FR3040368A1 - ASSISTANCE SYSTEM ACTING ON THE GYROCOPTER BLADES AND SUPPORTING THE RELATIVE WIND TO ACCELERATE THEIR ROTATION AND INCREASE THE LOAD OF THE APPARATUS - Google Patents

Abstract

Autogyres or Gyrocopters: Until now the autogyres blades were driven only by the relative wind, wind produced by the movement of the machine, like that caused by the movement of a vehicle. The wing of an autogyro is then called floating. In the current state, motorizing an autogyro would necessarily create a reverse torque, hence the obligation of a tail rotor, said anti-torque rotor. Otherwise, the device would turn on itself in the opposite direction of the blades. As much not to manufacture autogyres, but helicopters. Unlike the helicopter, the blades of the autogyre or gyrocopter must remain free, without constraint, without any mechanical force, without acting motorization, between structure and rotor. The invention presented here, applying to the autogyro is revolutionary since the blades and the rotor benefit from a force and thrust independent of the rest of the apparatus. We do not use any machine-based processes to drive the blades. Thus, there is no reverse torque. No need for an anti-torque tail rotor, since the blades remain free, moved by the relative wind. This relative wind continues to drive the blades with or without the assistance of our system. The present invention consists in accelerating the rotation of the single rotor, by a free energy, without mechanical link with any motorization of the device. The system, easily achievable industrially, object of this patent invention provides, at the end of the blade, the addition of a reversible electric propulsion, consisting of a DC motor, brushless type, controlled by a collector whose circuit electrical and very simple description, are outlined schematically on a sketch. (Plate n ° 1). The electric motor of at least 736 watts (1CV), under 48 or 60 volts, drives one or more turbines producing a complementary breath that add to the relative wind. (Plate 2). This acceleration of the rotor provides the autogyro with possibilities almost identical to certain functions of the helicopter. Then take-offs and landings on the spot, without driving, and even the hovering are possible. The pilot's piloting and qualifications remain unchanged, since it is still a floating wing aircraft and not a helicopter or a powered aircraft. The claim covers everything that would lead to the direct drive of the blades, which must remain free, regardless of the energy or device used. Anteriority of the invention: Concerning the assistance to the blades of autogyro, we looked for all the achievements, from the towing of autogyres of observation by the German submarines in 1943 to the American creations of today . The most famous French and foreign manufactures were reviewed: REBOUIT en - GUEPE en - FOURNIER en - GUEPARD en - DJP en - BONNEFONS en - LEHAYE en - RICARD en - DOLEAC en - COBRA001 en - GSX AIR en - GCDII en - KB3 esp - TWINSTAR Gb - RAF2000 Canada - BENSEN usa - BARNETT Esp - DOMINATOR esp - SKYREIDER Gb - CRICKET Gb - SPEED II Gb - MACH 15 esp - M18 MAGNY it - AIRCOMMAND esp. -CL503AIRWOLF esp. -VPM13 Italy ... None of these devices has a similar system or comparable to our invention since the rotors are never technically assisted. We found no trace of a method to accelerate a self-propeller rotor in flight.

Description

INTEREST OF THE INVENTION

The difference in price between the helicopter and the autogyro is considerable, as are the capacities, the technical design, the functionalities of use and even the specific training of the pilots of helicopters (4000 €). (Purchase small helicopter 425 000 € Purchase autogyre 6 500 €).

In the helicopter the wing is motorized. A second anti-torque rotor, placed at the tail of the aircraft, is essential to prevent the helicopter from rotating on itself in the opposite direction of the main lift rotor.

In the autogyro that will be called rather Gyrocopter, the wing is free, there is no engine. Its rotor and blades rotate only under the effect of the relative wind from the movement of the machine. So you need a track or a straight line long enough to take off.

In flight, the pilot must constantly observe his tachometer, check the incidence of his rotor and the speed of his machine to always have a relative wind enough to fly.

It follows that in the autogyro, the hover is not possible since the aircraft, stopping its movement, would be deprived of the relative wind driving the blades. When attempting a hover, insufficient lift would cause the aircraft to fall.

In summary, it is not possible to motorize the blades of an autogyro, except to resort to an anti-torque device, tail rotor, variable pitch to control the direction. This would amount to wanting to turn the autogyro into a helicopter. The simplest would not it be to buy one?

Our invention consists in accelerating the rotation of the autogyro rotor and the blades by an independent force, other than the motorization of the assembly, without any relation to the propulsion and the mechanization of the apparatus.

DEVELOPMENT

This presentation does not include any aerodynamic formula since it is intended to interest only specialists and pilots who know the phenomena of lift and drag (CZ and CX) of an object flying as much and if not better than the inventor, himself. same old pilot. (The formulas and the curves are treated in all the books of Mécanique du vol and Mécanique des fluides).

The present invention provides the autogyro a power and a speed of rotation greater than that provided by the single relative wind, without creating reverse torque.

