KR100810725B1 - A vertical takeoff and landing aircraft - Google Patents

Abstract

A vertical takeoff and landing aircraft is provided to prevent malfunction caused by complication of a system by separating each system. A vertical takeoff and landing aircraft includes a main rotor system(100) and a cycloid rotor system(300). The main rotor system includes a first driving source, a first rotating center unit(330), and a first rotor unit(350). The first driving source is mounted on a body. The first rotating center unit is rotated by the first driving source. The first rotor unit is placed on circumference having a center on the first rotating center unit and has a plurality of first blades(351) placed on a plane in parallel with a plane including a horizon passing through both side surfaces the body. The cycloid rotor system includes a second driving source, a second rotating center unit(120), a second rotor unit, a supporting member, and a pitch control unit. The second rotating center unit is rotated by the second driving source. The second rotor unit is placed on circumference having a center on the second rotating center unit and has a plurality of second blades placed in parallel with the horizon. One end of the supporting member rotatably supports the second blade. The other end of the supporting member is coupled with the second rotating center unit. The pitch control unit has a plurality of connecting members connected to the second rotating center unit, a rotating disk to rotate together with the second rotor unit, and a control unit to change a size and a phase of a pitch angle of the second blade.

Description

A take off and landing aircraft

1 is a view showing the appearance of the vertical takeoff and landing vehicle according to the first embodiment of the present invention.

2A and 2B are top and side views of FIG. 1;

3 is an enlarged view of the maintor system of FIG. 1;

4A and 4B are enlarged views of the cycloidal rotor system shown in FIG.

FIG. 5 is an enlarged view of the pitch control unit of FIG. 4A; FIG.

FIG. 6 shows an example of a deformable structure of the cycloidal rotor system shown in FIG. 4A.

FIG. 7 is a view showing a modified example of the pitch control unit shown in FIG. 4A; FIG.

8a to 8c is a view for explaining the take-off and flight process of the aircraft using the cycloid rotor system shown in Figure 4a.

9 is a view showing the appearance of the vertical takeoff and landing vehicle according to the second embodiment of the present invention.

10 is a view showing the appearance of the vertical takeoff and landing vehicle according to the third embodiment of the present invention.

11 is a view showing a conventional vertical takeoff and landing vehicle,

<Explanation of symbols for the main parts of the drawings>

100 ... cycloidal rotor system 110 ... second rotor part

111 ... 2nd blade 120 ... 2nd rotation center

130 support member 140 pitch control unit

150 ... 2nd source 200 ... fuselage

300.Main rotor system 310.First driving source

330 ... 1st rotation center 350 ... 1st rotor part

The present invention relates to a vehicle capable of vertical takeoff and landing, and more particularly, to a vertical takeoff and landing vehicle having a cycloid blade system.

In general, a vehicle is classified into a method of taking off by taking lift while sliding a predetermined distance, and a method of taking off and landing in a vertical position by lifting the lift from the rotation of the rotor, which is a rotary blade. A typical example of a vehicle capable of vertical takeoff and landing is a helicopter 10 as shown in FIG. 11. The helicopter 10 has a mechanism for generating lift while rotating the vertical shaft 11 on which the rotor 12 is installed, and gaining the force in the direction of flight by tilting the plane drawn by the rotor 12 as it rotates. have.

However, such a typical vertical takeoff and landing vehicle requires a complicated control mechanism because the rotor 12 is responsible for lifting, thrust, and turning.

In other words, the blade pitch angle must be changed by collective pitch control for vertical ascent and descent, and the pitch of the blade blade can be tilted back and forth and left and right through the cyclic pitch control for pitching and rolling motion and forward and backward flight. Should be.

This structure complicates the control mechanism of the rotor system and becomes a major cause of system malfunction. Since the fuselage 13 is located directly below the rotating rotor 12, the flow of air is disturbed and the efficiency of force utilization is improved. There is a bad problem.

