KR20100020854A

KR20100020854A - Vtol plane adapting coaxial counter-rotating rotor system

Info

Publication number: KR20100020854A
Application number: KR1020080079646A
Authority: KR
Inventors: 문정일
Original assignee: 문정일
Priority date: 2008-08-13
Filing date: 2008-08-13
Publication date: 2010-02-23

Abstract

PURPOSE: A vertical take off and landing vehicle applying a coaxial inversion rotor system is provided to convert induced air to thrust through the fixed assembly with flaps which are installed under the lower rotor. CONSTITUTION: A fixed system comprises a fixed assembly(30) which include inner and outer circular rims of different diameters. In the fixed assembly, second flaps are arranged at regular intervals in parallel. A supporter(40) secures the inner rime and the base of the fixed assembly in place and connects an inner rim of a second rotor assembly and a rotor shaft to transfer torque to the second rotor assembly.

Description

VTOL PLANE ADAPTING COAXIAL COUNTER-ROTATING ROTOR SYSTEM} Applying Coaxial Reverse Rotor System

The present invention relates to a vertical takeoff and landing vehicle using a coaxial reversal rotor system, and more specifically, has a fixed body coupled to a lower rotor system in a coaxial reversal rotor system for coaxially inverting two rotors provided up and down. Coaxial reversing rotor that installs a plurality of angle-adjustable flaps in the lower rotor system and the fixed body and couples the rotor and the fixed body to the mother by a wire, thereby increasing safety and at the same time increasing lift and thrust synergy. A vertical takeoff and landing vehicle using the system.

The dual coaxial reversing rotor system (also referred to simply as the coaxial reversing rotor system) means that rotors rotating in opposite directions are placed vertically on the rotor shaft, which is almost vertically located near the center of the aircraft. The system is currently used in helicopters.

This system eliminates the turning force generated by one rotor (reaction force due to rotation) as the other rotor rotates in the opposite direction, preventing the flow of gas without the need for a tail rotor and making it easier to change the attitude of the gas. By focusing the engine output distributed to the tail rotor on two rotors, the torque at the rotor rotation can be increased to improve the load capacity and maneuverability.

In addition, since the tail rotor is not required, the aircraft can be miniaturized, and the lifting force is high and the maneuverability and safety are good compared to the operating power. These coaxial helicopters are commercialized as Russia's Kamov helicopter series, and are also used for forest fire disaster prevention and lifesaving purposes.

However, in spite of these advantages, the coaxial reversal helicopter has a problem in that the structure and control of the two rotor systems are complicated, and the drag against the field is large, so that the moving speed is limited by the forward speed.

In addition, as the upper and lower rotors rotate in the opposite direction, an interference phenomenon occurs and lift efficiency is lowered. Like the conventional helicopters, the two rotors are exposed to the outside, which is very significant to facilities and human life around the rotor. There was a need to secure safety because it could pose a threat.

In addition, like a conventional helicopter, when a crisis situation such as a damaged power source occurs, a fatal disadvantage exists that the safety of the crisis situation is weak because the operator falls down immediately without defense.

On the other hand, a so-called gyroplane is equipped with a rotor that rotates its own path without power driving, so it does not suddenly fall vertically even when the forward speed reaches zero in a crisis situation, but the rotor continues to rotate as the rotor continues to rotate and settles on the ground. It has the characteristics to do it.

Of course, the gyroplane's characteristics of being able to secure safety in a crisis situation is recognized as an advantage, but unlike a helicopter, it is not a vertical takeoff and landing, but the inconvenience of having to take off and landing distance by a runway, and due to inconvenient turnover, There is a problem of this vulnerability.

If the aircraft that can carry about 2 to 4 people can be miniaturized without using a coaxial reversing rotor system, it can be secured by its own rotation by the gyro effect even if there is no forward speed like gyroplane. If you can safely land with one lift, you can create as much demand as your car.

However, when examining domestic and international patent publications on coaxial inverted aircraft or gyroplane, although some of the above-mentioned disadvantages are locally overcome, there is a technique having a structure and a flight principle that can collectively improve and restore the above-mentioned disadvantages. I couldn't find it.

Therefore, it is urgent to study new and advanced aircraft using coaxial reversing rotor system, which has a configuration and function that distinguishes the existing coaxial reversing helicopter and greatly enhances safety.

