substantially in the longitudinal direction of the main rotor propulsion blade and the tandem rotors respectively. This is parallel to one of the blades or is arranged at an acute angle to the longitudinal direction. The mechanical linkage comprises a support rod hingedly mounted to a blade of the auxiliary rotor with an attachment point and is hingedly mounted with another attachment point on the main rotor propulsion blade. The rod attachment point is located on the main rotor at a distance from the shaft axis of the main rotor propeller blades, and the other rod attachment point is located on the auxiliary rotor at a distance from the axis of the propeller blade shaft of the main rotor. distance from the axis of the oscillating shaft of the auxiliary rotor. The rod is fixed on lever arms with its attachment point respectively part of the main rotor and the auxiliary rotor. A similar construction applies between the tandem rotor propulsion blade and the tandem rotor auxiliary rotor blades. The distance between the point of attachment of the rod on the main rotor and the axis of the propeller blade shaft of the main rotor is greater than the distance between the attachment point of the rod on the auxiliary rotor and the axis of the oscillating shaft of the auxiliary rotor. Similar construction and configuration applies to the tandem rotor propulsion blade and tandem rotor auxiliary rotor blades. The longitudinal axis of the blades of the auxiliary rotor in the plane of rotation is arranged at an acute angle with respect to each other. This angle can be about 10 to about 17 to the longitudinal axis of the rotor. one of the propulsion blades of the main rotor. In another form, the longitudinal axis of one of the propeller blades of the main rotor in the plane of rotation is disposed at an acute angle with the axis of a shaft which rises these propulsion blades on the rotor shaft . The longitudinal axis is seen in the plane of rotation of the main rotor, and is substantially parallel to the longitudinal axis of at least one of the propulsion blades of the main rotor or is arranged with a relatively small acute angle with said blade axis propulsion. Each blade of the auxiliary rotor is relatively offset from the respective main rotor of the rotor that is closest to it. Seen perpendicular to the plane of rotation of the main rotor and the auxiliary rotor, this offset is a small acute angle. In some cases, each blade and its respective closest or associated propulsion blade are aligned and not shifted. The blades can be of any size and any shape. The blades may have a blade shape. As will be understood by the skilled reader, the vanes may take a variety of forms, such as rods, blades, or any elongate structure suitable for performing the function of the auxiliary rotor. Each radial rotor element may vary in cross section along a longitudinal axis, and may include masses at one or more points along their length.

  In a different way, there is a helicopter with a fuselage; and a main rotor with propulsion blades which is driven by a rotor shaft and which is mounted on this rotor shaft. The system allows the angle of incidence of the main rotor in the plane of rotation of the rotor and the rotor shaft to vary. An auxiliary rotor is rotatable with the rotor shaft and is for relative oscillatory movement about the rotor shaft. Different relative positions are set such that the auxiliary rotor causes the angle of incidence of the main rotor to be different. In another different way, a helicopter has a fuselage; and a main rotor with propulsion blades which is driven by a rotor shaft and which is mounted on this rotor shaft. The angle between the plane of rotation of the main rotor and the rotor shaft may vary. An auxiliary rotor is driven by the rotor shaft of the main rotor and is provided with two blades. The main rotor and the auxiliary rotor are connected to each other by a mechanical connection, so that the movement of the auxiliary rotor controls the angle of incidence of at least one of the propeller blades of the main rotor. There is a tandem rotor which is driven by a second rotor shaft which is oriented essentially parallel to the rotor shaft of the main rotor. The helicopter may be such that the main rotor and the tandem rotor rotate in the same direction. Alternatively, the main rotor and the tandem rotor rotate away from each other.

  The helicopter 1 shown in the figures generally as an example is a remotely operated helicopter which essentially comprises a fuselage 2 which may comprise some form of landing gear.

  There is a first system 4 which is a main rotor 4a; an auxiliary rotor 5a driven in synchronism, and also a second system 5 which is a tandem rotor 4b; an auxiliary rotor 5b driven in synchronism. The auxiliary rotors 5a and 5b and associated controls constitute the drive and / or the control rods respectively of two stabilizers for the helicopter. The main rotor 4a is provided with a rotor head 7a on a first upwardly facing rotor shaft 8a which is mounted on a bearing in the fuselage 2 of the helicopter 1 in a rotational manner. This is driven by a motor 9a and a transmission 10a, including gears. The engine 9a is for example an electric motor which is powered by a microprocessor and an electric battery 11. The tandem rotor system is constructed in a similar manner, that is to say that there is a motor 9b and a transmission 10b, the motor 9b being for example an electric motor which is powered by a battery 11. The main rotor 4a has in this case two propeller blades 12a which are aligned or virtually in line, but can equally well be composed a larger number of propulsion blades 12a. In this case, the tandem rotor 4b has two propeller blades 12b which are aligned or practically in line, but may equally well consist of a larger number of propulsion blades 12b. The inclination or the angle of incidence A, as shown in detail in FIG. 27, of the propulsion blades 12a, in other words the angle A formed by the propulsion blades 12a as represented with FIG. the rotational plane 14 of the main rotor 4a can be adjusted because the main rotor 4a is hingedly mounted to the rotor shaft 8a by means of a seal, so that the angle between the plane of rotation of the rotor main rotor and the rotor shaft can vary freely. Similar and not necessarily identical configuration and operation are provided for the tandem rotor system. For example, the tandem rotor may weigh more or less in the auxiliary rotor, or be of a different size or shape than the main rotor system. In the case of the example of a main rotor 4a with two propeller blades 12a, the seal is constituted by a shaft 15a of the rotor head 7a. Similar configuration and operation is provided for the tandem rotor system with respect to the rotors 4b and 5b, and the blades 12b. The axis 14a of the auxiliary rotor 5a preferably forms an acute angle B with the longitudinal axis 13a of the rotor 4a. Similar configuration and operation is provided for the tandem rotor system with respect to the rotors 4b and 5b and the blades 12b. There is a similar relationship with axis 13b and 14b. The helicopter 1 is also provided with an auxiliary rotor 5a which is driven essentially in synchronism with the main rotor 4a by the same rotor shaft 8a and the rotor head 7a. Similar configuration and operation is provided for the tandem rotor system with respect to rotors 4b and 5b.

  In this case, the auxiliary rotor 5a has two vanes which are substantially aligned with their longitudinal axis 14a. The longitudinal axis 14a, seen in the direction of rotation R of the main rotor 4a, is substantially parallel to the longitudinal axis 13a of the propulsion blades 12 of the main rotor 4a or defines a relatively small acute angle B with the latter. The two rotors 4a and 5a extend more or less in parallel one above the other with their propulsion blades 12 and blades 5a. Similar configuration and operation is provided for the tandem rotor system with respect to rotors 4b and 5b. In FIG. 2, the angle is between the axis 14a and the axis of articulation of the rotor 13 passing through the shaft 15. The hinge axis, not shown, is parallel to the longitudinal axis, but can be changed to change or tune the stability system. In the case shown, the angles B and F are about the same so that the angle G is about zero degrees.