Therefore, there is a need for a vertical takeoff and landing vehicle with a new structure that can address these shortcomings.

The present invention has been made in order to solve the above-mentioned problems, by separating the main rotor system and the cycloid rotor system to perform a different role, the control is easy, the conversion process of the system is simple and instantaneous lifting force As well as occurrence, it is advantageous for posture control and direction change, and it has high dynamics, so it is easy to play the role of reconnaissance, exploration, monitoring, transportation, etc., and prevents malfunctions that may occur as the system is asleep. The objective is to provide a vertical takeoff and landing vehicle that can.

The vertical takeoff and landing vehicle of the present invention for achieving the above object is a vertical takeoff and landing vehicle having a flight mechanism for vertically taking off and landing the fuselage, the main rotor system for generating a lift and the cycloid rotor system for generating lift and thrust. The main rotor system includes: a first driving source mounted to the body; A first rotation center part rotated by the first driving source using a vertical line included in a plane perpendicular to a plane including horizontal lines penetrating both sides of the fuselage; A plurality of first blades disposed on a circumference centered on the first center of rotation and disposed on a plane parallel to a plane including the horizontal line, wherein the first blade rotates to generate lift; And a rotor portion, wherein the cycloid rotor system comprises: a second driving source mounted to the body; A second rotation center part which is rotated by the second driving source using a parallel line parallel to the horizontal line on a plane including the horizontal line; A second rotor part disposed on a circumference centered on the second rotation center part, the second rotor part including a plurality of second blades arranged in parallel with the horizontal line to generate lift and thrust while the second blade rotates; One end rotatably supporting the second blade and the other end supporting member coupled to the second rotation center; A plurality of connection members having one end connected to an operation point of the second blade spaced apart from the rotation axis of the second blade by a predetermined distance, and the other ends of the respective connection members connected to each other, and the reference position of the center of the second rotation center part; By rotating and rotating the rotating disk and the center of the rotating disk from the reference position from the reference position so that the pitch angle size and phase of the rotating blade and the second blade connected to the connecting member are changed. And a pitch control unit having an adjustment means.

Hereinafter, a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.

1 is a view showing the appearance of a vertical takeoff and landing aircraft according to the first embodiment of the present invention, Figures 2a and 2b is a plan view and a side view of Figure 1, Figure 3 is an enlarged view of the main rotor system of Figure 1 4A and 4B are enlarged views of the cycloidal rotor system shown in FIG. 1, FIG. 5 is an enlarged view of the pitch control unit of FIG. 4A, and FIG. 6 is shown in FIG. 4A. FIG. 7 is a diagram illustrating an example of a deformable structure of a cycloidal rotor system, and FIG. 7 is a diagram showing a deformable example of a pitch control unit shown in FIG. 4A, and FIGS. 8A to 8C are views using the cycloidal rotor system shown in FIG. 4A. 9 is a view for explaining the take-off and flight process of the aircraft, Figure 9 is a view showing the appearance of the vertical takeoff and landing vehicle according to the second embodiment of the present invention, Figure 10 is a vertical take-off according to a third embodiment of the present invention It shows the appearance of the vehicle.

1 and 9 and 10, the vertical takeoff and landing vehicle of the present invention includes a main rotor system for generating lift and a cycloid rotor system for generating lift and thrust.

First, the vertical takeoff and landing vehicle according to the first embodiment will be described.

1 and 2A and 2B, the vertical takeoff and landing vehicle according to the first embodiment includes a main rotor system 300 and a cycloid rotor system 100.

As shown in FIG. 3, the main rotor system 300 includes a first driving source 310, a first rotation center 330, and a first rotor unit 350.

The first drive source 310 is mounted to the body 200.

The first rotation center 330 is rotated by the first driving source 310 using a vertical line Y included in a plane perpendicular to a plane including a horizontal line X penetrating both sides of the body 200 as a rotation axis. do.

