WO2016169176A1

WO2016169176A1 - Multi-rotor aircraft

Info

Publication number: WO2016169176A1
Application number: PCT/CN2015/088128
Authority: WO
Inventors: 缪宁川; 林卫东
Original assignee: 深圳市艾特航空科技股份有限公司
Priority date: 2015-04-22
Filing date: 2015-08-26
Publication date: 2016-10-27
Also published as: CN104760696B; CN104760696A

Abstract

Disclosed is a multi-rotor aircraft, comprising a fuel engine, a synchronous gear driving mechanism, a frame and a fuselage composed of a plurality of motor support arms, an undercarriage, propellers (primary propellers and auxiliary propellers), electric motors, an electronic governor, a battery pack and a flight control system. The propellers comprise: a pair of primary propellers which rotate at the same speed in opposite directions, are coaxial, and each have two rotors, is driven by the fuel engine via the synchronous gear driving mechanism and is responsible for a primary lifting force of the aircraft; and multiple pairs of auxiliary propellers which are driven by the electric motors, are used for controlling altitude balance, hovering, lifting and maneuvering flight in front, back, left and right directions of the aircraft and are also responsible for a small part of the lifting force of the aircraft. According to the present invention, the disadvantages of electric power and fuel power when used as a power source respectively are improved, the advantages of the electric power and the fuel power when used as a power source respectively are perfectly combined. BY means of a combination of fuel and electricity, the loading capacity and duration of flight of the multi-rotor aircraft are improved to a great extent.

Description

Multi-rotor aircraft

技术领域 Technical field

This invention relates to aircraft, and more particularly to the power of aircraft and flight control techniques.

背景技术 Background technique

At present, there are many types of aircraft that can achieve vertical takeoff and landing and hovering, such as: airships, helicopters, vertical takeoff and landing fixed-wing aircraft, rotorcraft, multi-rotor aircraft (also known as multi-axis aircraft). These aircraft are generally powered by three types: a fuel engine, an electric engine, or a hybrid of fuel and electricity.

However, the three types of aircraft have their own drawbacks. Under the same take-off weight conditions, the fuel-engine-powered aircraft is characterized by long battery life and large load capacity, but requires more complicated mechanical control mechanisms and dynamic overload. Weak ability, power output and attitude control are difficult.

The motor-powered aircraft is characterized by the elimination of mechanical control structure, strong power overload capability, and keen and reliable power output and attitude control. However, due to current battery technology limitations, the relative battery life is short, the load capacity is limited, and the battery needs to be replaced frequently. Low operating efficiency and high cost.

However, some hybrid electric-rotor aircrafts use fuel engines to generate electricity and charge, and then used in electric motors. The energy conversion rate of this scheme is too low. There is also the addition of several sets of fuel engines to the propellers in the current multi-rotor aircraft, which achieve greater lift through the high speed rotation of the propellers, although it has been considered that the number of engines is evenly matched and the counterpropeller and counter propeller can be offset each other. Anti-torsion, but multiple engines fail to achieve mechanical synchronization. When the power output of multiple fuel engines is slightly different, complex and diverse unbalanced moments are generated, making it difficult for the aircraft to stabilize flight and control.

Therefore, there is a need to provide a multi-rotor aircraft that is not limited to a power source form, nor does it rely on a complicated mechanical control structure to achieve stable flight operations such as hovering and lifting.

Summary of the invention

In order to solve the above problems of the prior art, the present invention provides a multi-rotor aircraft, including a fuel engine, a synchronous gear drive mechanism, a frame and a plurality of motor support arms, a fuselage, a landing gear, a propeller, an electric motor, and an electronic speed control. , battery pack and flight control system, the propeller includes: a pair of main propellers of the same speed reverse coaxial twin-rotor, driven by one or more fuel engines through a synchronizing gear drive mechanism , bear the main lift of the aircraft; at least 4n sub propellers, they are adjustable in speed, every 2 The pair of propellers is a group, and the rotation direction is opposite. It is mainly used to control the attitude balance of the aircraft and the maneuvering of hovering, lifting, front, rear, left and right, direction, and bear a small part of the lift of the aircraft, n is a positive integer, and n>=1.