  The diameter of the auxiliary rotor 5a is preferably smaller than the diameter of the main rotor 4a because the blades 5a have a smaller span than the propulsion blades 12, and the blades 5a are connected in a substantially rigid manner. one to another. This rigid assembly forming the auxiliary rotor 5a is provided in a swinging manner on an oscillating shaft 30 which is fixed on the rotor head 7a of the rotor shaft 8a. This is directed transversely to the longitudinal axis of the blades 12 and transversely to the rotor shaft 8a. Similar configuration and operation is provided for the tandem rotor system with respect to rotors 4b and 5b. The main rotor 4a and the auxiliary rotor 5a are connected to each other by a mechanical connection so that the angle of incidence A of at least one of the propulsion blades 12 of the main rotor 4a is adjusted. In the example given, this connection is in the form of a rod 31. Similar configuration and operation is provided for the tandem rotor system with respect to the rotors 4b and 5b. This rod 31 is hingedly mounted on a propulsion blade 12 of the main rotor 4a with an attachment point 32 by means of a seal 33 and a lever arm 34 and with another second fixing point 35 located at a distance from the latter, and is hingedly mounted on a blade of the auxiliary rotor 5a by means of a second seal 36 and a second lever arm 37. Similar configuration and operation is provided for the control system. rotor in tandem with respect to rotors 4b and 5b. The attachment point 32 on the main rotor 4a is located at a distance D from the axis 16 of the shaft 15 of the propulsion blades 12a of the main rotor 4a, while the other point of attachment 35 to the auxiliary rotor 5a is located at a distance E from the axis 38 of the oscillating shaft 30 of the auxiliary rotor 5a. Similar configuration and operation is provided for the tandem rotor system with respect to rotors 4b and 5b. The distance D is preferably greater than the distance E. The distance E is shown in FIGS. 2, 29 and 30 and is the distance between the axis of the oscillating shaft 30 and the axis of the lever arm 37. The distance D is approximately twice the distance E. The two fixing points 32 and 35 of the rod 31 are located in the direction of rotation R on the same side of the propulsion blades 12a of the main rotor 4a or blades 28 of the auxiliary rotor 5a. In other words, they are both located at the front or rear of the propeller blades 12a and blades 5a, seen in the direction of rotation. Similar configuration and operation is provided for the tandem rotor system with respect to rotors 4b and 5b.

  Also preferably, the longitudinal axis 14a of the blades 5a of the auxiliary rotor 5a, seen in the direction of rotation R, defines an angle B with the longitudinal axis 13a of the propulsion blades 12a of the main rotor 4a, which included angle B is an order of magnitude of about 10 'to about 17, so that the longitudinal axis 14a of the blades 5a precedes the longitudinal axis 13a of the propulsion blades 12a, seen in the direction of rotation R. Different angles in a range of, for example, 5 to 40, 5 to 35 or 5 to 25 could also be the rule. Similar configuration and operation is provided for the tandem rotor system with respect to rotors 4b and 5b. The auxiliary rotor 5a is equipped with two stabilizing masses 39 which are each fixed on a blade 5a at a distance from the rotor shaft 8. Similar configuration and operation are provided for the tandem rotor system with respect to rotors 4b and 5b. In addition, the helicopter 1 is provided with a receiver, so that it can be controlled remotely by means of a remote control, which is not shown. Similar configuration and operation is provided for the tandem rotor system with respect to rotors 4b and 5b. Depending on the type of helicopter, it is possible to search for the most appropriate values and relationships of angles B by experimentation; the relationship between the distances D and E and G and F which are described below, the size of the masses 39 and the diameter relationship between the main rotor 4a and the auxiliary rotor 5a to ensure maximum automatic stability. Similar configuration and operation is provided for the tandem rotor system with respect to rotors 4b and 5b.

  The operation of the improved helicopter 1 according to the invention is as follows: In flight, the rotors 4a and 5a are driven at a certain speed, with the result that a relative air stream is created with respect to the rotors, with as a result of which the main rotors 4a and 5a generate an upward force so as to cause the helicopter 1 to ascend or descend or maintain a certain height, and the rotors develop a laterally oriented force which is used to orient the helicopter 1 Similar configuration and operation is provided for the tandem rotor system with respect to rotors 4b and 5b. It is impossible for the main rotor 4a to adjust itself, and it rotates in the plane 114a in which it was started, usually the plane perpendicular to the rotor shaft 8a. Under the influence of gyroscopic precession, turbulence and other factors, it takes an arbitrary undesirable position if it is not controlled. Similar configuration and operation is provided for the tandem rotor system with respect to rotors 4b and 5b. The rotational surface of the auxiliary rotor 5a can take another inclination with respect to the rotational surface 114a of the main rotor 4a, so that the rotors 5a and 4a can assume a different inclination with respect to the rotor shaft 8a. This tilt difference can come from any internal or external force or disturbance. In a situation in which the helicopter 1 is in steady hover, at an airborne point without any internal or external disturbance forces, the auxiliary rotor 5a continues to rotate in a plane which is substantially perpendicular to the flight shaft. rotor 8a.

  If, however, the fuselage 2 is pushed unbalanced due to any disturbance, and the rotor shaft 8 turns away from its equilibrium position, the auxiliary rotor 5a does not immediately follow this movement, since the auxiliary rotor 5a can freely move around the oscillating shaft 30. The main rotor 4a and the auxiliary rotor 5a are arranged relative to each other in such a manner that a tilting movement of the auxiliary rotor 5a translates almost immediately into an adjustment of pitch or angle of incidence to propeller blades 12. Similar configuration and operation is provided for the tandem rotor system with respect to rotors 4b and 5b.

  For a two-bladed main rotor 4a, this means that the propulsion blades 12 and the blades 28 of the two rotors 4a and 5a must be substantially parallel or, seen in the direction of rotation R, delimit an acute angle between them, for example 10 at 17 in the case of a large main rotor 4a and a smaller auxiliary rotor 5a. Similar configuration and operation is provided for the tandem rotor system with respect to rotors 4b and 5b. This angle can be calculated or determined by experimentation for any helicopter 1 or helicopter type, and this angle may be different for the rotor and the tandem rotor. The angle can be any acute angle, but is typically in the range of 5 to 40, 5 to 35, 5 to 30 or 5 to 25.

