WO2019154064A1

WO2019154064A1 - Gasoline-electric hybrid power vertical take-off and landing aircraft having driving rotors

Info

Publication number: WO2019154064A1
Application number: PCT/CN2019/072640
Authority: WO
Inventors: 桂艳春
Original assignee: 桂艳春
Priority date: 2018-02-11
Filing date: 2019-01-22
Publication date: 2019-08-15
Also published as: CN108238247A

Abstract

A gasoline-electric hybrid power vertical take-off and landing aircraft having driving rotors, said aircraft comprising at least two main rotors (1), one end of the main rotor being connected to a central coupling member, the central coupling member being connected to a main rotor variable pitch system (2), a thrust device or a traction device for driving the main rotors to rotate being provided at the end of each of the main rotors, one end of the main rotor variable pitch system being connected to the main rotors by means of the central coupling member, and the other end being connected to a hollow tube (20), a forward propulsion rotor (A1) being provided below the main rotors, a drive shaft of the forward propulsion rotor being connected to an engine (4) by means of a first clutch (3), the engine being also connected to a power generator (6) by means of a second clutch (5), and the power generator being electrically connected to a power supply controller (7). The gasoline-electric hybrid power vertical take-off and landing aircraft having driving rotors has the characteristics of simple structure, being able to greatly reduce the driving power to the main rotors or rapidly increasing the driving force to the main rotors, and also being able to overcome the torsional moment caused by the gyroscopic effect on the main rotors, etc.

Description

Oil-electric hybrid active rotor vertical take-off and landing aircraft

Technical field

The invention relates to the technical field of vertical take-off and landing aircraft, and particularly relates to a hybrid electric power propeller vertical take-off and landing aircraft.

Background technique

As is well known, a helicopter includes a fuselage, a main rotor mounted on the top of the fuselage intermediate portion, and an anti-torque tail rotor for counteracting torque transmitted from the main rotor to the fuselage.

Articulated main rotors and/or counter torque rotors are also known. More specifically, the articulated rotor includes a drive shaft that rotates about a first axis, a hub that rotates integrally with the drive shaft about the first axis, and a radial portion from the hub along a first axis relative to the first axis A plurality of blades extending from the two axes.

Each paddle is rotatable relative to the hub about a respective second axis to change its angle of impact with respect to the airflow and is free to oscillate about the respective third axis relative to the hub for so-called flap motion. Each third axis intersects the first and second axes of the associated paddle.

Each paddle also freely oscillates about a respective fourth axis parallel to the first axis relative to the hub and other paddles for a so-called lead-lag motion.

There is a need in the art to reduce the vibration generated by the rocking motion of the blades over a wide range of rotational speeds of the drive shaft about the first axis without attenuating the aerodynamic performance of the rotor itself.

At present, the helicopter produces power through a built-in engine. The common engine type is a fuel engine, a cylinder piston engine or a turbo engine. The engine provides rotational power to a vertical parallel shaft. The output of the vertical parallel shaft A six-unit propeller is connected to rotate the six individual propeller blades horizontally, so that the propeller blades cut the static air above them, and the cut static air generates a downward flowing air flow. The air flow creates an upward lift on the propeller, and under such force and reaction force, the helicopter rises into the air.

The power of the existing helicopter rotor is only transmitted by the engine through the vertical take-off and landing aircraft main rotor variable pitch system to the main rotor. Because the main rotor of the helicopter is long, the torque required for the customer's air resistance is also large.

Summary of the invention

The object of the present invention is to overcome the defects existing in the prior art and to provide a simple structure, which can greatly reduce the driving force to the main rotor or rapidly increase the driving force to the main rotor, and can also overcome the twist caused by the gyro effect on the main rotor. Torque of a hybrid electric powered active-rotor vertical take-off and landing aircraft.