Between the first driving source 310 and the first center of rotation 330, for example, a gear box 320 may be used as the power transmission means as shown in Figure 3, in addition to the power transmission structure using a belt may be employed. Of course.

The first rotor part 350 is disposed on a circumference centered on the first rotation center part 330, and includes a plurality of first blades 351 arranged on a plane parallel to the plane including the horizontal line X. Including, the first blade 351 is rotated to generate a lift.

In the present embodiment, four cycloidal rotor systems 100 are provided at both sides of the body 200 in front and rear.

4A and 4B illustrate one of the four cycloidal rotor systems 100 described above in greater detail. As shown, the cycloid rotor system 100, the second drive source 150 is mounted on the body 200, the axis of rotation parallel to the horizontal line (P) parallel to the horizontal line (X) on a plane including the horizontal line (X) As a result, the second rotation center portion 120 rotated by the second driving source 150 and the plurality of second blades 111 disposed evenly on each other on the circumference centered on the second rotation center portion 120. And a plurality of support members 130 connecting the second rotor part 110, the second rotation center part 120, and the second blade 111 to support the second blade 111 in a cantilevered shape. In order to change the pitch angle of the second blade 111, the pitch control unit 140 for providing an action force to the operating point of the second blade 111 is basically provided. Reference numeral 120a denotes a cover of the second center of rotation 120.

The second center of rotation 120 is preferably disposed below the center of gravity of the body 200 in the up and down direction when considering the side of the anti-torque and the like.

The support member 130 is firmly fixed to the second center of rotation 120.

The second blade 111 is intended to be able to vary the pitch angle for the adjustment of the lift and thrust, in the present embodiment, the cross-sectional shape is illustrated as a symmetrical airfoil mainly used for the wing of the plane. However, as long as the pitch angle can be varied, an asymmetric airfoil can also be employed. The second blade 111 is disposed in parallel to the horizontal line in the longitudinal direction, it is arranged to be substantially perpendicular to the direction of the wind flowing in during rotation.

A state in which the widthwise position of the second blade 111 coincides with the circumferential tangential direction of the second rotor part 110 is used as a reference position without changing the pitch angle of the second blade 111. In this state, if the second blade 111 having the symmetrical airfoil returns along the circumference of the second rotor unit 110, the lift force is not generated. Therefore, the system drive at the reference position without the pitch angle change of the second blade 111 is mainly used at the time of warming up.

On the other hand, since the second blade 111 is affected by the load due to the centrifugal force generated while rotating, it is preferable to have the required rigidity and light weight in terms of structural safety and operational efficiency. Therefore, the second blade 111 is preferably made of a fiber-reinforced composite material having an excellent weight-to-stiffness ratio, such as glass fiber or carbon fiber. It is possible to form the second blade 111 using the composite material by conventional techniques. In the case of using such a composite material it is possible to reduce the load applied to the pitch control unit 140 to prevent structural damage and extend the life. In addition, the number of second blades 111 may vary depending on the weight of the vehicle.

One end of the support member 130 is fixed to the second rotation center 120, and the rotation shaft 131 provided at the other end rotatably supports the second blade 111 so that the pitch angle can be changed. In this case, it is advantageous to prevent the damage caused by unnecessary vibration of the second blade 111 such that the position of the rotation shaft 131 is located at the center of gravity of the cross section of the second blade 111.

Next, FIG. 5 is an enlarged view of the pitch control unit 140 installed in the second rotation center 120.

Referring to FIG. 5, the pitch control unit 140 includes a connection member 142 having one end connected to an operation point 132a spaced apart from the rotation shaft 131 of the second blade 111 by a predetermined interval in the width direction, and a connection member. The other end of the (142) is connected to the rotating disk 141 is rotated with the center of the second center of rotation 120 as a reference position, and the lifting force by the linear and rotational movement of the center of the rotating disk 141 from the reference position Adjusting means 143 for changing the phase of the second blade 111 to adjust the magnitude of the pitch angle of the second blade 111 to generate the thrust and the direction of the force.