  If the axis of rotation 8a takes a different inclination than the equilibrium position mentioned above in a situation where the helicopter 1 is hovering, the following occurs: Similar configuration and operation are provided for the tandem rotor system with respect to rotors 4b and 5b. A first effect is that the auxiliary rotor 5a first tries to maintain its absolute inclination, with the result that the relative inclination of the rotational surface of the auxiliary rotor 5a with respect to the rotor shaft 8a changes. Similar configuration and operation is provided for the tandem rotor system with respect to rotors 4b and 5b.

  As a result, the rod 31 adjusts the angle of incidence A of the propulsion blades 12, so that the upward force of the propulsion blades 12 increases on one side of the main rotor 4a and decreases on the diametrically opposite side of this rotor. main rotor. Similar configuration and operation is provided for the tandem rotor system with respect to rotors 4b and 5b. Since the relative position of the main rotor 4a and the auxiliary rotor 5a are chosen so that a relatively immediate effect is obtained, this change in the upward force ensures that the rotor shaft 8a and the fuselage 2 are forced back into their original balance position. A second effect is that, since the distance between the remote ends of the blades and the plane of rotation 14 of the main rotor 4a is no longer equal and since also the blades 28 generate an upward force, a greater pressure is created between the rotor main 4a and the auxiliary rotor 5a on one side of the main rotor 4a with respect to the diametrically opposite side. Similar configuration and operation is provided for the tandem rotor system with respect to rotors 4b and 5b.

  A third effect plays a role when the helicopter begins to bow forwards, backwards or laterally due to a disturbance. As in the case of a pendulum, the helicopter tilts to return to its original situation. This pendulum effect does not generate any destabilizing gyroscopic forces as with known helicopters which are equipped with a stabilizer bar oriented transversely towards the propulsion blades of the main rotor. It acts to reinforce the first and second effect. The effects have different origins but have similar natures. They reinforce each other to automatically correct the balance position of the helicopter 1 without any intervention of a pilot. If necessary, this aspect of the invention can be applied separately, just as the appearance of the auxiliary rotor 5a can be applied separately to a helicopter having a main rotor 4a combined with an auxiliary rotor 5a. Similar configuration and operation is provided for the tandem rotor system with respect to rotors 4b and 5b. In practice, the combination of both makes it possible to produce a helicopter that is very stable in any direction and flight situation and is easy to control, even by people with little or no experience. It is clear that the main rotor 4a and the auxiliary rotor 5a need not necessarily be made as a rigid assembly. The propeller blades 12a and the blades 5a can also be provided on the rotor head 7a so that they are mounted and can rotate relatively separately. In this case, for example, two rods 31 may be applied to each time connect a propulsion blade 12a to a blade 5a. Similar configuration and operation is provided for the tandem rotor system with respect to rotors 4b and 5b.

  It is also clear that, if necessary, the joints and joints can also be made in other ways than those shown, for example by means of torsionally flexible elements. In the case of a main rotor 4a having more than two propulsion blades 12, it should preferably be sure that at least one propulsion blade 12a is substantially parallel to one of the blades 5a of the auxiliary rotor. The exact angle is determined by the test and may be different from zero. The seal of the main rotor 4a is preferably in the form of a ball joint or in the form of a shaft 15 which is oriented substantially transversely to the axis of the oscillating shaft 30 of the auxiliary rotor 5a and which is extends essentially in the longitudinal direction of the propulsion blade 12a concerned which is substantially parallel to the blades 5a. Similar configuration and operation is provided for the tandem rotor system with respect to rotors 4b and 5b. In another form, the helicopter has a fuselage, and a main rotor with propulsion blades that is driven by a rotor shaft on which the blades are mounted. An auxiliary rotor is driven by the rotor shaft of the main rotor and is provided with blades of the rotor shaft in the direction of rotation of the main rotor.

  The auxiliary rotor is mounted in tilting relation on an oscillating shaft and the tilting movement is relatively upwardly and downwardly about the auxiliary shaft. The auxiliary shaft is provided generally transverse to the rotor shaft of the main rotor. The main rotor and the auxiliary rotor are connected to each other by a mechanical connection, so that the tilting movement of the auxiliary rotor controls the angle of incidence of at least one of the rotor propulsion blades. main. The angle of incidence of the rotor in the plane of rotation of the rotor and the rotor shaft may vary. An auxiliary rotor rotatable with the rotor shaft is provided for relative oscillation movement about the rotor shaft. Different relative positions are such that the auxiliary rotor causes the angle of incidence of the main rotor to be different. A linkage between the main rotor and the auxiliary rotor causes changes in the position of the auxiliary rotor to become changes in the angle of incidence. The propulsion blades of the main rotor and the blades of the auxiliary rotor respectively are connected to each other with a mechanical connection which allows the relative movement between the blades of the propulsion rotor and the blades of the auxiliary rotor. A junction of the main rotor with the propulsion blades is in the form of a shaft which is fixed on the rotor shaft of the main rotor. The mechanical linkage comprises a support rod hingedly mounted on a blade of the auxiliary rotor with an attachment point and is hingedly mounted with another attachment point on the propulsion blade of the main rotor. Tandem rotor helicopters have two rotors of more or less similar diameter and the rotors are arranged along the helicopter fuselage typically one at each end. The rotor path ends may overlap to some extent. In this case, one rotor is placed higher than the other to prevent the rotor blades from touching each other.

