TWM529656U - Hybrid powered dual quad-rotor system - Google Patents

Description

Hybrid high-reward double quadrotor aircraft system

This creation is based on a hybrid engine of gasoline engine and electric motor to design two sets of four-rotor aircraft systems, especially for a vertical take-off and double-rotor vehicle designed by a hybrid design of gasoline engine and electric motor. The gasoline engine quadrotor uses a shorter arm length and concentrates downward thrust, resulting in powerful lift and Yaw control, which greatly increases the multi-rotor's payload capacity by 40kg. The second is to use a longer arm length for the electric motor quadrotor to provide partial lift and Pitch and Roll control. The mechanism design is composed of carbon fiber tubes, the texture is light and the structural strength meets the requirements of the vehicle. The lift and torque contribution analysis of the multi-rotor aircraft of this creation, as shown in Figure 2, can effectively improve the payload capacity and flight time of the multi-rotor.

Four-rotor or multi-rotor aircraft have become very popular remote-controlled flight vehicles, generally used for recreational flights, or for aerial photography, surveillance, and recording of important information. All kinds of multi-rotor machines are made of aluminum alloy or mixed materials for the performance structure, powered by electric motor, using high energy density lithium poly (Li-Po) battery, designed for easy operation of flight control system, with electronic camera equipment, become a player The popular remote-controlled aircraft, as shown in Figure 2, is commercially available in the last three years.

Powered by an electric motor, high-density lithium-ion (Li-Po) batteries are used as a source of power, and start-up and flight control are simple. However, the density of lithium-ion (Li-Po) batteries is very high, The ratio of weight to stored energy is also relatively high, so that the maximum takeoff weight (MTOW) of the multi-rotor system is less than 10kg, the payload is only 3~4kg, and the flight time is limited to 20~30 minutes. , various types of multi-rotor aircraft in Figure 2.

In order to break through the bottleneck design, the change from the four-rotor to the six-rotor or eight-rotor is expected to increase the source of power, increase the take-off weight, and increase the flight time. However, because the number of motors is increased and the number of batteries must be increased, the flight lift and the increased weight are gradually approaching saturation. As shown in Fig. 3, the bottleneck of the payload technology cannot be broken.

In response to the above shortcomings, the creator deeply conceived the research and development creation. After a long period of hard work, the author created the invention. The main purpose of this creation is to improve the maximum takeoff weight, effective payload and flight delay of the multi-rotor aircraft. Time system design.

In order to achieve the above objectives, the main features of this new model are in a hybrid eight-rotor aircraft. As shown in Figures 1a and 1b, the design concept is mainly composed of two quadrotor aircrafts, one of which is powered by a gasoline engine. Power to design, to the advantage of the powerful power of the gasoline engine, the use of shorter arm length to concentrate the downward thrust, constitute a stable and strong and lasting lift contribution; the other is designed with electric motor as the power, take it Simple and flexible operation, with longer arm length, in addition to providing partial lift contribution, it will be responsible for flight control and attitude operation with a large cantilever torque.

In order to reduce the complexity of flight control, the petrol power part of the short arm is only used for the power step operation, while the power part of the long arm electric motor will be subjected to precise linear feedback control to get the flight. Six Degrees of Freedom operation of posture, direction, and route. The flight control system will include human remote control (RC) and input route coordinates Waypoint's Autopilot is used to perform missions outside the line of sight.

According to still another embodiment of the present invention, the gasoline engine can be a two-stroke engine. The creation has the advantages of reliable mechanical characteristics and simple construction, and modifies the ignition timing of the conventional two-stroke engine to achieve the purpose of engine reversal.

It can be seen that the hybrid engine designed by the gasoline engine and the electric motor has a hybrid design of the vertical take-off and descent double-rotor carrier, wherein a group of smaller arm-length four-rotor carriers adopts a gasoline engine and the other group The long-arm four-rotor carrier uses an electric motor to provide a stable, powerful and long-lasting lift contribution, while at the same time providing easy and flexible operation.

11‧‧‧Stop gasoline engine

12‧‧‧Stop gasoline engine propeller

13‧‧‧Reversing the gasoline engine

14‧‧‧Reversal of gasoline engine propeller

31‧‧‧Shun electric motor

32‧‧‧Shun electric motor propeller

33‧‧‧Reversing electric motor

34‧‧‧Reverse electric motor propeller

40‧‧‧Aluminum alloy chassis

41‧‧‧Structural fuel tank

42‧‧‧Carbon fiber fuselage structure

43‧‧‧carbon fiber stand

44‧‧‧ Positioning GPS Antenna

45‧‧‧Wireless data link transmission antenna

46‧‧‧ Flight Control Circuit

47‧‧‧ Gasoline Engine Controller

48‧‧‧Electronic transmission

49‧‧‧Battery

50‧‧‧ bottom payload box

60‧‧‧ fuel tank cover

61‧‧‧GPS antenna and electronic system slot

62‧‧‧ gasoline injection hole

63‧‧‧ Inside the oil tank

64‧‧‧Export collection slot

65‧‧‧ oil holes (4)

66‧‧‧Main tank divider

67‧‧‧Main tank balance adjustment hole

68‧‧‧Outer space battery area

69‧‧‧Wire line

70‧‧‧ fixed ear

80‧‧‧ payment box diagram

Figure 1a is a top view of the hybrid high-paying double quadrotor aircraft of this creation.