The connecting member 142 is a conventional rod having a shape of a material that withstands the tensile and compressive forces acting by the second blade 111, the rod 142 is a connecting portion while changing the pitch angle of the second blade 111 It is preferable to connect using a bearing so that the rotation can be made. In addition, it is also connected to the rotating disk 141 by using a bearing, one of the rod 142 'is fixed directly to the rotating disk 141. The working point 132a to which the rod 142 is connected to the second blade 111 is determined in consideration of the range of the pitch angle change of the second blade 111 and the operating range of the adjustment means 143 to be described later.

In addition, although the operating point 132a for connecting the rod 142 may be directly provided on the second blade 111, manufacturing problems and prevention of turbulence of air flow flowing through the surface of the second blade 111 are prevented. In order to provide a separate intermediate member 132 is preferred. That is, while the second blade 111 is fastened to the intermediate member 132, and the intermediate member 132 is rotatably coupled to the rotating shaft 131 fixed to the support member 130, the intermediate member member 132. It is provided to the action point 132a on one side. The rotating shaft 131 is a bearing (not shown) is installed therein, the shaft (not shown) formed in the intermediate member 132 is fitted to the inner ring of the bearing is fixed.

Next, the rod 142 is connected to the rotating disk 141 and the bearing, except for one 142 ', and the rod 142', which is a reference among the rods 142, is a mechanism on the rotating disk 141. Is fixed for academic operation. The rod 142 ′ fixed in this way takes a greater load than the other rods 142 when the second blade 111 rotates, and thus, the rod 142 ′ needs to be manufactured more robustly.

In addition, the rotating disk 141 is mounted to the adjusting means 143 through the ball bearing 143c. That is, the rotating disk 141 is connected to the outer ring of the ball bearing 143c and is installed in a state rotatable about the eccentric shaft 143a '.

The adjusting means 143 translates the guide portion 143a on which the rotating disk 141 is mounted, the guide rail 143b for guiding the guide portion 143a linearly, and the guide portion 143a. A guide part drive source 143e, a direction control block 143d mounted on the second rotation center part 120 to mount the guide part 143a, and a direction control block drive source 143f for rotationally driving it; do.

The guide part 143a is connected to the rotating plate 141 by being coupled to the inner ring of the ball bearing 143c by the eccentric shaft 143a 'provided at the center thereof. Therefore, when the guide part 143a moves along the guide rail 143b, the rotating disk 141 makes a linear motion so that the pitch angle of the second blade 111 is adjusted.

In addition, when the direction control block 143d is rotated by a desired angle using the direction control block driving source 143f, the eccentric shaft 143a 'of the guide part 143a mounted thereto is also rotated by the second blade 111. The phase of is changed and the direction of action of the force is changed. At this time, the rotation of the second blade 111 or the second rotation center 120 has no effect. Of course, in order to return the position of the eccentric shaft 143a 'according to the rotation of the direction control block 143d, the eccentric shaft 143a' should not be coaxial with the rotation center of the direction control block 143d and at a predetermined interval. It must be spaced apart.

In this embodiment, the auxiliary support member 130a is further installed as shown in FIG. 4B to ensure more stable support of the second blade 111. One end of the auxiliary support member 130a is fixed to the support shaft 120b extending from the second rotation center 120, and the other end is coupled to the coupling part 111a provided at the end of the second blade 111. The second blade 111 is supported in a rotatable state. In this case, since each second blade 111 is supported at two points, a more stable support structure can be realized.

On the other hand, unlike the present embodiment, as shown in Figure 6 according to the embodiment can be implemented in the cantilever form in which only one end of the second blade 111 is supported on the support member 130, but for more stable support It will be preferred that the auxiliary support member (130a) is provided.