  Figure 7 shows a typical configuration. Both rotors exert a lift force to compensate for the weight of the fuselage. If the combined lift force exceeds the weight of the tandem rotor helicopter, it takes off. The balance stability of the tandem rotor helicopter can be analyzed in 4 dimensions that require control to maintain the tandem rotor helicopter at a point in space, or along a desired trajectory. These commands can be active (by the pilot, or assisted by electronics), or passive (by aerodynamic and mechanical design). These dimensions are shown in FIGS. 10 and 11. - front / rear (100) lateral left / right (200) - vertical up / down (300) - yaw (400) These 4 dimensions have no absolute reference in the 'space. Therefore, constant corrections must be made in flight so that the tandem rotor helicopter continues to fly as desired. In life-size and recreational helicopters as well as toys, it is generally known that this involves a very specific and complicated set of stabilizing devices such as gyroscopic and feedback systems, on permanent pilot controls. In order to obtain a stability in the dimension 100 and 200, and to some extent the dimension 400, the tandem rotor helicopter is equipped with freestanding rotors as shown in FIGS. 10 and 17. This rotor system requires that the helicopter resists by a rotor design to any deviation in the dimensions 100 and 200, and to some extent the dimension 400. The dimension 300 usually requires nothing more than the pilot input in order to choose and maintain the desired altitude, or climb and descent speed. Dimension 400, the yaw around the vertical axis, requires processing the torque effects of the main rotors, and any external disturbances that induce yaw changes. A rotor produces torque as a side effect of the thrust generated. This torque goes against the direction of rotation of the rotor. In a conventional helicopter with a main rotor and a tail rotor, this torque is compensated by the tail rotor. If no compensation existed, the fuselage would rotate about the vertical axis in a direction against rotation of the rotor. The main rotor rotating in a clockwise direction causes a torque on the fuselage in the opposite direction of clockwise. To prevent the fuselage from turning permanently about its vertical axis, the tail rotor is added to compensate for torque with lateral force. In tandem rotor helicopters as shown in FIGS. 12 and 13, the two rotors rotate so that the rotation of a rotor 1000 in the direction 1100 (clockwise) creates a torque on the fuselage 2 in the direction 113 (counterclockwise) about the central axis 500. The rotation of the other rotor 2000 in the direction 1200 (counter-clockwise) a watch) creates a torque on the fuselage in direction 114 (clockwise) about the central axis of this rotor, which is illustrated in FIG. in a perfect case of equal size, however in opposite direction, 5 Consequently, they cancel each other out and the fuselage of the tandem rotor helicopter does not rotate by itself. two rotors rotate at identical speed, have a drag 10 ident they have identical lift, and no external disturbance such as gusts of wind and turbulence has any influence. In reality, none of this is absolutely true. Thus, although the fuselage maintains its yaw position more or less, it changes constantly and randomly in direction due to all of the above factors. It is up to the pilot, assisted by a possible gyroscopic stabilizer, or other devices, to correct this. The smaller the model is, the more these factors have an effect due to the lower inertia of the tandem rotor helicopter, requiring a faster pilot input correction. Yaw Instability The counter-rotation configuration cancels the torque on the fuselage. This, however, causes a problem with yaw stability. Consider an existing tandem rotor helicopter in a hovering position, and assume that it is in a perfect stationary position in stationary flight. This is shown in FIG. 13. Rotor 1000 and rotor 2000 rotate in opposite directions. The rotor 1000 and the rotor 2000 create identical lift forces 300 and 400. The fuselage is horizontal.

  Consider the same tandem rotor helicopter in the hovering position, and assume that as a result of any of the described effects (gusts of wind, turbulence, slight change in the relative number of revolutions per minute of rotor, etc.). ), the fuselage begins to rotate in one direction (clockwise in this example) about the vertical axis 500 of the tandem rotor helicopter of Figure 13. The rotor 1000 and the rotor 2000 are moving in opposite directions. Because of the fuselage rotation and the direction of rotation, the rotor 1000 increases its rotational speed while the rotor 2000 decreases the speed of rotation relative to the air. Since the lift force at a constant pitch varies with the rotation speed, rotor 1000 and rotor 2000 now create different lift forces, 3000 being higher and 4000 being lower. Due to the difference in the lift forces, the fuselage is no longer in equilibrium and tends to lift the front end where the rotor 1000 is and lower the rear end adjacent to the rotor 2000. Due to the difference in the lift forces, the torque on the rotor 1000 increases, and the torque on the rotor 2000 decreases. The torque changes are of the same value but in a different direction, so that they balance each other and do not influence the yaw disruption. When the fuselage 2 begins to rotate in a direction (clockwise in this example) around the vertical axis 500 of the tandem rotor helicopter (Figure 13), the lift force along the span of a rotor then varies along the position relative to the fuselage and fuselage axis of rotation. The increase / decrease of lift is higher the further it is from the axis of rotation of the fuselage. This further enhances the destabilization of the helicopter and lifts the forward end where the rotor 1000 is and further lowers the rear end adjacent to the rotor 2000. The fuselage 2 is no longer horizontal and raises the high lift rotor and lowers the rotor with low lift. The increase in the lift of the rotor 1000 is accompanied by a movement of the center of lift beyond the axis of the helicopter (longer lever). The associated decrease in lift of the rotor 2000 is accompanied by a movement of the center of lift closer to the axis of the helicopter (shorter lever). The two combined effects reinforce the tendency to tilt backwards caused by thrust differences as such. This inclination results in an undesirable backward and parasitic backward speed. This further destabilizes the tandem rotor helicopter relative to the initial yaw disruption.

  Left-right asymmetry in the counter-rotating configuration Counter-rotating rotors create a tandem that is symmetrical in aerodynamic and gyroscopic effects. This is supposed to facilitate the arrangement of the components, the fuselage and the overall design of the fuselage. However, counter-rotating rotors have an asymmetrical effect on lateral thrust on the tandem rotor helicopter fuselage. The rotor 1000 and the rotor 2000 are counter-rotating. The rotors create an airflow downward to create lift, but this downward flow has a spiral component in the rotational direction of the rotor. When the ends of the two rotors reach the center of the fuselage 2, this spiraling air strikes the side of the fuselage 2 with an air flow component. A 3-stage effect is created on the tandem rotor helicopter: a. The fuselage 2 sees a lateral thrust force, this lateral force tending to push the helicopter in the direction of the force 4000. b. This force 4000 causes the tandem rotor helicopter to tilt to one side and the two rotors to tilt equally. vs. The lift force is no longer vertical but has a horizontal vector component. This vector pushes the rotor helicopter in tandem towards the opposite direction. This increases the lateral force on the fuselage 2. Thus, despite the apparent symmetry of the counter-rotating configuration, the tandem rotor helicopter has a strong tendency to tilt and slide to one side. This tendency varies with the surface of the fuselage, the weight of the tandem rotor helicopter, the rotation speed of the rotors, the relative distance of the rotor or rotors from the fuselage, the position of the center of gravity. In general, this trend increases with a decrease in the weight of the tandem rotor helicopter. One possible solution is to move the center of gravity 25 to the side to align the fuselage again with the vertical. The unidirectional tandem rotors are illustrated with reference to the figures. Counter-rotating rotors on a tandem configuration, where the rotor axes are at a distance from each other, have destabilizing and asymmetrical effects. Yaw changes induce forward / backward drift, and the rotor forces the tandem rotor helicopter to tilt and slide. The combination of these effects makes it very difficult to find a normal balance of the tandem rotor helicopter for a steady hover without pilot correction, or gyroscope, etc., on the front / rear and side dimension. The solution is to have the rotors rotating in the same direction. When an external yaw disturbance causes the fuselage to rotate, the two rotors then see the same value of decreasing or increasing the speed of rotation equal to the rotational speed of the fuselage. The lift forces on both rotors also change, so that the fuselage remains horizontal. This change in lift force causes the tandem rotor helicopter to move up or down. However, since there is no fuselage tilt, it is not a destabilizing effect. The lateral spiral forces of the rotor thrust always strike the fuselage 2, but now in an opposite direction so that they cancel each other out. The fuselage does not tilt or slide sideways. The torque of rotor 1000 and rotor 2000, in this case of clockwise rotation of the two rotors, now add up to a new torque. The rotors are inclined in such a manner, i.e. in value and direction, that a horizontal thrust force on both rotor axles creates an opposite torque which cancels the sum of the rotor torque. The thrust on the rotor 1000 has a horizontal component centered on the rotor axis 1000. The thrust on the rotor 2000 has a horizontal component centered on the rotor axis 1000. These two forces exert a torque on the fuselage 2 in the opposite direction of the first couple. The magnitude of the thrusts depends on the inclination of the rotors 1000 and 2000, and so is the resulting torque. When pairs are of equal importance, they cancel each other out and prevent the fuselage from rotating around its vertical axis.