The present invention has been made to overcome the problems of the above technology, in order to solve the problem that the thrust loss caused by the interference caused by the inversion of the upper rotor and the lower rotor in the aircraft equipped with the conventional coaxial inversion rotor system, The main purpose is to increase the flight speed by installing a plurality of flaps in the rotor to guide the air properly to the bottom and to install a fixed assembly having a plurality of flaps at the bottom of the lower rotor to convert the induced air into thrust.

Another object of the present invention is to provide at least the lower rotor and the fixing assembly in a doughnut-like shape by the inner and outer side rims, as compared to the existing propellers exposed to the outside as well as to place the airbag in the cockpit and to install the parachute system on top of the rotor shaft. In addition, the safety is further enhanced.

Another object of the present invention is to provide a gyro effect through the action of the flap of the lower rotor and the stationary assembly, and in a manner that forms the lower rotor larger than the upper rotor.

It is a further object of the present invention to place the lower rotor and the fixing assembly in close contact with each other to prevent the occurrence of vortex or interference phenomena in the interspace.

It is a further object of the present invention to apply the magnetically levitated linear motor system when closely arranging the lower rotor and the fixed assembly to smoothly and safely rotate the lower rotor without loss of friction.

In order to achieve the above object, a vertical takeoff and landing vehicle to which the coaxial reversal rotor system according to the present invention is applied comprises: a rotor shaft; matrix; A first rotor system including a rotor; It is provided in the lower portion of the first rotor system, the second having a rim formed in a circular shape on the inside and the outside with a difference in diameter and a plurality of radially provided a first flap that can be adjusted between the inner and outer rim A second rotor system comprising a rotor assembly; Positioned closely to the bottom of the second rotor system, having a rim formed in a circular shape on the inner and outer sides with a difference in diameter and a plurality of second flaps with an adjustable angle between the inner and outer rims at regular intervals A fastening system comprising a fastening assembly disposed parallel to the front side; And a supporter which connects the inner rim of the second rotor assembly and the rotor shaft to transfer the rotational force to the second rotor assembly, and connects and fixes the inner rim of the fixing assembly to the mother.

In addition, a protruding piece is formed along a circumference of one side of the inner and outer rims of the fixing assembly and includes a stator, and a protruding piece is formed along a circumference of the proximal portion where the stator is formed in the second rotor assembly, thereby providing a rotor. And forming a magnetic levitation system including the stator and the rotor on one side of the stationary assembly and the second rotor assembly to allow the second rotor assembly to rotate on the stationary assembly while maintaining a short range.

According to the vertical takeoff and landing vehicle using the coaxial reversal rotor system according to the present invention,

1) By applying the coaxial reversing rotor system, it has the advantages such as vertical takeoff and landing, and has the advantage of increasing thrust speed by promoting thrust while minimizing the interference of air generated when rotating the upper and lower rotors.

2) The rotor may be provided in the form of disc or donut to prevent safety accidents that may occur when the rotor is rotated.

3) In case of a fall in a crisis situation, it can bring about the gyro effect by inducing air by the flap of the lower rotor and the fixing assembly, which can greatly increase occupant safety.

4) Lifting control or propulsion control of the vehicle can be more easily performed by freely adjusting the flap angle,

5) With the application of the magnetic levitation system, it is possible to prevent the secondary rotor rotation and interference phenomenon more precisely and in detail.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings. The accompanying drawings are not drawn to scale, and the same reference numerals in each of the drawings refer to the same components.

1 is a perspective view showing a schematic structure of a vertical takeoff and landing aircraft applying the coaxial reversing rotor system according to the present invention, Figure 2 is a front view of a vertical takeoff and landing aircraft applying the coaxial reversing rotor system according to the present invention.

As can be seen from Figures 1 and 2, the aircraft according to the present invention is an upper rotor (rotor of the first rotor system) that is fixed to one rotor shaft 1, as in the conventional coaxial inverted aircraft (mainly helicopter) 10 ) And the lower rotor (second rotor assembly) 20 are rotated in opposite directions, respectively, to secure the flow of the mother without the need for the tail rotor, and to apply the vertical take-off and landing function as it is. In particular, a second rotor system (lower rotor system) located below the first rotor system (upper rotor system) is formed by a disc-to-donut-like shape having a predetermined width by inner and outer rims 22 and 23. In addition to including the second rotor assembly 20 and radially arranging a plurality of first flaps 21 that can be angle-adjusted in the space generated between the inner and outer rims 22, 23, and also the angle Inner and outer rims 32 which are positioned below the second rotor system as if integrally combined by taking a state in which the second flap 31 is provided to allow cutting and a plurality of microflaps spaced apart from the second rotor system. (33), it is characterized in that it comprises a fixing system comprising a fixing assembly 30 also having a doughnut shape.