In order to achieve the above object, the technical solution of the present invention is to design an oil-electric hybrid active rotor vertical take-off and landing aircraft, the aircraft includes at least two main rotors, one end of the main rotor is connected with the intermediate coupling, the intermediate coupling and the main rotor The variable pitch system is connected with a thrust device or a traction device for driving the rotation of the main rotor at the end of each of the main rotors. One end of the main rotor variable pitch system is connected to the main rotor through an intermediate coupling member, and the other end is connected to the hollow tube. The underside of the main rotor is provided with a forward propulsion rotor. The drive shaft of the forward propulsion rotor is connected to the engine through a first clutch, and the engine is also connected to the generator through a second clutch, and the generator is electrically connected to the power supply system.

Since the forward propulsion rotor of the helicopter is connected to the engine at one end, a thrust device or a traction device is also connected at the end of the main rotor. Therefore, when the helicopter cruises at a low speed, the connection between the first clutch and the engine can be disconnected, and only the second clutch is connected to the engine, and the engine is powered by a generator for the thrust device or the traction device to drive the main rotor to rotate, and The battery is stored. When the helicopter needs high-speed cruising, the first clutch can be connected to the engine to disconnect the second clutch from the engine, and the thrust device or the traction device can drive the main rotor from the end of the main rotor through the power of the battery. The engine is rotated forward by the forward propulsion rotor A1, so that the driving force of the forward propulsion rotor A1 can be greatly improved, so that the high-speed cruising effect can be achieved. At low speed cruising, since the thrust device or the traction device is installed at the end of the main rotor, the thrust required by the driving force is farther away from the center of rotation due to the principle of the lever, so that the thrust can be smaller. The output power required by the thrust device or the traction device is greatly reduced, and the energy saving effect is achieved.

In order to facilitate the connection between the thrust device or the traction device and the end of the main rotor, and to ensure that the main rotor is properly stressed, the preferred technical solution is that the thrust device or the traction device passes through the mounting shaft and the main rotor disposed at the end of the main rotor. Rotating connection, and the axis of the mounting shaft coincides or is parallel with the transverse axis of the main rotor, the thrust direction of the thrust device or traction device is opposite to the rotation direction of the main rotor, and perpendicular to the axial direction of the mounting shaft, at the thrust One side of the device or the traction device is fixedly connected with an orientation flap, and the orientation flap is symmetric with the axis of the thrust device or the traction device between each end of the main rotor, and the orientation fin is used to make the center line of the thrust device or the traction device The rotating faces of the ends of the main rotor are parallel.

In order to simplify the structure of the driving device, the volume and weight of the driving device are reduced, the processing and manufacturing are facilitated, the maintenance is convenient, the use is convenient, and the cost is reduced. Further, the thrust device or the traction device is a driving motor or a turbine. A jet engine is provided with drive blades on an output shaft of the drive motor.

In order to facilitate the rotation of the driving motor around the end of the main rotor by a directional flap to overcome the torque generated by the gyro effect on the main rotor airfoil, and also facilitate the connection between the driving motor and the main rotor end, a further preferred technical solution is adopted. Further, the driving motor is rotatably connected to the mounting shaft through the mounting shaft seat, and the mounting shaft seat has a T-shaped tubular structure, and a bearing matched with the mounting shaft is mounted in the transverse through hole of the mounting shaft seat of the T-shaped tubular structure, A driving motor is mounted in the vertical through hole of the mounting shaft seat of the T-shaped tubular structure, and a limiting pin is arranged at the end of the main rotor, and the vertical outward surface of the mounting shaft seat of the T-shaped tubular structure is provided with the position of the limiting pin Corresponding limit pin slot.

In order to avoid the mounting shaft bending moment caused by the moment of inertia generated during the rotation of the main rotor to the driving motor, a further preferred solution is that the center of gravity of the orientation fin, the mounting shaft seat and the driving motor are all located on the axis of the mounting shaft. .