On the other hand, Figure 7 shows a deformable example of the above guide portion drive source (143e) and the direction control block drive source (143f). Here, the center of the guide rail 143b is directly configured by the lead screw so that the guide part 143a is linearly moved according to the driving of the guide part driving source 143e, and the direction adjusting block driving source is directly on the rotation axis of the direction control block 143d. 143f is connected to rotate the direction control block 143d. In this case, however, the rotation shaft 101 and the second drive source 150 are driven by the belt 160 ′ as shown in order to avoid the overlap in the arrangement of the second drive source 150 and the direction control block drive source 143f. It is desirable to.

In the present embodiment, as shown in FIGS. 1 and 2A and 2B, two cycloid rotor systems 100 disposed at both front sides are connected to one second driving source (not shown) to rotate together, and the second The rotation center 120 is disposed to be spaced apart from the body 200, and a connection member 190 is provided to connect the second rotation center 120 and the body 200. In addition, the two cycloid rotor system 100 arranged on both sides of the rear is configured in the same manner as above, if configured in this way can be used as a rotorcraft aircraft such as reconnaissance, exploration, surveillance, transport, etc. by reducing the size of the fuselage.

Referring to the operation of the vertical takeoff and landing aircraft configured as described above are as follows.

First, two cycloidal rotor systems 100 disposed on both front sides of the fuselage 200 and two cycloidal rotor systems 100 disposed on both rear sides of the fuselage 200 are configured to rotate in opposite directions. Because, when the second rotor portion 110 of each system rotates at a high speed, the body 200 also receives torque to rotate accordingly, so that the front and rear cycloid rotor system 100 can be offset from each other so as to counteract this. To rotate in the opposite direction. Thus, in order to ensure the stability of the flight in this way to drive the front and rear cycloid rotor system 100 in reverse.

Once taken off, a warm-up step is required to operate the main rotor system 300 and the cycloid rotor system 100 with the aircraft landing on the ground.

At this time, the first blade 351 of the main rotor system 300 is gradually rotated by the first driving source 310, and since lift force is proportional to speed, no lift force is generated even if the first blade 351 rotates.

In addition, the eccentric angle of the second blade 111 of the cycloid rotor system 100 is zero, that is, as shown in Figure 8a, the widthwise position of the second blade 111 is the second rotor portion 110 The state coincides with the tangential direction on the circumference. In this state, even if the second blade 111 rotates along the circumference of the second rotor unit 110, no lift force is generated, and only the system warms up.

Then, when warming up is completed to some extent to take off the aircraft, the first blade 351 is rotated at a high speed by the first driving source 310 to generate lift.

In addition, the pitch angle of the second blade 111 is adjusted so that lifting force is generated by linearly moving the guide part 143a of the pitch control part 140. At this time, the action direction of lift may be a direction in which the vehicle is vertically raised depending on the setting of the pitch angle, or may be a direction in which the vertical rising direction and the forward direction are combined. Here, it is assumed that the direction of action of lifting force at take-off is a vertical upward direction.

Therefore, when the second center of rotation 120 continues to rotate, lift force acts on the second blade 111 so that the vehicle floats in the vertical upward direction. At this time, the pitch angle state of the second blade 111 may be regarded as a state as shown in FIG. 8B, for example.

In this process, the magnitude of lift can be adjusted by further changing the pitch angle of the second blade 111. That is, when the guide disc 143a is linearly moved along the guide rail 143b to displace the rotating disk 141, the second blade 111 connected through the rod 142 is rotated and the pitch angle is larger. Or small. Therefore, the amount of lift obtained from the rotation of the second blade 111 is adjusted. This pitch angle is adjusted in proportion to the eccentric size of the pitch control unit 140 indicated by b in FIG. 8C, that is, the distance in which the guide unit 143a is linearly moved. When b is zero, that is, when the eccentricity is zero, the pitch angle angle of each second blade 111 becomes zero, and as the eccentricity size b becomes larger, the maximum pitch angle of each second blade 111 becomes larger.