The first rotor system according to the present invention is based on the rotation in the opposite direction to the second rotor assembly 20 in the state having a plurality of rotor blades 10, as applied to the conventional coaxial inversion method.

In other words, the first rotor system rotates the rotor blades 10 in the opposite direction to the second rotor system, thereby preventing the fluidity of the mother without the tail rotor and at the same time promoting lift lift.

In the first rotor system, the rotor may of course apply a plurality of rotor blades 10 applied to the conventional coaxial reversal method, but like the second rotor assembly shown in FIG. 3, the ring has a constant width by inner and outer rims. It is also possible to comprise a first rotor assembly having a shape such as a disk.

However, considering that lift and thrust are generated by the rotation of the rotor, the rotor structure in the existing coaxial reversal rotor system should be particularly excessively deformed, and the rotor in the first rotor system is the conventional coaxial reversal. It would be desirable to consist of a plurality of rotor blades 10, such as a rotor in a rotor system.

A lower portion of the first rotor system is mounted with a composite structure having a structure and an arrangement position as shown in FIG. The composite structure according to the invention is a combination of a second rotor system with a second rotor assembly 20 that rotates in a direction opposite to the rotor blade 10 of the first rotor system and a stationary system with a stationary assembly 30. Consists of

3 is a plan view showing a schematic structure of a second rotor assembly according to the present invention.

The second rotor system consists of an inner rim 23 and an outer rim 22 having a larger diameter than the inner rim, with a known lower rotor configuration such as the rotor shaft 1 and other pitch systems. A second rotor assembly 20 having a donut shape as a whole may be provided, and the second rotor assembly 20 may be rotated to allow angle adjustment to a space generated between the inner and outer rims 22 and 23. What has the 1st flap 21 which exists is made into a basic characteristic.

The reason why the second rotor assembly 20 is provided in the form of a doughnut having a central portion hollowed out by the inner and outer rims 22 and 23 is to coaxially reverse the rotation with the rotor blade 10 of the first rotor system. By taking advantage of the coaxial reversal rotor system, which prevents the reaction force generated in the mother body by rotating the single rotor, the wind effect is induced by the hollow structure to reduce the interference effect between the upper and lower rotors during the coaxial reversal. Due to the supporter 40 (refer to FIG. 1), the rotational force is guaranteed to be the same as that of the conventional coaxial reversal rotor system, but it has a higher lift force by having a larger number of first flaps 21 than in the existing two to four rotors. While pursuing a condition that can be generated, the outer rim 22 serves as a protective film (border) to prevent the rotor (rotary body) from being exposed to the outside. It is to to enhance the safety of the persons near to facilities.

The second rotor assembly 20 is firmly connected to the rotor shaft 1 by the supporter 40. The supporter 40 prevents the second rotor assembly 20 from being struck down by the load, that is, maintains a safe horizontal state and at the same time the rotational force by the rotor shaft 1 is applied to the second rotor assembly 20. And ultimately allow the second rotor assembly 20 to rotate.

The supporter 40 has a sufficient thickness and has a strong tensile force so that the second rotor assembly 20 is made of a material that can be firmly held on the mother 100 so as not to fall in the direction of gravity to ensure safety. Most important of all. Detailed functions and actions of the supporter 40 will be described separately below.

The second rotor assembly 20 is preferably made larger in diameter than the rotor blades 10 of the first rotor system, which gives safety of steering by means of a lower rotor with a larger diameter, and the power source is This is to further enhance the gyro effect (the nature of the axis of rotation of an object rotating at high speed) if it is lost.