The invention provides lift and attitude control and flight control for the aircraft through the fuel engine as the main power drive and the electric motor as the auxiliary drive mixture, and is driven by the synchronous gear drive mechanism by one or more fuel engines to drive a pair of main propellers (one positive one) Reverse) reverse rotation at the same speed to provide the main lift for the aircraft By at least 4 Multiple pairs of auxiliary propellers driven by electric motors above the stage are mainly used to control the attitude balance of the aircraft and the maneuvering control of hovering, lifting, front, rear, left and right, and direction, while taking up a small part of the lift of the aircraft. The synchronous gear drive mechanism is used for synchronization and coordination. , deceleration and steering to the main power drive input and output, providing a controlled balanced and balanced lift output, eliminating unbalanced torque output. It can be combined with the auxiliary drive system composed of electric motor and auxiliary propeller to become a practical and feasible hybrid electric drive scheme. It can be widely used in vertical take-off and landing fixed-wing aircraft and multi-rotor with large load and long-haul. In the aircraft, especially medium and large aircraft.

附图说明 DRAWINGS

Figure 1 is a front view of the present invention;

Figure 2 is a side view of the present invention;

Figure 3 is a plan view of the present invention.

detailed description

The structural principle of the present invention will be described below with reference to the accompanying drawings and embodiments.

As shown in FIG. 1 to FIG. 3, the multi-rotor aircraft of the present invention includes a frame 1 and a landing gear 2 The flight control system and two sets of power drive mechanisms, the two sets of power drive mechanisms are the main power group and the auxiliary power group.

The main power group includes a power source, a synchronous gear drive mechanism and a main propeller 12 The synchronizing gear drive mechanism includes a pair of power output shafts and a synchronizing gear set. The power output shaft is composed of a hollow shaft 3 and a mandrel 4 extending through the hollow shaft 3, and the synchronizing gear set is correspondingly also provided with two large gears 5 The two large gears 5 are coaxially connected to the mandrel 4 and the hollow shaft 3, respectively, and one or more pinions 6 having the same modulus and the same number of teeth are provided between the opposite faces of the two large gears 5 . Synchronous gear drive mechanism has four functions, synchronization, coordination, deceleration and steering. The synchronization function can ensure the same speed of each power output shaft. The coordination function can ensure the balance of each engine and motor when using multiple fuel engines or main motors. The difference of the power output state, the deceleration function can ensure the highest efficiency of the main propeller, and the steering function can ensure that the power output shaft is composed of forward and reverse pairs to offset the counter torque generated by the main propeller, and can be guaranteed to be used. The direction of the PTO and PTO shafts for multiple fuel engines or when using a main propeller motor or when using a generator meets the installation requirements.

There are two embodiments of the power source in the main power group, wherein the first power source uses at least one fuel engine 7 and the fuel tank 8 The PTO shaft of each of the fuel engines 7 is connected to the pinion gear through the clutch 11, and each of the pinion gears 6 is meshed between the teeth of the upper and lower large gears 5. Fuel engine 7 The two main propellers (one positive and one reverse) are driven by the synchronizing gear set to provide the main lift required by the aircraft.

A second embodiment of the power source in the main power group replaces the fuel engine 7 with the main motor 9 , the main motor 9 The PTO shaft is directly connected to a pinion 6 , and the main motor is powered by the battery pack 10 to drive the synchronizing gear set, and the two main propellers are driven by the synchronizing gear drive mechanism.

Whether using a fuel engine or a main motor, the number can be configured as needed. For example, a fuel engine can be arranged along the circumferential direction of the large gear in the synchronous gear set when there are multiple fuel engines. The separate clutch and the separate pinion are connected to the large gear in the synchronous gear drive mechanism, and the main propeller is driven in an orderly and unified manner after synchronization and coordination. It solves the problem that the power misalignment is not synchronized when multiple fuel engines are working, and also solves the problem that multiple fuel engines drive multiple main propellers to easily generate complicated and diverse unbalanced moments. Therefore, many fuel engines can be operated at the same time or partially.