The autogyros were invented by Mr de la Cierva, in 1923. The autogyro consists of a rotor pivoting on its axis and floating blades, not mechanically activated in flight. - In the helicopter, your motorized wing makes a so-called anti-torque tail rotor indispensable. Otherwise, the device would turn on itself in the opposite direction of the blades. - In the autogyro the rotor is free. It pivots on its axis. Its rotation is driven only by the natural relative wind, provided by the movement of the machine. There is no inverse torque.

Until now, it was not possible to transmit a force to a moving part such as the autogyro rotor, since this rotor must absolutely remain unconstrained compared to the machine so that it does not turn in the opposite direction .

No solution existed. You could not motorize an autogyro, without creating this famous inverse movement. The autogyro not being motorized could not compete with the helicopter. In doing so, some important functions are impossible for him.

Any mechanical transmission is to be avoided. There is a pre-launcher rotor, but it must be disengaged at takeoff, because the aircraft would turn like a top, just left the ground.

So, no force can intervene between the machine and the rotor, under penalty of generating a reverse movement. It was necessary to find a way to bring the autogyro closer to the helicopter by a force acting solely on the blades, separately from the machine. This is our invention.

PURPOSE AND BENEFITS

The Turboprop is very close to automotives of helicopter capabilities.

Thus we will take over the name Gyrocopter, rather than autogyro, having now only the rolling previously necessary to take off. - On the ground, the Turboprop can accompany any type of launcher, hydraulic, mechanical or electrical, - In flight, acting directly on the pay, it increases their inertia and the speed of rotation, gaining lift, - It allows a take-off, without running, as soon as the rotational speed is reached (350 t / m) - Depending on the position of the switch, chosen by the pilot, the Turboprop increases or decreases in flight the lift and the circumferential speed, - Acting directly on the blades, it allows a flexible and better controlled descent, - Depending on its power, it authorizes or favors the hover, - It gives the pilot the possibility of restarting his rotor in case of an accidental stop, • He offers, in case of emergency, a faster recovery of the lift and thus of the altitude, - In case of failure of the thruster, it facilitates the landing in autorotation, - It does not cause any directional torque effect or overturning, - Placed in salmon, and well than Lightweight, it increases the rotational inertia of the blades, - It can be streamlined so as to offer minimal aerodynamic drag, • Depending on the chosen power, the turbo can increase by 30% the circumferential speed, - The usual interactions, drift, depth , beat angle are not changed, - It reduces drag (CX) coefficient of air resistance and therefore consumption, - The Turboprop brings quite remarkable and new possibilities, - The cost of adaptation is reasonable, since it is not necessary to modify the existing profiles, as long as the mechanical strength of the blades is optimum.

Indeed, depending on the material used by the manufacturer (wood, composite, extruded aluminum) and therefore the strength of its blades, it is possible to fix the turbo at the end or in the median position depending on the desired result.

The second name of the Gyrocopter autogyro has never been so deserved.

Claims (1)

CLAIM To overcome the difficulties above, we place a collector to transmit to the blades, not a mechanical force but an electrical energy. We could have, by a more complex means, sent compressed air giving the blades a rotary motion. That being so, our patent claim relates to any means of driving the blades of an autogyro, without resorting to a motor independent of the device. Schematically, our collector inserted under the toothed crown of the launcher, electrically isolates the rotor from the rest of the autogyro. Between insulating plates, there are two conductive rings made of bronze or copper. (Plate 1). One of the contact rings remains stationary relative to the mast and the control rods. The other, the one electrically connected to the turbo, rotates with the rotor. The contact between the two rings is established either by simple friction or by brushes in the manner of conventional motors. The location of the manifold may vary depending on the type of rotor. The power supply, via an inverting switch, connected to the fixed ring, is transmitted without tightening to the rotating contact ring. The simplicity of this collector makes it feasible. Through a sheathed cable, slid inside the blades, the swivel ring transmits the electric current to our reversible electric propellant placed at the end of both blades. The Turbo acts either in thrust, accelerating the rotation in normal or stationary flight, or to counter the flow finalizing, for example, the landing at a specific point, at the request of the pilot. The Turboprop is composed of a DC motor, high speed, reversible, brushless type. This engine drives one or more turbines. In normal operation the turbo, by its blowing action, gives the blades a greater circumferential speed. (Plate 2). The turbo engine is powered by a lithium battery, recharged if necessary by a generator, driven by the propulsion engine. The pilot has a simple three-way switch: Forward: Direction Rotation, elevation of the rotor speed. In the center: Coupe. Back: Inverse flow. These three positions are useful, as is the variable pitch of the helicopter blades. The Turboprop does not affect the steering of the machine nor the aerodynamic forces acting on the blade profile, since it only increases their speed of rotation. However, the profiles being varied, we leave it to the manufacturers of blades to check and adapt, if necessary, the setting of their blades.