In order to simplify the structure of the drive motor or to further increase the driving force of the drive motor for the main rotor, a further preferred solution is to have a drive fan at one end of the drive motor, and a mounting shaft seat in the T-shaped tubular structure. The other end of the vertical through hole is provided with an end cap, or the driving fan blades are respectively installed at two ends of the driving motor, or two output shaft directions are installed in the vertical through holes of the mounting shaft seat of the T-shaped tubular structure. The opposite drive motor.

In order to balance the rotation torque of the main rotor to the helicopter fuselage, and also to control the yaw heading of the helicopter, a further preferred technical solution is to provide a steering gear at the tail of the vertical take-off and landing aircraft, and the steering gear is connected with the rudder. .

In order to facilitate the transmission of electrical energy from the helicopter to the drive motor on the end of the main rotor, and to simultaneously transmit electrical energy to the heading drive steering gear, the preferred technical solution is that the main rotor variable pitch system passes through the bearing housing and the bearing The hollow tube is connected, and a collecting ring is set on the hollow tube.

In order to facilitate the transfer of electrical energy from the helicopter to the drive motor on the end of the main rotor and to simultaneously transfer electrical energy to the heading drive steering gear, a further preferred solution is that the drive motor is mounted on the main shaft seat and is disposed in the main A wire or a conductive film inside the rotor is electrically connected to the collector ring.

In order to facilitate the effective control of the working state of the main rotor drive motor and the heading drive servo, and to provide power thereto, a further preferred technical solution is that the collector ring is electrically connected to the electronic governor through a wire, and the electronic The governor is electrically connected to the main controller, the main controller is electrically connected to the console, the main controller is also connected to the power source through the power manager, the electronic governor is also connected to the power manager, and the heading drive motor is also passed through the steering gear and The electronic governor is electrically connected to the main controller, and the main controller is also electrically connected to the rudder.

The invention has the advantages and beneficial effects that the oil-electric hybrid active rotor vertical take-off and landing aircraft has a simple structure, can greatly reduce the driving power to the main rotor or rapidly increase the driving force to the main rotor, and can overcome the gyro effect. The torsional moment caused by the main rotor. Thanks to the hybrid electric-electric hybrid, the helicopter can achieve energy-saving effect at low-speed cruising, and the driving force of the main rotor can be greatly improved during high-speed cruising.

DRAWINGS

1 is a schematic structural diagram of a system of a fuel-electric hybrid active rotor vertical take-off and landing aircraft of the present invention;

2 is a second schematic structural diagram of a system of a hybrid electric powered vertical jig aircraft according to the present invention;

Figure 3 is a front elevational view of the main rotor of the hybrid electric powered vertical hoisting and landing aircraft of the present invention; Figure 3.1 is a partial enlarged view of the portion C of Figure 3;

Figure 4 is a view taken along line A-A of Figure 3,

Figure 5 is one of the top views of Figure 3;

Figure 6 is a second plan view of Figure 3;

Figure 7 is a top view of Figure 3

Figure 8.1 is a front view of the mounting shaft seat of Figure 3;

Figure 8.2 is a left side view of the mounting shaft seat of Figure 3;

Figure 8.3 is a right side structural view of the mounting shaft seat of Figure 3;

Figure 9 is a schematic view showing the structure of the mounting shaft seat of Figure 3 and the orientation flap;

Figure 10 is a perspective view of the structure of Figure 9;

Figure 11 is a perspective view of the three-dimensional structure of Figure 3.

In the figure: 1, the main rotor; A1, forward propulsion rotor; 2, the main rotor variable pitch system; 3, the first clutch; 4, the engine; 5, the second clutch; 6, the generator; 7, the power controller; 8. Mounting shaft; 9, oriented wing; 10, drive motor; 11, drive blade; 12, mounting shaft seat; 13, bearing; 14, limit pin; 15, limit pin slot; , steering gear; 18, bearing seat; 19, bearing; 20, hollow tube; 21, collector ring; 22, rudder; 23, electronic governor; 24, main controller; 25, console; 27; power supply.