Figure 1b is a bottom view of the hybrid high-paying double quadrotor aircraft of this creation.

Figure 1c is an anatomical view of the structural fuel tank of this creation.

Figure 2 is a plot of the lift and torque contribution of a double quadrotor.

Figure 3 is a schematic diagram of a conventional multi-rotor aircraft designed with an electric motor.

Figure 4 is a comparison of the battery weight and time of flight.

Figure 5 is a two-stroke engine power output cycle diagram.

In order to achieve the above objectives, the technical means and the achievable effects, the following preferred embodiments are described in detail with reference to Figures 1 and 5 of the drawings.

According to an embodiment of the present invention, the energy density ratio of the gasoline driving engines 11, 13 and the lithium poly (Li-Po) battery driving motors 31, 33 is approximately from the viewpoint of energy density. 40:1, in other words, a mechanical structure that uses gasoline as a power source under the same weight can achieve a long running time. The performance of the engine-based large remote control and unmanned aerial vehicles in payload and flight time has a significant power advantage over the battery 49 powered motor system. For example, with the same level of RC helicopters, the YAMAHA RMax helicopter powered by the petrol engine 11 and 13 can carry an additional 30 kg payload in addition to one hour of cruise time, providing a substantial value for the vehicle. On the other hand, the large helicopter using the battery-driven motors 31 and 33 can only last for about 20 minutes, and the payload capacity is very limited. At present, most of the commercially available four-rotor, six-rotor or eight-rotor aircraft systems use a high-energy lithium-poly battery to supply the power type of the electric motors 31, 33. However, in terms of controllability and sensitivity, the electric motors 31, 33 It can be more elastic in multi-rotor aircraft. Compared with traditional helicopters, multi-rotor aircraft have difficulties in the design and maintenance of transmission parts. When the main rotor is damaged or the engine failure cannot be eliminated, the safety considerations of traditional helicopters are extremely unfavorable, and the application is inferior. For a multi-rotor aircraft, when a part of the power source fails, the controller 47 still has the opportunity to change its own control mode to maintain the stability of the vehicle, and reduce the damage and loss to the vehicle and the ground personnel and equipment assets.

The advantages of the Vertical Take-Off/Landing (VTOL) multi-rotor unmanned aerial vehicle are that it does not require the runway and the acceleration of the run-up. It can take off and land on the ground, increase the flexibility of use, and use a small range of maneuvers. Under the strong conditions, the performance and development of multi-rotor aircraft is stable and safer than that of single-engine helicopters.

This creative concept follows the characteristics of multi-rotor control sensitivity and safety, with the propulsion power installed in the rack as the main source of lift, and then uses the electronic motor to stabilize the vehicle corresponding to the number of engines and installed on the periphery of the rack. Combination of balance and high handling performance A hybrid multi-rotor design with hybrid power is achieved, as shown in Figure 1.

Multi-rotor aircraft are designed as even power units, and half of the propellers 14, 34 must be reversed to balance the rotational momentum of the power unit propellers 12, 14, 32, 34. With the design of the DC motor 31, 33, the reversal control is very simple. The gasoline engine 11 and 13 must be designed with a reverse steering gear mechanism or modified according to the engine structure to reverse the half of the propeller and balance the angular momentum of the system. In the design reversing mechanism, the gear/belt transmission method is intuitive, but in practice, the gear box, the pulley and the related fixed structure inevitably cause extra weight, thereby reducing the utility of the multi-rotor aircraft. value. In addition, because the additional transmission mechanism consumes the energy output from the engine, the gearbox/belt transmission concept is not adopted by this creation in terms of energy utilization and overall reliability.

According to still another embodiment of the present invention, in view of the development of the two-stroke gasoline engine 11 and 13 for decades, taking advantage of its reliable mechanical characteristics and structural simplicity, the present invention utilizes the ignition time of the modified two-stroke engines 11, 13 to achieve The purpose of the engine reversal. The power cycle of the two-stroke engines 11, 13 is as shown in Figure 5, and the entire power output is completed in one cycle. Before the mixing steam is compressed and the piston reaches top dead center, the engine 11, 13 ignition controller 47 triggers the ignition action via a sensor that operates in synchronization with the crankshaft. In general, such a sensor is a magnetic induction Hall sensor having a magnetic induction circuit at a fixed end and a magnet mounted on the rotor to synchronize the rotational phase of the crankshaft with the ignition timing. In the engine design, for performance factors such as combustion efficiency and output horsepower, the ignition time usually leads the cylinder to the top dead point (TDP) by about 5 to 10 degrees instead of just 180 degrees. . Because of this design factor, the two-stroke engine can be reversed during the start-up phase, but the ignition time that originally led 5 to 10 degrees becomes backward ignition, causing the ignited mixture to be not properly compressed, thus losing the power of continuous operation. Oh yes, this The creation utilizes the modified magnetic induction circuit position installed on the fixed end, which is 10 to 20 degrees behind the engine under normal operating conditions, thereby achieving the leading ignition function when the engine reverses 14 and 34.