The propellers of the main power group are arranged in pairs, which may be one pair or multiple pairs, each pair of main propellers 12 The aerodynamic characteristics such as diameter and screw moment are consistent and symmetrical. The aerodynamic layout of each pair of main propellers in the aircraft is balanced and controllable, and the directions are consistent, minimizing or eliminating 3D. The output of unbalanced torque and torsion produces only a consistent upward controllable lift and is an important component of the aircraft's primary lift and part of its power. When the main propellers are a pair, the pair of axes of rotation of the main propeller coincide with the vertical center axis of the aircraft, ie, the three axes are unified. When the main propellers are in pairs, the rotational axis of each pair of main propellers is equal to the aerodynamic center of the aircraft, and the rotational axis layout of each pair of propellers in the pair of main propellers is symmetric with the vertical central axis of the aircraft.

The auxiliary power unit of the present invention includes the sub propeller 13, the electric motor 14 and the battery pack 10, and the auxiliary propeller 13 And the motor support arm 15 of the motor is used for controlling the attitude balance of the aircraft and the maneuvering of the hovering, lifting, front, rear, left and right, and direction, and at the same time undertaking a small part of the lift of the aircraft.

The number of sub-propellers 13 needs to be at least four, or six, eight, etc., so at least 2n, n As a positive integer, and n>=2, the number of motor support arms needs to be set so much, and the plurality of motor support arms 15 are evenly distributed around the vertical center axis of the aircraft. In this embodiment, a total of 4 groups 8 are set. A pair of propellers are used to control the attitude balance of the aircraft and the maneuvering of hovering, lifting, front, rear, left and right, and direction. 2 of each of the 4 sets of secondary propellers The secondary propellers rotate in opposite directions. Each motor is connected to an electronic governor. The flight control system can also receive ground remote command by program command, and control the electronic governor to adjust the speed of the single sub propeller to realize the aircraft. Stable hovering and flying in multiple directions, up and down, left and right, left and right, front and rear, left and right, and so on.

The present invention can also provide the full lift required by the aircraft through the auxiliary power group alone, that is, the auxiliary power group can maintain the normal flight of the aircraft even if the main power group fails. The aircraft is lifted and steered and hovered by changing the speed of the sub-propellers at different positions. The lifting of the aircraft is controlled by the simultaneous increase or decrease of the rotational speed of the auxiliary propeller motor; in flight, the flight attitude can be adjusted by controlling the rotational speed of the sub-propeller motor at different positions, and the front, rear, left, right, left, and right sides can be easily realized. Fly and hover in multiple directions, left and right.

The axis of rotation of the main paddle is parallel to the vertical center axis of the aircraft, the vertical central axis of the aircraft is through the aerodynamic center of the aircraft and perpendicular to the horizontal plane of the aircraft, the motor support arm is at an angle to the horizontal plane, in this embodiment, the secondary propeller The axis of rotation is perpendicular to the vertical axis of the aircraft The angle of about 3-10 degrees and the direction of the lift of the secondary propeller are inclined inward toward the central axis. The aircraft presets the camber angle through the auxiliary propeller, making the flight of the unmanned aerial vehicle more stable. At the same time, the auxiliary propeller is also pre-set with a roll angle, which makes the horizontal rotation direction adjustment of the aircraft more acute, and improves the stability and maneuverability of the horizontal rotation direction of the aircraft. The roll angle is The rotating shaft of the auxiliary propeller is tilted in the direction of the central axis of the aircraft, and is also inclined to one side or the other side of the central axis of the aircraft. All the rotating shafts of the forward-rotating propeller are inclined at one side, and the rotating shafts of all the counter-rotating propellers are rotated. Tilting on the other side, The roll angle ranges from ± 2 to 5 degrees.