Detailed ways

The specific embodiments of the present invention are further described below in conjunction with the drawings and embodiments. The following examples are only intended to more clearly illustrate the technical solutions of the present invention, and are not intended to limit the scope of the present invention.

As shown in FIG. 1 and 2, the present invention is a hybrid electric propeller vertical take-off and landing aircraft, the aircraft includes at least two main rotors 1, one end of the main rotor 1 is connected with the intermediate coupling member, and the intermediate coupling member and the main coupling member are The rotor pitch changing system 2 is connected, and at each end of the main rotor 1 is mounted a thrust device or a traction device for driving the rotation of the main rotor. One end of the main rotor variable pitch system 2 is connected to the main rotor 1 through an intermediate coupling, and the other end is connected with The hollow tube 20 is connected, and a forward propulsion rotor A1 is disposed under the main rotor 1. The drive shaft of the forward propulsion rotor A1 is connected to the engine 4 through the first clutch 3, and the engine 4 is also connected to the generator 6 through the second clutch 5. The generator 6 is electrically connected to the power supply system 7.

Since one end of the forward propeller A1 of the helicopter is connected to the engine 4, a thrust device or a traction device is also connected to the end of the main rotor 1. Therefore, when the helicopter cruises at a low speed, the connection between the first clutch and the 3 engine 4 can be disconnected, only the second clutch 5 is connected to the engine 4, and the engine 4 is powered by the generator 6 for the thrust device or the traction device to drive the main rotor. 1 rotation, while also storing electricity for the battery. When the helicopter needs high-speed cruising, the first clutch 3 can be connected to the engine 4, and the connection between the second clutch 5 and the engine 4 can be disconnected. At this time, the thrust device or the traction device can pass the electric power of the battery by the main rotor 1 The main rotor 1 is driven at the end, and the engine 4 is rotated by advancing the A1 rotor, so that the driving force of the main rotor 1 can be greatly improved to achieve a Gauss cruising effect. In the low-speed cruising, since the thrust device or the traction device is installed at the end of the main rotor 1, due to the principle of the lever, the thrust required for the driving force to be farther away from the center of rotation is smaller when the output torque is the same. The output power required by the thrust device or the traction device can be greatly reduced to achieve energy saving effect.

As shown in FIGS. 3-11, in order to facilitate the connection between the thrust device or the traction device and the end of the main rotor, and to ensure that the main rotor 1 is reasonably stressed, a preferred embodiment of the present invention is that the thrust device or the traction device is set. The mounting shaft 8 at the end of the main rotor 1 is rotationally coupled with the main rotor 1 and the axis of the mounting shaft 8 coincides or is parallel with the transverse axis of the main rotor 1, the thrust direction of the thrust device or traction device and the main rotor 1 The direction of rotation is opposite and perpendicular to the axial direction of the mounting shaft 8, and an orientation flap 9 is fixedly coupled to one side of the thrust device or the traction device, and the orientation flap 9 is symmetric with the thrust device between the end of each main rotor 1 Or the axis of the traction means, the orienting flaps 9 are used to bring the centerline of the thrust means or traction means parallel to the plane of rotation of the end of the main rotor 1.

In order to simplify the structure of the driving device, the volume and weight of the driving device are reduced, the processing and manufacturing are facilitated, the maintenance is convenient, the use is convenient, and the cost is reduced. In a further preferred embodiment of the present invention, the thrust device or the traction device is the driving motor 10 Or a turbojet engine, on which the drive blades 11 are mounted on the output shaft of the drive motor 10.