If the rotor blade 10 and the second rotor assembly 20 of the first rotor system have the same diameter, the wind coming out while the rotor blade 10 rotates causes the second assembly 20 to rotate with the rotor blade 10. Conflicts with the wind coming from the opposite direction can cause interference between the two winds. This interference phenomenon is accompanied by a problem that prevents the sufficient lift and thrust is induced, in order to prevent the second rotor assembly 20 to a larger diameter than the rotor blade 10 to the sufficient thrust to overcome the interference Is secured by the rotation of the second rotor assembly 20, and the supporter 40 that connects the second rotor assembly 20 with the rotor shaft 1 is provided with a thin diameter as much as possible. It is more preferable to minimize the interference phenomenon that the rotor blade 10 and the second rotor assembly 20 are subjected to.

As mentioned above, the aircraft according to the present invention may have a gyro effect which has a gyroopter (gyroplane), which is a fixing assembly of the first flap 21 and the fixing system provided in the second rotor assembly 20. It may be embodied by the second flap 31 provided in the 30.

Between the inner and outer rims 22 and 23 forming the shape of the second rotor assembly 20, the first flip 21 is provided to have a plurality of radial structures with the mother 100 in the center direction.

The first flap 21 is constant so that when the vehicle according to the present invention is taken off and landed, it is possible to control lift or thrust and control downstream generation or interference in a state in which the rotor is rotated opposite to the rotor blade 10. It is possible to rotate at an angle.

That is, the angle of the first flap 21 may be adjusted by an element such as a hinge or a gear assembly connected to the shaft of the motor at a portion where the first flap 21 is connected to one of the inner and outer rims 22 and 23. It is provided with an adjustable angle adjustment module 60 (see FIG. 5) and the control of the angle adjustment module 60 to be controlled by a control unit provided in the mother 100, but the signal of the control unit is a supporter. It is possible to be configured to be transmitted through a wire provided separately from the 40 to the supporter 40.

4 is a perspective view showing a schematic structure of a fixing assembly according to the present invention.

The fixing system according to the present invention is formed in the lower part of the second rotor system, in particular, characterized in that it comprises a fixing assembly 30 installed in the lower part of the second rotor assembly 20.

As can be seen from Figure 4, the fixing assembly 30 is in the inner and outer rim (32, 33) in the state having a doughnut shape by the rim (32, 33) formed in the inner and outer sides like the second rotor assembly 20 A plurality of second flaps 31 are formed in the interspace and are fixed to the mother body 100 without being rotated through the supporter 50 connected to the mother body 100.

At this time, unlike the first flaps 21 formed radially around the mother body 100, the second flaps 31 are formed in plural with one direction (that is, a structure facing forward). Specifically, the surface of the 2nd flap 31 is formed so that the advancing direction of the mother body 100 may be parallel, and the some 2nd flap 31 is arrange | positioned at predetermined intervals from each other. In addition, the second flap 31 is also provided on the inner and outer rims 32 and 33 so as to be rotatable by the angle adjusting module 60.

In addition, an appropriate number of spokes 24, 34 are formed between the inner and outer rims 22, 23, 32, 33 of the second rotor assembly 20 and the fixing assembly 30, and the spokes 24, 34 are formed. The outer rims 22 and 32 can be connected to and supported by the inner rims 23 and 33, and the inner rims 23 and 33 are connected and supported by the supporter 40, so that the inner rims 23 and 33 are, of course, as well. It prevents the phenomenon that the outer rims 22 and 32 are biased downward.

The first and second flaps 21 and 31 are usually laid in the horizontal direction so that the second rotor assembly 20 and the fixing assembly 30 have a flat surface structure (actually between the flaps). Since there is an empty space of, the virtual plane behavior is more accurate), so that it is not subjected to air resistance as much as possible, but rotates downward during vertical takeoff and landing, so that lift generation / control and drag generation / control are performed. do. That is, the first flap 21 is rotated downward during takeoff to increase the area of the virtual horizontal plane in the second rotor assembly 20 to maximize the lift force and increase the lifting ratio of the high lift coefficient. This process can be explained similarly during landing.

In addition, the first and second flaps 21 and 31 may be angled upward and downward to generate propulsion force during flight.

5 is a perspective view schematically showing the function of the first and second flaps according to the present invention.

Figure 5 shows an example of a scene while the aircraft according to the present invention is flying, first, the rotor blade 10 and the second rotor assembly 20 of the first rotor system is rotated in the opposite direction to generate a lift force In addition, downstream of the rotor blade 10, that is, downstream of the second assembly 20, is controlled through the first flap 21.