  The required degree of inclination of the rotors depends mainly on: - the type of rotor shape and profile; the horizontal distance between the two rotors; and the shape of the fuselage 2 which also has an influence on the angle. This inclination is relatively small and is independent of the number of revolutions per minute. When the number of revolutions per minute increases, for example, so does the torque induced by the rotor. The higher revolutions per minute means higher lift and higher horizontal thrust component and thus higher correction thrust. It is possible to increase the number of revolutions per minute at a rotor, the rear rotor for example, and to reduce the number of revolutions per minute on the other rotor, the front rotor, without any asymmetrical torque effect. which causes the fuselage to turn or to leave in yaw. This allows the helicopter to be moved forward or backward using this method without the need for yaw correction. Rotors rotating in opposite directions on tandem rotor helicopters create a tendency to drift in the forward / backward and lateral direction, and induce tilting of the fuselage. This leads to instability in flight unless a mechanical or electronic pilot system creates the necessary corrective input. The present invention uses two rotors at a certain horizontal distance from one another, which rotate in the same direction. These rotors are inclined so that they compensate for the torque effects induced by the rotating rotors. Yaw effects (pilot-induced or unintentional / undesirable) no longer cause drift in the forward / backward dimension, nor do they cause unwanted tilting of the fuselage. The spiral thrust no longer tilts and no longer drifts the fuselage laterally. The fuselage design is another element that improves stability against unwanted yaw effects. The fuselage shape of a typical tandem rotor helicopter is determined to some extent by functional issues. As shown in Fig. 18, there is a need to interconnect the two rotors and their drive systems, and this leads to a long, generally rectangular central portion A. There is then a typical nose end B. added to house the pilot (s) and tail end with increased C surface to act as a directional stabilizer for forward flight. This is similar to an arrow on an arrow. The size of B and C, mainly the part under the E and D ends of the rotors has an impact on the yaw stability. A shape shown in Fig. 19 with F and G extension drifts has a relatively higher yaw stability, and resists and even stops any undesirable yaw effects due to asymmetry in torque between rotors and disturbances. external. In addition, when the pilot gives a desired yaw entry, this shape dampens the effect, avoids exceeding the effect with respect to the desired effect, and acts as a damper. The result is more comfortable for the pilot, and a tandem rotor helicopter much more stable. The reasons why this works are at least 3 orders. First, the F and G surfaces are at the outermost distance from the H axis compared to the rest of the fuselage. This is further illustrated in FIG. 20. In the case of yawing around the H axis in a clockwise direction, for example, the side surfaces F and G act as aerodynamic brakes, since they must overcoming the air pressure 101 and 102 striking the surfaces due to yaw rotation. This braking effect slows the yaw rotation, and eventually stops it. The shape of F and G can be any desired profile. Secondly, the surfaces F and G are in the downward air flow generated by the two rotors, and tend to align with that force downward. This is a function similar to a wing or baffle effect. Thirdly, if the fuselage rotates, then the surfaces of the fins F and G see the downward flow of the rotor thrust combined with the movement resulting from the yaw as a combined flow which is no longer aligned with the surface of the drifts. F or G but with a certain angle of attack. This angle of attack creates a lift force perpendicular to the surfaces of the fins F and G opposite to the direction of movement. These lift forces 500 and 600 counteract lace movement and dampen it further. See Figure 21. The shape of the drift portions F and G may be any desirable profile. As shown in Fig. 22, the forward extension is integrated into the fuselage design. The end of the rear fin G may be a sheet of transparent plastic material. Alternatively, the two extension fins F and G are made of transparent plastic material so as to respect a desired shape of a fuselage and nevertheless have the yaw stabilizing effect. This is shown in FIG. 23. The surfaces of the fins F and G can be inclined to be more or less aligned with the air flow of the inclined rotor shafts of the embodiment of the rotors rotating in the same direction. . This intensifies the effect and reduces the air flow friction on these surfaces, as shown in Figs. 24A and 24B.

  The effect of the increased yaw stability is also realized in the case where one of the surfaces of the fins F or G is available. As a variant, the ratio between the surface area of the fins F and G may be significantly different from 1 on 1. In this case, the effect is always present. It can be relatively small because the effects of the two rotors are not used to their full extent. In some cases where the ratio between F and G is significantly different from 1 in 1, and because of the briefly described boom effect described above, the helicopter seems to be moving only slowly (due to a possible command to the front given by the pilot) in the direction 80 opposite the main lateral surface of the fuselage. This is shown in Fig. 25. One of the surfaces of the fins F and G may be added or removed depending on the main direction of travel. In the usual flight, the helicopters are hovering or flying forward, so that only the surface G may be needed. This is shown in FIG. 25. The drift extensions F and / or G can essentially reach the outer circumferential point reached by the rotating rotor. Even if they do not reach the other circumferential point, there is a stabilizing effect. Fig. 26 shows a system for controlling the lace. The yaw of a tandem rotor helicopter as shown in Fig. 26 with rotors rotating in the same direction can be controlled by changing the incidence of one rotor shaft of rotor 1000 relative to the other shaft This tilt change changes the value of the horizontal components of the lift forces. This changes the torque value, which in turn changes the direction of rotation of the fuselage. A method of modifying this incidence is shown in FIG. 26. The two rotor shafts of the two rotors 1000 and 2000 are fixed on a central beam 12000. This central beam 12000 is divided into two parts 12000A and 12000B. I2000A and 12000B can rotate relative to each other by being driven by a servomechanism. This mechanism may be a motor-based system 3000, or use other actuators such as piezoelectric actuators, polymer actuators, magnet / coil assemblies and comparable technologies. The present invention is not limited to the embodiments described as an example and shown in the accompanying figures. Many different variants of size and range and features are possible. For example, rather than providing electric motors, other forms of motorization are possible. A different number of blades can be provided for the rotors. A helicopter according to the invention can be manufactured in all kinds of shapes and dimensions while still remaining within the scope of the invention. In this sense, although the helicopter in some senses has been described as a toy helicopter or model, the features described and illustrated may be used in part or in full in a life-size helicopter. Although the apparatus and method have been described in terms of what is currently considered the most feasible and preferred embodiments, it is obvious that the invention should not be limited to the described embodiments. In some cases, there may be more than two propeller blades and / or vanes on one or more of the respective main rotors or tandem rotors and their respective auxiliary rotors. Similarly, the acute angle between the propulsion blade and the blade may vary in amplitude and may be less than 10 and greater than 17. For example, the angle can be any acute angle, but can typically be in the range of 5 to 40, 5 to 35, 5 to 30 or 5 to 25. On the other hand, the lower part of these ranges may be less than 5 and may be such that the propulsion blade and blade are at a small angle approaching 0, or may be substantially parallel. Although the invention has been described in detail in connection with a tandem rotor helicopter, it is clear that the rotors can fly other objects in a similar stabilized manner. The fuselage of these objects can take different forms, for example different toy vehicles or toy figures. It can be robots, insects, automobiles, flying saucers, airplanes, or any other type of body that may want to fly above the ground, floor or a base.