As shown in FIG. 3 to FIG. 11 , in order to facilitate the rotation of the driving motor 11 around the end of the main rotor 1 by the orientation fins 9 to overcome the gyro effect on the airfoil of the main rotor 1 , it is also convenient to drive. The motor 10 is connected to the end of the main rotor 1 . In a further preferred embodiment of the present invention, the drive motor 10 is rotatably coupled to the mounting shaft 8 via a mounting shaft 12 . The mounting shaft 12 has a T-shaped tubular structure in a T shape. A bearing 13 that cooperates with the mounting shaft 8 is mounted in the lateral through hole of the mounting shaft seat 12 of the tubular structure, and a driving motor 10 is mounted in the vertical through hole of the mounting shaft seat 12 of the T-shaped tubular structure at the end of the main rotor 1 A limiting pin 14 is provided, and a limiting pin groove 15 corresponding to the position of the limiting pin 14 is provided on the vertical outer surface of the mounting shaft seat 12 of the T-shaped tubular structure.

As shown in FIGS. 3 to 11, in order to avoid the bending moment of the mounting shaft 8 caused by the moment of inertia generated during the rotation of the main rotor 1 to the driving motor 10, a further preferred embodiment of the present invention is also the orientation flap 9 and the mounting. Both the shaft seat 12 and the center of gravity of the drive motor 10 are located on the axis of the mounting shaft 8.

As shown in FIGS. 3 to 11, in order to simplify the structure of the drive motor 10 or to further increase the driving force of the drive motor 10 for the main rotor 1, a further preferred embodiment of the present invention is further provided at one end of the drive motor 10. The driving blade 11 is provided with an end cap 16 at the other end of the vertical through hole of the mounting shaft seat 12 of the T-shaped tubular structure, or a driving blade 11 is respectively mounted at both ends of the driving motor 10, or is in a T shape Two vertical drive shafts 10 having opposite output shafts are mounted in the vertical through holes of the tubular shaft mounting bracket 12.

As shown in FIGS. 3-11, in order to balance the main rotor to generate a rotational moment to the helicopter fuselage, and also to facilitate control of the yaw heading of the helicopter, a further preferred embodiment of the present invention is also at the tail of the vertical takeoff and landing aircraft. A steering gear 17 is provided, and the steering gear 17 is connected to the rudder 22.

As shown in Figures 3-11, in order to facilitate the transfer of electrical energy from the helicopter to the drive motor 10 on the end of the main rotor 1 and to simultaneously transfer electrical energy to the heading drive servo 17, a preferred embodiment of the invention The main rotor pitch changing system 2 is connected to the hollow tube 20 through a bearing housing 18 and a bearing 19, and a collecting ring 21 is fitted on the hollow tube 20.

As shown in Figures 3-11, in order to facilitate the transfer of electrical energy from the helicopter to the drive motor 10 on the end of the main rotor 1 and to simultaneously transfer electrical energy to the heading drive servo 17, a further preferred embodiment of the present invention The drive motor 10 is electrically connected to the slip ring 21 through a mounting shaft 12 and a wire or a conductive film provided inside the main rotor 1.

As shown in FIGS. 3 to 11, in order to facilitate the effective control of the operating state of the drive motor 10 and the heading steering servo 17 on the main rotor 1, and to provide power thereto, a further preferred embodiment of the present invention is also provided. The collector ring 21 is electrically connected to the electronic governor 23 via a wire, the electronic speed regulator 23 is electrically connected to the main controller 24, the main controller 24 is electrically connected to the console 25, and the main controller 24 is also passed through the power manager 26. Connected to the power source 27, the electronic governor 23 is also electrically connected to the power manager 26, and the heading drive motor 17 is also electrically connected to the main controller 24 via the steering gear 22 and the electronic governor 23, and the main controller 24 is also connected to the rudder 22 electrical connections.

The above description is only a preferred embodiment of the present invention, and it should be noted that those skilled in the art can make several improvements and retouchings without departing from the technical principles of the present invention. It should also be considered as the scope of protection of the present invention.