In this way, in order to advance the aircraft taken off from the ground it is necessary to change the direction of action of the force obtained from the second blade 111 from the vertical rising direction to the upward and forward directions. To this end, the phase itself of the second blade 111 is changed by rotating the direction control block 143d as shown in FIG. 8C. That is, when the direction adjustment block 111 is rotated by operating the direction control block driving source 143f, the guide part 143a fixed thereto is rotated to generate an eccentric angle as indicated by a in FIG. 8C, which is rotated. The disk 141 and the rod 142 are transferred to the second blade 111 to bring about a phase change of the entire second blade 111. In this case, the overall direction of action of the force obtained as the second blade 111 rotates moves along the phase change. For example, when the phase is changed toward the forward direction while the force is applied in the vertical upward direction, the vehicle At the same time, they move forward with the force of the forward direction.

Therefore, by actively controlling the change in the pitch angle and the phase of the second blade 111 through the above process, it is possible to easily adjust the vertical take-off and landing and flight of the aircraft.

As mentioned above, the first blade of the main rotor system only plays the role of generating lift. Therefore, it is not necessary to tilt the rotating surface of the first blade, and since the first blade is disposed on a plane parallel to the plane including the horizontal line, the structure becomes very simple. In addition, the cycloid rotor system plays a role in thrust, direction change and attitude control as well as generating lift during takeoff and in-flight flight.

As such, by separating the main rotor system and the cycloid rotor system and performing different roles, the control is easy and the conversion process of the system is simple and instant. .

In addition, since it has the characteristics of high dynamics, it is easy to play a role of reconnaissance, exploration, surveillance, and transportation.

Furthermore, by separating each system, it is possible to prevent malfunctions that may occur as the system wakes up.

Meanwhile, the vertical takeoff and landing vehicle according to the second embodiment is illustrated in FIG. 9.

As shown in FIG. 9, the vertical takeoff and landing vehicle according to the second embodiment includes a main rotor system 300 and a cycloidal rotor system 100, and the cycloidal rotor system 100 is provided at both sides of the fuselage 200, respectively. Two are provided.

The two cycloid rotor systems 100 are preferably rotated in opposite directions to secure the flight.

The structure and operation of the main rotor system 300 and the cycloid rotor system 100 in the present embodiment are the same as those in the first embodiment described above, and thus the details of the main rotor system 300 and the cycloid rotor system 100 are described here. The description will be omitted.

The second center of rotation of the cycloidal rotor system is preferably disposed below the center of gravity of the body 200 in the vertical direction, and at the center of gravity in the front-rear direction in consideration of the side of counter torque.

Meanwhile, a vertical takeoff and landing vehicle according to the third embodiment is illustrated in FIG. 10.

As shown in FIG. 10, the vertical takeoff and landing vehicle according to the third embodiment includes two main rotor systems 300 for generating lift and two front and rear sides of the fuselage 200 to generate lift and thrust. One cycloid rotor system 100, and a second cycloid rotor system 400 is provided at the rear of the body 200 to generate the lift and thrust.

The first cycloid rotor system 100 is parallel to the horizontal line X on a plane including a second driving source (not shown) mounted to the body 200 and a horizontal line X penetrating both sides of the body 200. The second rotation center 120 rotates by the second driving source with one parallel line P as the rotation axis, and is disposed on a circumference centered on the second rotation center 120 and disposed parallel to the horizontal line X. A second rotor part 110 including a plurality of second blades, a plurality of first supporting members 130 connecting the second rotation center part and the second blade and supporting the second blade in the form of a cantilever beam, And a first pitch control unit (not shown) for applying an acting force to the action point of the second blade to change the pitch angle of the second blade.