Claims (46)

  Helicopter, characterized in that it comprises a fuselage (2); a main rotor (4a) with propulsion blades (12a) driven by a rotor shaft (8a) on which the blades are mounted; a tandem rotor (4b) with propulsion blades (12b) driven by a second rotor shaft oriented substantially parallel to the rotor shaft (8a) of the main rotor (4a), an associated auxiliary rotor (5a) to the main rotor (4a) driven by the rotor shaft (8a) of the main rotor (4a) and provided with radial rotor elements with respect to the rotor shaft (8a) for rotation in the direction of rotation of the rotor main rotor (4a), the auxiliary rotor (5a) associated with the main rotor (4a) being mounted in tilting relation on an oscillating shaft (30), the oscillating shaft (30) being provided generally transverse to the shaft rotor (8a) of the main rotor (4a), the main rotor (4a) and the auxiliary rotor (5a) associated with the main rotor (4a) being connected to each other by a mechanical connection, so that the tilting movement of the auxiliary rotor (5a) associated with the main rotor (4a) controls the angle of incidence of the ego ns one of the propulsion blades (12a) of the main rotor (4a).   2. Helicopter according to claim 1, characterized in that it comprises an auxiliary rotor (5b) associated with the tandem rotor (4b) driven by the rotor shaft of the tandem rotor (4b) and provided with rotor elements radial with respect to the rotor shaft for rotation in the direction of rotation of the tandem rotor (4b), the auxiliary rotor (5b) associated with the tandem rotor (4b) being mounted in tilting relation on an oscillating shaft ( 30), the oscillating shaft (30) being provided substantially transverse to the rotor shaft of the tandem rotor (4b), the tandem rotor (4b) and the auxiliary rotor (5b) associated with the tandem rotor ( 4b) being connected to each other by a mechanical connection, such that the tilting movement of the auxiliary rotor (5b) associated with the tandem rotor (4b) controls the angle of incidence of at least one propeller blades (12b) of the tandem rotor (4b).   3. Helicopter according to claim 1 or 2, characterized in that the main rotor (4a) and the tandem rotor (4b) each comprise two propulsion blades (12a, 12b) substantially aligned with each other. other.   4. Helicopter according to claim 1, 2 or 3, characterized in that the propeller blades (12a) of the main rotor (4a) and the radial rotor elements of the auxiliary rotor (5a) associated with the main rotor (4a) are connected. to the main rotor (4a) with a mechanical connection which allows the relative movement between the blades of the main propulsion rotor and the radial rotor elements of the auxiliary rotor (5a), and a connection of the main rotor (4a) to the propulsion blades ( 12a) formed of a shaft which is fixed to the rotor shaft (8a) of the main rotor (4a).   5. Helicopter according to claim 4, characterized in that the propeller blades (12b) of the tandem rotor (4b) and the radial rotor elements of the auxiliary rotor (Sb) for the tandem rotor (4b) are connected to the rotor in tandem (4b) with a mechanical connection which allows the relative movement between the blades of the tandem propulsion rotor and the radial rotor elements of the auxiliary rotor (Sb), and a junction of the tandem rotor (4b) with the propulsion blades ( 12b) formed of a shaft which is fixed on the rotor shaft of the tandem rotor (4b).   6. Helicopter according to claim 4, characterized in that the main rotor shaft (4a) extends substantially in the longitudinal direction of the propulsion blade (12a) of the main rotor (4a) which is parallel to one of the radial rotor elements or is arranged at an acute angle with respect to the longitudinal direction. 15   7. Helicopter according to any one of claims 1 to 6, characterized in that the mechanical connection comprises a support rod (31) mounted in an articulated manner on a radial rotor element of the auxiliary rotor (5a) with a point of attachment. (35) and is hingedly mounted with another attachment point (32) on the propulsion blade (12a) of the main rotor (4a).   8. Helicopter according to claim 5, characterized in that the point of attachment (32) of the rod (31) is located on the main rotor (4a) at a distance from the axis of the shaft of the propulsion blades. (12a) of the main rotor (4a), and the other attachment point (35) of the rod (31) is located on the auxiliary rotor (5a) at a distance from the axis 30 of the oscillating shaft (30). ) of the auxiliary rotor (5a).   9. Helicopter according to claim 8, characterized in that the distance (E) between the point of attachment (32) of the rod (31) on the main rotor (4a) and the shaft axis of the propulsion blades ( 12a) of the main rotor (4a) is greater than the distance between the attachment point (35) of the rod (31) on the auxiliary rotor (5a) and the axis of the oscillating shaft (30) of the auxiliary rotor (5a).   10. Helicopter according to claim 8 or 9, characterized in that the distance (E) between the attachment point (32) of the rod (31) on the main rotor (4a) and the axis of the blade shaft of the main rotor (4a) is approximately double the distance between the other attachment point (35) on the auxiliary rotor (5a) and the axis of the oscillating shaft (30) of the main rotor (4a). auxiliary rotor (5a).   11. Helicopter according to claim 7, characterized in that the rod (31) is fixed on lever arms (34, 37) with its fixing point (32, 35) respectively part of the main rotor (4a) and the rotor auxiliary (5a).   Helicopter according to any one of claims 1 to 11, characterized in that the longitudinal axis of the radial rotor elements of the auxiliary rotor (5a) lies within an angle of about 10 to about 17 degrees with the longitudinal axis of one of the propulsion blades (12a) of the main rotor (4a).   13. Helicopter according to any one of claims 1 to 12, characterized in that the longitudinal axis of one of the propulsion blades (12a) of the main rotor (4a) is arranged at an acute angle with the axis of a shaft mounting said propeller blades (12a) on the rotor shaft (8a).   14. Helicopter according to any one of claims 1 to 13, characterized in that the diameter of the auxiliary rotor (5a) is smaller than the diameter of the main rotor (4a).   15. Helicopter according to any one of claims 1 to 14, characterized in that the main rotor (4a) and the tandem rotor (4b) rotate in the same direction.   16. Helicopter according to any one of claims 1 to 14, characterized in that the main rotor (4a) and the tandem rotor (4b) rotate in an opposite direction.   17. Helicopter, characterized in that it comprises a fuselage (2); a main rotor (4a) with propulsion blades (12a) which is driven by a rotor shaft (8a) and which is mounted on said rotor shaft (8a) so that the angle of incidence of the rotor principle (4a) in the plane of rotation of the rotor and the rotor shaft (8a) is variable, and an auxiliary rotor (5a) rotatable with the rotor shaft (8a) and provided for relative tilting movement around the rotor shaft (8a) and which is of a different relative position so that the auxiliary rotor (5a) causes the angle of incidence of the main rotor (4a) to be different, and a rotor in tandem (4b) with propulsion blades (12b) driven by a second rotor shaft oriented substantially parallel to the rotor shaft (8a) of the main rotor (4a).   