Please refer to the bottom view of the embodiment of the present invention in Fig. 1b. Figure 1b is a supplementary view of the bottom view of the creation, including the following materials and components assembly design plan:

●Core structure aluminum alloy body plate (40)

●All carbon fiber fuselage structure (42) and tripod (43)

● Two groups of O.S.GT-33 gasoline engines (11, 13)

●Outside U8 rotor brushless motor (31, 33) two groups

● empty weight (including racks 41, 42, 43, 60, 80, etc.; thrust systems 11, 12, 13, 14, 31, 32, 33, 34, etc.; control systems 46, 47, 48, etc.; and flight 60 Minutes of fuel 63 and battery 49; about 16 kg

● The thrust system can provide a maximum lift of about 40 kg (estimated by 70% of the power output conditions for each thrust system)

Although the present invention has been disclosed in the above embodiments, it is not intended to limit the present invention. Any one skilled in the art can make various changes and retouchings without departing from the spirit and scope of the present invention. The scope is subject to the definition of the scope of the patent application attached.

11‧‧‧Stop gasoline engine

12‧‧‧Stop gasoline engine propeller

13‧‧‧Reversing the gasoline engine

14‧‧‧Reversal of gasoline engine propeller

31‧‧‧Shun electric motor

32‧‧‧Shun electric motor propeller

33‧‧‧Reversing electric motor

34‧‧‧Reverse electric motor propeller

40‧‧‧Aluminum alloy chassis

41‧‧‧Structural fuel tank

42‧‧‧Carbon fiber fuselage structure

43‧‧‧carbon fiber stand

44‧‧‧ Positioning GPS Antenna

45‧‧‧Wireless data link transmission antenna

46‧‧‧ Flight Control Circuit

47‧‧‧ Gasoline Engine Controller

48‧‧‧Electronic transmission

49‧‧‧Battery

50‧‧‧ bottom payload box

60‧‧‧ fuel tank cover

61‧‧‧GPS antenna and electronic system slot

62‧‧‧ gasoline injection hole

63‧‧‧ Inside the oil tank

64‧‧‧Export collection slot

65‧‧‧ oil holes (4)

66‧‧‧Main tank divider

67‧‧‧Main tank balance adjustment hole

68‧‧‧Outer space battery area

69‧‧‧Wire line

70‧‧‧ fixed ear

80‧‧‧ payment box diagram

Claims (8)

A vertically-rising dual-rotor carrier designed with a hybrid design of a gasoline engine and an electric motor, comprising: a set of four-rotor vehicles with smaller arm lengths, a four-gasoline engine providing primary lift power; Long arm length quadrotor carrier with four electric motors providing lift contribution and primary flight attitude control. The longer arm length quadrotor carrier is placed in the set of smaller arm length quadrotor carriers. a suitable location above; and a primary structure, the composite material being the primary material of the primary structural body, the primary structural body being disposed at an appropriate position below the set of longer arm lengths of the quadrotor carrier, and the primary structure The body space includes: a structural oil tank, a main rotor arm, a falling frame, etc., and an aluminum alloy disk, which is also centered on the aluminum alloy disk, and the structural oil tank, the main rotor arm and the landing gear are integrated into one body . The double quadrotor carrier according to claim 1, wherein the gasoline engine and the electric motor are each equipped with a suitable cis-reverse propeller, and each of the two groups is a forward or reverse propeller, and the electric motor can be powered by DC. The reverse connection of the power supply can reverse the motor; the gasoline engine uses the sequential adjustment of the engine ignition to change to reverse, and the weight of the forward and reverse rotational forces are the same to balance the weight of the vehicle. The double quadrotor carrier of claim 1 having a main rotor arm, the main rotor arm being made of a carbon fiber tube, disposed on the aluminum alloy disk. The double-rotor carrier according to claim 1, the structural oil tank may have a multi-tank structure to prevent the gasoline from violently shaking in the fuel tank and affect flight stability. The structural oil tank is provided with an oil groove, and the oil tank has a hole under the oil tank. Allow gasoline to flow to the lower outlet tank and supply it to four engines to avoid oil cut-off in a single engine. The double quadrotor carrier according to claim 1 is provided with a dish antenna of the flight navigation GPS on the top of the structural fuel tank, and a part of the space outside the structural fuel tank in the box is reserved for the flight control electronic equipment. A double quadrotor carrier as claimed in claim 1, wherein a communication antenna is disposed at an appropriate position below the aluminum alloy disk. According to the double quadrotor carrier of claim 1, the four batteries and four electronic transmissions used in the electric motor can be fixed to the fixed main cantilever of the electric motor, or the four batteries used in the electric motor, four. An electronic transmission can be designed and fixed under the aluminum alloy disc according to requirements. According to the double quadrotor carrier of claim 1, the four batteries and four electronic transmissions used in the electric motor can be installed together with an electronic system in an appropriate space of the structural tank.