The second cycloid rotor system 400 uses a third driving source (not shown) mounted on the body 200 and a straight line Z perpendicular to the horizontal line X on a plane including the horizontal line X as the rotation axis. A third rotor portion including a third rotation center portion 420 rotated by a third driving source, and a plurality of third blades disposed on a circumference centered on the third rotation center portion and disposed perpendicular to the horizontal line X. 410, a plurality of second supporting members 430 connecting the third rotation center and the third blade to support the third blade in the form of a cantilever beam, and a third blade to change the pitch angle of the third blade. And a second pitch control unit (not shown) for imparting an action force to an action point of the.

The structure and operation of the main rotor system 300 and the first and second cycloid rotor systems 100 and 400 in the present embodiment are the same as those of the main rotor system and the cycloid rotor system in the first embodiment. Detailed description of the main rotor system 300 and the first and second cycloid rotor systems 100 and 400 will be omitted.

As described above, although described with reference to a preferred embodiment of the present invention, those skilled in the art various modifications of the present invention without departing from the spirit and scope of the invention described in the claims below. Or it may be modified.

According to the vertical takeoff and landing aircraft of the present invention as described above, there are the following effects.

By separating the main rotor system and the cycloid rotor system and performing different roles, the control is easy, and the conversion process of the system is simple and instantaneously possible, which is advantageous not only for lifting but also for attitude control and direction change.

In addition, since it has the characteristics of high dynamics, it is easy to play a role of reconnaissance, exploration, surveillance, and transportation.

Furthermore, by separating each system, it is possible to prevent malfunctions that may occur as the system wakes up.

Claims (19)