18. Helicopter according to claim 17, characterized in that the main rotor (4a) and the tandem rotor (4b) rotate in the same direction.   Helicopter according to claim 17 or 18, characterized in that the fuselage (2) comprises at least one extension longitudinally relative to the helicopter fuselage (2) along a longitudinal axis of the fuselage (2). ) helicopter.   20. Helicopter according to claim 19, characterized in that there is an extension (F) oriented towards the front of the fuselage front (2) and an extension (G) oriented towards the rear of the rear of the fuselage (2).   21. Helicopter characterized in that it comprises a fuselage (2), a main rotor (4a) with propulsion blades (12a) which is driven by a rotor shaft (8a) and which is mounted on this rotor shaft (8a) such that the angle between the plane of rotation of the main rotor (4a) and the rotor shaft (8a) can vary; an auxiliary rotor (5a) with the main rotor (4a) and provided with two radial rotor elements, the movement of the auxiliary rotor (5a) controlling the angle of incidence of at least one of the propulsion blades (12a) of the main rotor (4a), and a tandem rotor (4b) driven by a second rotor shaft oriented substantially parallel to the rotor shaft (8a) of the main rotor (4a); and an auxiliary rotor (5b) with the tandem rotor (4b) and provided with two radial rotor elements.   22. Helicopter according to claim 21, characterized in that the auxiliary rotors of the respective main and tandem rotors are driven by the respective rotor shafts, the respective auxiliary rotors being mounted in tilting relation on an oscillating shaft (30) and the movement of tilting being relatively upwardly and downwardly about the auxiliary shaft, and the auxiliary shaft is provided substantially transverse to the respective rotor shaft of the rotors, the main rotors and the auxiliary rotors being connected to each other by a mechanical connection, such that the tilting movement of the auxiliary rotors controls the angle of incidence of at least one of the propulsion blades (12a) of the respective main rotor (4a).   23. Helicopter characterized in that it comprises a fuselage (2); a main rotor (4a) with propulsion blades (12a) driven by a rotor shaft (8a) on which the blades are mounted; a tandem rotor (4b) driven by a second rotor shaft oriented substantially parallel to the rotor shaft (8a) of the main rotor (4a), an auxiliary rotor (5a) driven by the rotor shaft (8a) of the main rotor (4a) and provided with radial rotor members with respect to the rotor shaft (8a) for rotation, the auxiliary rotor (5a) being mounted so that the longitudinal axis of one of the propeller blades (12a) of the main rotor (4a) is disposed at an acute angle to the longitudinal axis of one of the radial rotor elements of the auxiliary rotor (5a).   24. Helicopter according to claim 21 or 22, characterized in that the main rotor (4a) comprises two propulsion blades (12a) arranged in a generally aligned manner with each other.   25. Helicopter according to any one of claims 21, 22 and 24, characterized in that the propeller blades (12a) of the main rotor (4a) and the radial rotor elements of the auxiliary rotor (5a) respectively are connected to one another. one to another with a mechanical connection which permits relative movement between the propulsion rotor blades and the radial rotor elements of the auxiliary rotor (5a), and a connection of the main rotor (4a) to the propulsion blades (12a) is formed of a shaft which is fixed on the rotor shaft (8a) of the main rotor (4a).   26. Helicopter according to any one of claims 21, 22, 24 and 25, characterized in that the longitudinal axis of the radial rotor elements of the auxiliary rotor (5a) is arranged at an angle of about 10 degrees to about 17 degrees. degrees with the longitudinal axis of one of the propulsion blades (12a) of the main rotor (4a).   The helicopter according to claim 23, characterized in that the diameter of the radial rotor elements of the auxiliary rotors of each of the respective main and tandem rotors is smaller than the diameter of the propeller blades (12a, 12b) of the main and the main rotors. tandem.   28. Helicopter characterized in that it comprises a fuselage (2); a main rotor (4a) with propulsion blades (12a) driven by a rotor shaft (8a) on which the blades are mounted; a tandem rotor (4b) driven by a second rotor shaft oriented substantially parallel to the rotor shaft (8a) of the main rotor (4a) with propulsion blades (12b) driven by the second rotor shaft; rotor on which the blades are mounted, an auxiliary rotor (5a) driven by the rotor shaft (8a) of the main rotor (4a) and provided with radial rotor elements with respect to the rotor shaft (8a) for a rotation in the direction of rotation of the main rotor (4a), the auxiliary rotor (5a) being mounted so that the longitudinal axis of one of the propulsion blades 12a) of the main rotor (4a) is arranged with respect to the longitudinal axis of one of the radial rotor elements of the auxiliary rotor (5a), and the main rotor (4a) and the auxiliary rotor (5a) being connected to each other by a mechanical connection, so that a tilting movement of the auxiliary rotor (5a) controls the angle of incidence of at least one of the prop blades ulsion (12a) of the main rotor (4a), and an auxiliary rotor (Sb) driven by the rotor shaft of the tandem rotor (4b) and provided with radial rotor elements with respect to the rotor rotor shaft in tandem (4b) for rotation in the direction of rotation of the main rotor (4a) of the tandem rotor helicopter (4b), the auxiliary rotor (Sb) of the tandem rotor (4b) being mounted so that the longitudinal axis of one of the propulsion blades (12a) of the main rotor (4a) is arranged with respect to the longitudinal axis of one of the radial rotor elements of the auxiliary rotor (5a), and the main rotor (4a) ) and the auxiliary rotor (5a) being connected to each other by a mechanical connection, so that a tilting movement of the auxiliary rotor (5a) controls the angle of incidence of at least one of the propulsion blades (12a) of the main rotor (4a).   29. Helicopter according to claim 28, characterized in that the auxiliary rotor diameter (5a) is smaller than the diameter of the main rotor (4a) for the main rotor (4a) as for the tandem rotor (4b).   Helicopter according to claim 28 or 29, characterized in that the auxiliary rotor (5a) is provided with stabilizing masses (39) which are respectively fixed to a radial rotor element.   