That is, the first flap 21 is inclined at a predetermined angle (that is, rotation) to guide the downstream generated by the increase in the direction of the fixing assembly 30 to increase lift, and at this time, the second flap ( When lowering the angle 31, the wind guided through the first flap 21 is led backward through the second flap 31. Due to this, the vehicle according to the present invention can be propelled forward.

As described above, the second flap 31 functions to control the forward as well as the reverse of the vehicle according to the present invention, that is, the second rotor assembly of the second rotor system by rotating the second flap 31 up and down ( In 20), the direction of the wind descended through the first flap 21 is controlled to enable forward or backward movement of the vehicle according to the present invention.

In other words, while the air passes through the first and second flaps 21 and 31 of the composite structure, it is possible to use the thrust for 10 minutes downstream generated in exchange for generating lift provided to the vehicle according to the present invention, thereby adjusting the angle. Even if the width is narrow and the adjustable angle is increased, it is possible to overcome the disadvantages of the known coaxial inverted helicopter, which has a large thrust loss in the face of air resistance. That is, if the first and second flaps 21 and 31 are rotated at regular angles without having a horizontal state, air resistance is generated by this, but the interference phenomenon that is a problem in the known coaxial inversion helicopter can be solved. It can be said that there is a comparative advantage in flight speed compared with a well-known coaxial reverse helicopter.

Figure 6 (a) is a conceptual diagram showing the rotor arrangement principle for the forward flight in the conventional coaxial reversal helicopter, Figure 6 (b) is a conceptual diagram showing a second flap arrangement for the forward flight in the aircraft according to the present invention.

As can be seen from Figure 6 (a), in order to move forward (reverse) in the conventional coaxial reversing helicopter was used to advance the flight by adjusting the angle of the rotor blade (propeller). That is, the rotor blades (propellers) are designed to be inclined at a predetermined angle up and down relative to the horizontal, so that a part of the thrust acting on the rotor blades by the inclination is used for horizontal movement. However, in this case, in consideration of the safety of the mother, there is a fundamental problem that the inclination limit of the rotor blades is not large so that the wind that can be used for thrust has a limit, so that the speed is slow and mobility is reduced.

However, as can be seen with reference to Figure 6 (b), in the aircraft according to the present invention, the second flap 31 is ensured up and down rotation, but the rotation angle (tilt) of the existing helicopter shown in Figure 6 (a) relatively As it becomes larger (theoretically, the upper and lower 90 ° rotation is possible), it has a more useful characteristic of converting the flow of ambient air, which has been a problem in the interference or downstream, to thrust, thereby giving a high propulsion property.

As mentioned above, it is well known that when the second flap 31 is inclined, the thrust loss is accompanied by air resistance rather than when it is in a horizontal state. The present inventors have confirmed that the thrust loss caused by the interference phenomenon caused by the reversal of the present invention is less than the conventional coaxial inverted helicopter by the gain that prevents the interference phenomenon by the second flap (31). It is judged that what can be guaranteed can be fully explained.

In addition, the control of the left and right turning movement, that is, yawing, of the vehicle according to the present invention is similar to the known coaxial inversion helicopter, and the pitch (notice) of the rotor blade 10 and the second rotor assembly 20 of the first rotor system. Since a separate configuration is omitted)) will be implemented in a manner of increasing and decreasing at the same time.

In addition, the first flap 21 and the second flap 31 impart a characteristic that can have a gyro effect when the power source is lost. In other words, in the case of a conventional helicopter, when the power source is lost, the mother descends without any countermeasures. However, in the case of the aircraft according to the present invention, the first flap 21 and the second flap 31 are moved up and down in a horizontal state even if power is lost. Inclined to the upper flap 21 to direct the air flow upward to the inclined first flap 21 to ensure a constant rotational state of the rotor blade 10 and the second rotor assembly 20 of the first rotor system, as well as the second Induction of the air flow from the rotor assembly 20 to the rear via the second flap (31) instead of immediately falling vertically, rather than descending in the form of a diagonal line to prepare a state for a predetermined time flight by coaxial reversal It is possible to secure a large amount of safety that could not be achieved in a helicopter.

In order to perform the above functions, it is important that the second rotor assembly 20 and the fixing assembly 30, which are important components constituting the composite structure according to the present invention, are organically and integrally disposed with each other.

That is, the second rotor assembly 20 and the fixing assembly 30 may not necessarily have a close contact but may have a slight gap to ensure the rotation of the second rotor assembly 20 and the angle control of the second flap 31. It needs to be secured but placed as close as possible.