A vertical takeoff and landing vehicle having a flight mechanism for vertically taking off and landing the fuselage, Including a lift system that generates lift and a cycloid rotor system that generates lift and thrust, The main rotor system, A first driving source mounted to the body; A first rotation center part rotated by the first driving source using a vertical line included in a plane perpendicular to a plane including horizontal lines penetrating both sides of the fuselage; A plurality of first blades disposed on a circumference centered on the first center of rotation and disposed on a plane parallel to a plane including the horizontal line, wherein the first blade rotates to generate lift; 1 rotor portion; including, The cycloid rotor system, A second driving source mounted to the body; A second rotation center part which is rotated by the second driving source using a parallel line parallel to the horizontal line on a plane including the horizontal line; A second rotor part disposed on a circumference centered on the second rotation center part, the second rotor part including a plurality of second blades arranged in parallel with the horizontal line to generate lift and thrust while the second blade rotates; One end rotatably supporting the second blade and the other end supporting member coupled to the second rotation center; A plurality of connection members having one end connected to an operation point of the second blade spaced apart from the rotation axis of the second blade by a predetermined distance, and the other ends of the respective connection members connected to each other, and the reference position of the center of the second rotation center part; By rotating and rotating the rotating disk and the center of the rotating disk from the reference position from the reference position so that the pitch angle size and phase of the rotating blade and the second blade connected to the connecting member are changed. A vertical takeoff and landing vehicle comprising a; pitch control unit having an adjusting means. The method of claim 1, The cycloid rotor system is a vertical take-off and landing vehicle, characterized in that four are provided on both sides of the front and rear of the fuselage. The method of claim 2, And the second center of rotation is disposed below the center of gravity of the fuselage in the vertical direction. The method of claim 2, And the two cycloidal rotor systems disposed on both front sides of the fuselage and the two cycloidal rotor systems disposed on both rear sides of the fuselage respectively rotate in opposite directions. The method of claim 1, The cycloid rotor system is provided with two on each side of the fuselage, respectively And the two cycloidal rotor systems are rotated in opposite directions to each other. The method of claim 5, The second rotational center portion is a vertical take-off and landing aircraft, characterized in that disposed in the center of gravity in the vertical direction, below the center of gravity in the vertical direction. The method of claim 1, A vertical takeoff and landing vehicle, characterized in that the cross section of the second blade is a symmetrical airfoil. The method of claim 1, The second blade is a vertical takeoff and landing aircraft, characterized in that made of a fiber reinforced composite material. The method of claim 1, The second blade is a vertical takeoff and landing aircraft, characterized in that supported by the support member in the form of cantilever. The method of claim 1, The vertical takeoff and landing vehicle further comprising an auxiliary support member supporting the middle portion of the second blade. The method of claim 10, The auxiliary support member is a vertical takeoff and landing vehicle, characterized in that for supporting the end of the second blade. The method of claim 1, And a rotation axis of the second blade is located at the center of gravity of the cross section. The method of claim 1, One of the connecting members is a vertical take-off and landing aircraft, characterized in that fixed to the rotating disk. The method of claim 1, Adjusting means of the pitch control unit, the guide unit on which the rotating disk is mounted, a guide unit driving source for translating the guide unit along the guide rail, the direction control block and the direction control block on which the guide unit is mounted to rotate Vertical takeoff and landing vehicle comprising a direction control block driving source. The method of claim 14, Vertical rotary takeoff and landing vehicle, characterized in that the rotating disk and the guide portion is connected through a ball bearing. The method of claim 15, The guide unit is a vertical takeoff and landing vehicle, characterized in that it comprises an eccentric shaft coupled to the inner ring of the ball bearing. The method of claim 1, And the second blade is positioned so that its width direction coincides with the circumferential tangential direction of the second rotor portion when the rotating disk is in the reference position. A vertical takeoff and landing vehicle having a flight mechanism for vertically taking off and landing the fuselage, The flight mechanism includes a main rotor system for generating lift, a first cycloid rotor system provided with two at each of the front sides of the fuselage to generate lift and thrust, and one at the rear of the fuselage for lifting and thrust. A second cycloid rotor system for generating The main rotor system, A first driving source mounted to the body; A first rotation center part rotated by the first driving source using a vertical line included in a plane perpendicular to a plane including horizontal lines penetrating both sides of the fuselage; A plurality of first blades disposed on a circumference centered on the first center of rotation and disposed on a plane parallel to a plane including the horizontal line, wherein the first blade rotates to generate lift; 1 rotor portion; including, The first cycloid rotor system, A second driving source mounted to the body; A second rotation center part which is rotated by the second driving source using a parallel line parallel to the horizontal line on a plane including the horizontal line; A second rotor part disposed on a circumference centered on the second rotation center part, the second rotor part including a plurality of second blades arranged in parallel with the horizontal line to generate lift and thrust while the second blade rotates; A first support member rotatably supporting one end of the second blade and a second end coupled to the second center of rotation; A plurality of first connection members having one end connected to an operation point of the second blade spaced apart from the rotation axis of the plurality of second blades by the first supporting member, and the other ends of the first connection members connected to each other; The first rotating disk which rotates with the second rotor portion as the reference position with the center of the second rotating center portion as a reference position, and the rotating disk and the first connecting member by translating and rotating the center of the first rotating disk from the reference position. And a first pitch control unit having adjustment means for causing the pitch angle size and phase of the connected second blade to be changed. The second cycloid rotor system, A third driving source mounted to the body; A third rotation center part which is rotated by the third driving source using a straight line perpendicular to the horizontal line on a plane including the horizontal line; A third rotor part disposed on a circumference centered on the third rotation center part, the third rotor part including a plurality of third blades disposed perpendicularly to the horizontal line to generate lift and thrust while the third blade rotates; A second support member having one end rotatably supporting the third blade and the other end coupled to the third rotation center; A plurality of second connection members having one end connected to an operation point of the third blade spaced apart from the rotation axis of the plurality of third blades by the second support member, and the other ends of the second connection members connected to each other; A second rotating disk which rotates with the third rotor portion as the reference position with the center of the three rotation center portion as a reference position, and the rotating disk and the second connecting member by translating and rotating the center of the second rotating disk from the reference position. And a second pitch control unit having adjustment means for changing the pitch angle size and phase of the connected third blade. The method of claim 18, And the two first cycloid rotor systems rotate in the same direction.

Images