After summarizing the advantages and disadvantages of the existing electric and fuel-driven power drives, after more than ten years of experience, the applicant has developed a hybrid electric-powered driving method that can be practically applied (mainly oil-driven and electric-assisted). A new type of driving method, which combines the advantages of the traditional two driving modes (increasing the load capacity, increasing the battery life, making the structure simpler and easier to control), and greatly improving the performance of the aircraft. Compared with the prior art, the present invention not only provides two power modes, but also can continue to fly even if the main power group fails the aircraft, and is safer and more reliable than the same type of products, and the stability is greatly improved. The modular design simplifies the multi-rotor structure, makes the mechanical structure of the sub-propeller relatively simple, easier to disassemble and maintain, and can quickly disassemble the sub-propeller assembly and the main propeller. The fuel engine is equipped with a fuel-electric hybrid. , do not install fuel engine or install the main motor is pure electric), casing cover, head, camera and other accessories. It simplifies the production process and reduces production costs. The computer at the ground station controls the flight state of the aircraft through the digital transmission station, which can control the flight beyond the line of sight or control the flight through the remote control. The technical solution of the invention reduces the operation difficulty of the aircraft, so that the beginner without the manipulation base can also manipulate the aircraft to fly smoothly. Moreover, the eight-rotor structure in this embodiment also makes the performance of the aircraft more reliable than the four-rotor and six-rotor structures.

It should be understood that the above description of the specific embodiments is in no way intended to limit the scope of the invention, and the scope of the invention should be determined by the appended claims.

Claims

A multi-rotor aircraft comprising a frame, a propeller, a synchronizing gear drive mechanism, a power source, and a flight control system, wherein the propeller includes at least one pair of main propellers of the same speed reverse coaxial multi-rotor, The power source is driven by a synchronizing gear drive mechanism that drives the main propeller to provide the main lift for the aircraft.
Claims 1 The multi-rotor aircraft is characterized in that, when the main propellers are a pair, the rotation axes of the pair of main propellers are parallel and coincide with the vertical central axis of the aircraft.
Claims 1 The multi-rotor aircraft, characterized in that, when the main propeller is of a plurality of pairs, the rotation axis of each pair of the propellers of the pair of main propellers is equal to the aerodynamic center of the aircraft, and each of the plurality of pairs of main propellers The layout of the axis of rotation of the propeller is symmetric with the vertical central axis of the aircraft.
According to claims 1 to 3 The multi-rotor aircraft according to any one of the preceding claims, wherein the synchronizing gear drive mechanism comprises: a power output shaft composed of a hollow shaft and a mandrel penetrating the hollow shaft; and a synchronizing gear set comprising two respectively a large gear with a mandrel and a hollow shaft concentrically connected, and opposite sides of the two large gears are provided with completely uniform convex teeth;

The power source includes at least one fuel engine, the power output shaft of which is coupled to a pinion gear that meshes between the teeth of the two large gears.
The multi-rotor aircraft of claim 4 wherein each of the fuel engines is coupled to a centrifugal clutch.
The multi-rotor aircraft according to any one of claims 1 to 3, wherein the propeller further comprises: at least 2n a pair of sub propellers with adjustable rotational speed, each of which is a group of two propellers, which rotate in opposite directions for controlling the attitude balance of the aircraft and hovering, lifting, front, rear, left and right, maneuvering in the direction, n is a positive integer, and n>=2.
Claim 6 The multi-rotor aircraft is characterized in that the auxiliary propeller is driven by an electric motor, and each electric motor is connected with an electronic governor, and the flight control system controls the electronic governor by a program command and receiving a ground remote control command. Adjust the speed of a single secondary propeller.
Claim 6 The multi-rotor aircraft is characterized in that the aerodynamic layout of the sub-propeller is disposed at an outermost side away from a central axis of the aircraft, and the sub-propeller and the electric motor are connected to the frame through a motor support arm, and the motor support arm surrounds The circumferential distribution of the central axis of the aircraft.
The multi-rotor aircraft of claim 8 wherein said secondary propeller has an inward angle and a roll angle.
A multi-rotor aircraft according to any of claims 2-3, 7-8, wherein the power source comprises a main motor.