The reason is that the second flap 31 of the fixing assembly 30 serves to convert the second rotor assembly 20 to fully utilize the lift generated by the rotation as thrust. ), If there is a wide gap between the fixing assembly 30 and the resistance due to the strong lifting force caused by the wind is directed downward through the first flap 21 of the second rotor assembly 20, ie downstream In this case, a strong force is applied to the upper surface of the fixing assembly 30 or an unnecessary vortex is formed so that the mother 100 can flow or be guided to the second flap 31 through the gap. This is because it is difficult to achieve the original function of using the downstream as thrust due to the flow out of the second flap 31.

Therefore, in order to prevent the phenomenon that the fatigue of the fixing assembly 30 or the fixing assembly 30 breaks down or breaks downward, and to secure the mother 100 and the original function of the second flap 31, The second rotor assembly 20 and the fixed assembly 30 need to be integrally coupled as if it were a single body. However, since the second rotor assembly 20 has a property of being rotated while the fixing assembly 30 has a property of maintaining a fixed state, it is impossible to completely integrally combine the bar assembly of the second rotor assembly 20. A minute gap is formed between the lower part and the upper part of the fixing assembly 30, but the fixing assembly 30 should be firmly and securely fixed to the downstream pressure.

Figure 7a is a front view schematically showing the structure of the support for supporting the fixing assembly according to the present invention, Figure 7b shows a state of applying the magnetic levitation principle between the coupling end of the fixing assembly and the second rotor assembly according to the present invention One front view.

FIG. 7A illustrates a structure in which the fixing assembly 30 is most simply and clearly fixed to the mother 100, and a plurality of supports 70 connected to the mother 100 at the bottom of the fixing assembly 30 are arranged. This shows that the fixing assembly 30 is supported by the mother 100.

The supporting method of the fixing assembly 30 by the support 70 gives a characteristic that can support the fixing assembly 30 to the mother 100 in a simple and convenient configuration.

However, according to the support 70, the weight of the vehicle is increased due to the increase in the load of the support 70 itself, and the thrust loss occurs, and the support 70 itself is fixed to the second rotor assembly 20. It may be pointed out that some of the wind induced by 30) is somewhat obstructed, which hinders downstream resolution.

FIG. 7B is a front view illustrating the installation of a magnetic levitation linear motor at the ends of the second rotor assembly and the fixing assembly. FIG.

As can be seen from FIG. 7B, the protruding pieces 29 and 39 (can be installed at any one or both of the inner end and the outer end) on a part of the corresponding surface of the second rotor assembly 20 to the fixing assembly 30. And a rotor 25 of the magnetically levitated linear motor at the protruding pieces 29 to the ends of the second rotor assembly 20, and correspondingly the protruding pieces 39 of the fixing assembly 30. The stator 35 of the magnetically levitated linear motor is installed at the end to the end thereof so that the detailed configuration necessary for the smooth operation of the magnetically levitated linear motor is arranged around it.

In this case, magnetic force, specifically repulsion force, is generated between the rotor 25 and the stator 35 so that the rotor 25 slides along the stator 35 while maintaining the state spaced apart from the stator 35 by a predetermined distance. As shown in FIG. 2, the second rotor assembly 20 may be disposed as close as possible while minimizing an increase in friction and minimizing an increase in friction force. . In addition, the rotational force of the rotor shaft 1 is transmitted to the second rotor assembly 20 via the supporter 40 by the rotational force of the magnetically levitated linear motor to rotate the second rotor assembly 20. It can also help.

Referring to the action on the aircraft according to the present invention equipped with such a magnetic levitation linear motor in detail, it is provided at any one position of the mother 100 to the second rotor assembly 20, fixed assembly 30 Power is supplied by the generator to the rotor 25 formed on the stator 35 to the second rotor assembly 20 formed on the fixed assembly 30 (wherein the rotor can be made of any one of permanent magnets and electromagnets). When the bilateral repulsion occurs, the rotor 25 floats on the stator 35 and moves along an extension line (which is formed along a circumference) of the stator as in a general motor driving method. At the same time, when the second rotor assembly 20 rotates, lift is generated, and the downstream generated by the reaction is reinforced through the first flap 21 to move in the direction of the fixed assembly 30. At this time, by adjusting the angle of the second flap 31, the downstream direction can be guided and controlled in the upward direction to the rear direction so that the downstream can be utilized as the horizontal thrust force.