Claims

An oil-electric hybrid active rotor vertical take-off and landing aircraft, characterized in that the aircraft comprises at least two main rotors, one end of the main rotor is connected with the intermediate coupling, and the intermediate coupling is connected with the main rotor variable distance system, in each piece The end of the main rotor is equipped with a thrust device or a traction device for driving the rotation of the main rotor. One end of the main rotor variable pitch system is connected to the main rotor through an intermediate coupling, and the other end is connected to the hollow tube, and the front side is provided under the main rotor. The propeller is propelled, and the drive shaft of the forward propulsion rotor is connected to the engine through the first clutch, and the engine is also connected to the generator through the second clutch, and the generator is electrically connected to the power system.
The hybrid electric propeller vertical take-off and landing aircraft of claim 1 wherein said thrust means or traction means is rotationally coupled between the mounting shaft disposed at the end of the main rotor and the main rotor, and the shaft is mounted The axis coincides or is parallel with the transverse axis of the main rotor, the thrust direction of the thrust device or the traction device is opposite to the direction of rotation of the main rotor, and is perpendicular to the axial direction of the mounting shaft, and is fixed on one side of the thrust device or the traction device An directional flap is attached, the directional fin is symmetrical to the axis of the thrust device or the traction device between each end of the main rotor, and the directional fin is used to make the center line of the thrust device or the traction device parallel to the rotating surface of the main rotor end.
The hybrid electric propeller vertical take-off and landing aircraft of claim 2, wherein the thrust device or the traction device is a drive motor or a turbojet engine, and a drive blade is mounted on an output shaft of the drive motor. .
The hybrid electric propeller vertical take-off and landing aircraft of claim 3, wherein the driving motor is rotationally coupled to the mounting shaft by a mounting shaft seat, and the mounting shaft seat has a T-shaped tubular structure in a T-shaped tubular structure. The transverse through hole of the mounting shaft seat is mounted with a bearing matched with the mounting shaft, and a driving motor is installed in the vertical through hole of the T-shaped tubular structure mounting shaft seat, and a limit pin is arranged at the end of the main rotor, in the T shape The vertical outward surface of the mounting shaft seat of the tubular structure is provided with a limiting pin groove corresponding to the position of the limiting pin.
The hybrid electric powered rotator vertical take-off and landing vehicle of claim 4, wherein the center of gravity of the orienting fin, the mounting shaft seat and the drive motor are located on an axis of the mounting shaft.
The hybrid electric propeller vertical take-off and landing aircraft of claim 5, wherein a driving blade is mounted at one end of the driving motor, and a vertical through hole is formed in the mounting shaft seat of the T-shaped tubular structure. An end cap is mounted at one end, or a drive fan blade is respectively mounted on both ends of the drive motor, or two drive motors having opposite output shaft directions are mounted in the vertical through hole of the T-shaped tubular structure mounting shaft seat.
The hybrid electric propeller vertical take-off and landing aircraft according to any one of claims 1 to 6, wherein a steering gear is provided at a tail portion of the vertical take-off and landing aircraft, and the steering gear is coupled to the rudder.
The hybrid electric propeller vertical take-off and landing aircraft according to claim 7, wherein the main rotor variable pitch system is connected to the hollow tube through a bearing seat and a bearing, and a collecting ring is set on the hollow tube. .
The hybrid electric propeller vertical take-off and landing aircraft according to claim 8, wherein the drive motor is electrically connected to the slip ring by a mounting shaft seat and a wire or a conductive film disposed inside the main rotor.
The hybrid electric propeller vertical take-off and landing aircraft according to claim 9, wherein the collector ring is electrically connected to the electronic governor through a wire, and the electronic governor is electrically connected to the main controller, and the main control The device is electrically connected to the console, the main controller is also connected to the power source through the power manager, the electronic governor is also connected to the power manager, and the heading drive motor is also electrically connected to the main controller through the steering gear and the electronic governor. The controller is also electrically connected to the rudder row.