31. Helicopter, characterized in that it comprises a fuselage (2); a main rotor (4a) with propulsion blades (12a) driven by a rotor shaft (8a) on which the blades are mounted; a tandem rotor (4b) driven by a second rotor shaft oriented substantially parallel to the rotor shaft (8a) of the main rotor (4a), an auxiliary rotor (5a) driven by the rotor shaft (8a) of the main rotor (4a) and provided with radial rotor elements with respect to the rotor shaft (8a) for rotation in the general direction of rotation of the main rotor (4a), the auxiliary rotor (5a) being mounted so that the longitudinal axis of one of the propeller blades (12a) of the main rotor (4a) is disposed with respect to the longitudinal axis of one of the radial rotor members of the auxiliary rotor (5a); a rotor with propulsion blades (12a) which is driven by a rotor shaft (8a) and which is mounted on said rotor shaft (8a), so that the angle of incidence of the rotor in the rotor plane rotation of the rotor and the rotor shaft (8a) is variable; and an auxiliary rotor (5a) rotatable with the rotor shaft (8a) and provided for relative tilting movement about the rotor shaft (8a) and which is of a different relative position so that the auxiliary rotor (5a) causes the angle of incidence of the main rotor (4a) to be different.   32. Helicopter characterized in that it comprises a fuselage (2); a main rotor (4a) with propulsion blades (12a) driven by a rotor shaft (8a) on which the blades are mounted; a tandem rotor (4b) driven by a second rotor shaft oriented substantially parallel to the rotor shaft (8a) of the main rotor (4a), with the main rotor (4a) having an auxiliary rotor (5a); ) driven by the rotor shaft (8a) of the main rotor (4a) and provided with radial rotor elements with respect to the rotor shaft (8a) for rotation in the general direction of rotation of the main rotor (4a) ), the auxiliary rotor (5a) being mounted in such a way that the longitudinal axis of one of the propulsion blades (12a) of the main rotor (4a) is arranged with respect to the longitudinal axis of one of the rotor elements radial blades of the auxiliary rotor (5a); such that the angle between the plane of rotation of the main rotor (4a) and the rotor shaft (8a) is variable; with for the tandem rotor (4b) an auxiliary rotor (Sb) driven by the rotor shaft of the tandem rotor (4b), and the auxiliary rotor (5b) having two radial rotor elements extending substantially in one axis longitudinally substantially parallel to the longitudinal axis of at least one of the propeller blades (12a) of the main rotor (4a) or with a relatively small acute angle with respect to the longitudinal axis of the rotor propulsion rotor in tandem (4b), each of the auxiliary rotors (5a, 5b) being respectively mounted in tilting relation on an oscillating shaft (30) which is provided generally transverse to its rotor shaft (8a) of the rotor main (4a) and respective tandem rotors and the tilting movement of the auxiliary rotor (5a) controlling the angle of incidence of at least one of the propulsion blades (12a) of the respective main rotor (4a).   33. Helicopter according to claim 32, characterized in that the main rotor (4a) comprises two propulsion blades (12a) arranged in a generally aligned manner with each other.   34. Helicopter according to claim 32 or 33, characterized in that the longitudinal axis of one of the propulsion blades (12a) of the main rotor (4a) is arranged at an acute angle with the longitudinal axis of the radial rotor elements. respectively.   35. Helicopter according to claim 32, 33 or 34, characterized in that the main rotor (4a) and the tandem rotor (4b) rotate in the same direction.   36. Helicopter according to claim 28, characterized in that the main rotor (4a) and the tandem rotor (4b) rotate in an opposite direction.   37. Helicopter according to any one of claims 1 to 16, characterized in that the fuselage (2) comprises a front end and, viewed transversely, the extension (F) of the fuselage (2) at the front end. is substantially in the same position as the outer circumferential position of the main rotor (4a).   38. Helicopter according to any one of claims 16 and 37, characterized in that the fuselage (2) comprises a rear end and, viewed transversely, the extension (G) of the fuselage (2) at the rear end is substantially in the same position as the outer circumferential position of the tandem rotor (4b).   39. Helicopter according to any one of claims 1 to 16, 37 and 38, characterized in that at least the rotor shaft (8a) for the main rotor (4a) or the rotor shaft for the rotor in tandem (4b) is inclined with respect to a vertical axis passing through the fuselage (2).   40. Helicopter according to claim 39, characterized in that the two shafts are inclined with respect to the vertical axis.   41. Helicopter according to claim 40, characterized in that the inclination of the main rotor shaft (4a) and the tandem rotor shaft (4b) are inclined opposite to the vertical axis.   42. Helicopter according to any one of claims 39 to 41, characterized in that the inclination relative to the vertical axis is controlled by a servomechanism, the mechanism thus responding to the control lace.   43. Flying object characterized in that it comprises a fuselage (2); a main rotor (4a) with propulsion blades (12a) driven by a rotor shaft (8a) on which the blades are mounted; a tandem rotor (4b) with propulsion blades (12b) driven by a second rotor shaft oriented substantially parallel to the rotor shaft (8a) of the main rotor (4a), an auxiliary rotor (5a), ) driven by the rotor shaft (8a) of the main rotor (4a) and provided with radial rotor elements with respect to the rotor shaft (8a) for rotation in the direction of rotation of the main rotor (4a) the auxiliary rotor (5a) being mounted in tilting relation on an oscillating shaft (30) and the tilting movement being relatively upwardly and downwardly relative to the auxiliary shaft, and the auxiliary shaft is provided substantially transversely to the rotor shaft (8a) of the main rotor (4a), the main rotor (4a) and the auxiliary rotor (5a) being connected to each other by a mechanical connection, such that the tilting movement of the auxiliary rotor (5a) controls the angle of incidence of at least one of s propeller blades (12a) of the main rotor (4a).   44. Flying object according to claim 43, characterized in that the fuselage (2) of the object is selectively a toy vehicle or a toy figure.   45. Flying object characterized in that it comprises a fuselage (2); a main rotor (4a) with propulsion blades (12a) which is driven by a rotor shaft (8a) and which is mounted on said rotor shaft (8a) so that the angle of incidence of the rotor principle (4a) in the plane of rotation of the rotor and the rotor shaft (8a) is variable, and an auxiliary rotor (5a) rotatable with the rotor shaft (8a) and provided for relative tilting movement around the rotor shaft (8a) and which is in a different relative position so that the auxiliary rotor (5a) causes the angle of incidence of the main rotor (4a) to be different, and a rotor in tandem (4b) with propulsion blades (12b) driven by a second rotor shaft oriented substantially parallel to the rotor shaft (8a) of the main rotor (4a).   46. A flying object according to claim 45, characterized in that the fuselage (2) of the object is selectively a toy vehicle or a toy figure.