In this process, the fixed assembly 30 tends to fall downward under pressure by the downstream, but has a magnetic force relationship with the second rotor assembly 20 by the magnetic levitation linear motor (of course, repulsive force is generated but it is a certain distance. Strong repulsive force does not occur, so as to apply a force to maintain a distance apart at all distances, as applied to a known magnetic levitation train) By having it, the problem that the fixed assembly 30 tries to fall below can be prevented.

In addition, it is a matter of course that the rotor blade 10 of the first rotor system in the direction opposite to the rotation of the second rotor assembly 20 can cancel the reaction force acting on the parent 100.

Magnetic levitation linear motor applied to the present invention is not made in a straight line, but is formed in a circular shape around the outer rims (23, 33) of the second rotor assembly 20 to the fixed assembly 30, If the diameter of the second rotor assembly 20 and the fixed assembly 30 is ensured to some extent, it will be seen that there is no fear of magnetic interference between the linear motors arranged, and even if it is generated, it is expected to be negligible.

Since the magnetically levitated linear motor is a known technology, a detailed description thereof will be omitted.

When the magnetic levitation linear motor is installed in this way, the support 70 may be additionally attached in view of the role of supporting the magnetic levitation linear motor made of a lighter material.

In addition, in order to cope with a failure situation of the linear motor, a roller or a bearing device is further provided around the rotors 25 to the stator 35 so that the fixing assembly 30 is not struck downwards and is caused by wind (lift down). Stream) into a horizontal moving propulsion force. However, in the second rotor assembly 20 which is a high-speed rotation of 30 rotations or more per second, it is preferable that the roller or the bearing device is difficult to perform a smooth supporting function so that the roller or bearing device can be operated only during temporary flight or emergency landing. .

In addition, when the magnetic levitation linear motor does not operate due to the reason why the vehicle is stopped, the supporter 40 is installed only by the supporter 40 to prevent the second rotor assembly from falling in the direction of gravity. Rather than supporting the two rotor assembly, it is necessary to construct a support device 90 at the bottom of the rotor 25 to reinforce the bearing force, as shown in FIG. 7B. It is equipped with a support module 91 which can be extended and contracted by a control, such as a length adjusting antenna, and a support housing 92 (mainly composed of a support or a rotor) through which the support module can be pulled out. When the linear motor is not in operation (i.e. when the second rotor assembly is in a landed state without rotation), the support module 91 in the support housing 92 is extended and fixed. It extends to the blee 30 (including the support of the fixed assembly), thereby strengthening the supporting state of the second rotor assembly 20 so as to maintain a distance between the fixed assembly 30 and the second rotor assembly 20, and the linear motor. Is activated (when the second rotor assembly is rotated), the support module 90 contracts (moves into the support device) and reenters the support housing 92.

That is, the support device 90 is mounted on the same portion as the protruding piece 29 of the second rotor assembly 20 so that when the second rotor assembly 20 is not rotating in the vehicle according to the present invention, the support module ( By extension and contraction of the 91, it is possible to sufficiently maintain the micro-gap between the second rotor assembly 20 and the fixing assembly (30).

The supporters 40 and 50 according to the present invention have a rotor assembly 20 to a fixed assembly 30 having a rim structure from the mother 100 (when installed in the fixed assembly) to the rotor shaft 1 (second rotor assembly). In the case of being installed in the), but above all, the supporter 40 serves as the main function of providing the rotational force of the rotor shaft 1 to the second rotor assembly 20.

In addition, the supporters 40 and 50 may also have a function of transmitting a control signal to the angle adjusting module 60 and transmitting an angle adjusting state signal of the angle adjusting module.

The supporters 40 and 50 are preferably made of a plurality of lines or a material which is not bent due to warpage or ductility in order to provide a firm and strong tensile force or fixing force.

To this end, the supporters 40 and 50 may be manufactured as a composite material combining a plurality of metal alloy materials or a synthetic resin material with a sufficient thickness.

Alternatively, if only the bending property can be solved, the supporters 40 and 50 may be formed of a plurality of strands of metal wires, and the conductors may be included on one side of the wire for transmitting and receiving signals.

The mother 100 according to the present invention includes a control unit, a cockpit, an auxiliary seat, a landing footrest, and the like, having a space for picking up a passenger, and an airbag (installed at a proper place such as front, side, and back) in the cockpit and the auxiliary seat. It is possible to have a. In addition, the parachute system 200 is operated by the parachute system 200 in the upper part of the mother body, specifically, the upper end of the rotor shaft 10 so that the parachute is unfolded in the crisis situation so that the parachute is spread on the second flap 31. In addition to the gyro effect caused by the existing helicopter in the vertical situation in a crisis situation is flexible and safe to land on the ground (slope fall).

The vehicle according to the present invention may use a turboprop to turbojet engine, or a small ramjet engine may be mounted on the second rotor assembly 20 to which the magnetic levitation method is applied.

The mounting of such an engine can of course have various applications by applying the optimum engine among known engines.

In addition, various types of aircraft can be manufactured by applying a method of applying a coaxial inversion rotor system according to the present invention.

As described so far, the configuration and operation of the vertical takeoff and landing vehicle to which the coaxial reversal rotor system according to the present invention is applied are described in the above description and the drawings, but this is merely an example and the idea of the present invention is described in the above description and the drawings. Without being limited, various changes and modifications are possible without departing from the technical spirit of the present invention.

1 is a perspective view showing a schematic structure of a vertical takeoff and landing vehicle to which a coaxial reversal rotor system according to the present invention is applied.

Figure 2 is a front view of the vertical takeoff and landing vehicle to which the coaxial reverse rotor system according to the present invention.

3 is a plan view showing a schematic structure of a second rotor assembly according to the present invention;

4 is a perspective view showing a schematic structure of a fixing assembly according to the present invention;

5 is a perspective view schematically showing the function of the first and second flaps according to the present invention;

Figure 7a is a front view schematically showing the structure of the support for supporting the fixing assembly according to the present invention.

Figure 7b is a front view showing a state of applying the magnetic levitation principle between the coupling end of the fixing assembly and the second rotor assembly according to the present invention.

10: rotor blade 31: second flap

20: second rotor assembly 35: stator

21: First flap 40: Supporter (for second rotor assembly)

23,33 Inner rim 50: Supporter (for stationary assembly)

24, 34: spoke 60: angle adjustment module

25: Rotor 100: Matrix

29, 39: protrusion 200: parachute system

30: fixed assembly

Claims

In a vertical takeoff and landing vehicle using a coaxial reversal rotor system,

Rotor shaft;

matrix;

A first rotor system including a rotor;

It is provided in the lower portion of the first rotor system, the second having a rim formed in a circular shape on the inside and the outside with a difference in diameter and a plurality of radially provided a first flap that can be adjusted between the inner and outer rim A second rotor system comprising a rotor assembly;

Positioned closely to the bottom of the second rotor system, having a rim formed in a circular shape on the inner and outer sides with a difference in diameter and a plurality of second flaps with an adjustable angle between the inner and outer rims at regular intervals A fastening system comprising a fastening assembly disposed parallel to the front side;

And a supporter which connects the inner rim of the second rotor assembly and the rotor shaft to transfer the rotational force to the second rotor assembly and connects and fixes the inner rim of the fixing assembly to the mother. Vertical takeoff and landing vehicle with system applied.

The method of claim 1,

The diameter of the second rotor assembly, characterized in that formed larger than the length of the rotor of the first rotor system, vertical take-off and landing aircraft applying the coaxial inversion rotor system.

The method of claim 1,

And a plurality of spokes are formed between the second rotor assembly and the inner and outer rims of the fixing assembly.

The method of claim 1,

The fixed assembly is a vertical take-off and landing aircraft applying a coaxial inversion rotor system, characterized in that connected to the mother by a support extending extending inclined downward.

The method of claim 1,

A protruding piece is formed along a circumference of an inner and outer rim of the fixing assembly to include a stator, and a protruding piece is formed around a proximal portion where the stator is formed in the second rotor assembly, thereby providing a rotor. By forming a magnetic levitation system comprising a stator and a rotor on one side of the stationary assembly and the second rotor assembly, thereby allowing the second rotor assembly to rotate on the stationary assembly while maintaining a short range, Vertical takeoff and landing vehicle using coaxial reversal rotor system.

The method of claim 1,

The parachute system is further formed on the upper portion of the rotor shaft, vertical take-off and landing aircraft applying the coaxial reversing rotor system.