Thrust device capable of balancing reactive torque

Abstract

The invention discloses a thrust device capable of balancing reactive torque. The thrust device comprises a ducted propeller and a guide cylinder; two rotary shafts are symmetrically fixed on the external wall of the ducted shell of the ducted propeller; a hydraulic actuator is fixedly arranged on the side of one of the rotary shafts; the guide cylinder consists of multi-stage ring thin wall cylinders which are coaxially sleeved; actuating cylinders along the axial direction of the ring thin wall cylinders are arranged between adjacent ring thin wall cylinders; two shaft sleeves are symmetrically fixed on the internal wall of the outmost ring thin wall cylinder; the shaft sleeves are matched with the rotary shafts on the external wall of the ducted shell; and one of the rotary sleeves is laterally fixed with a swing arm; and the swing arm is matched with the hydraulic actuator. As the ducted propeller is adopted by the thrust device provided by the invention, thrust can be provided to a rotor blade airplane for flying forwards; different balanced torques can be produced through adjusting the rotary angles of the guide cylinder; as the length of the guide cylinder is adjusted, the ducted propeller and the guide cylinder can reach the best matching state at different speeds, so that higher aerodynamics efficiency can be realized.

Description

technical field [0001] The invention relates to the technical field of aerodynamics, in particular to a thrust device capable of balancing counter torque. Background technique [0002] For an aircraft that flies by generating lift through the rotation of the rotor, when the rotor rotates to generate lift, a counter torque will be generated on the fuselage. At present, there are coaxial double propellers, single rotor with tail rotor, etc., but for the rotary wing aircraft with multiple flight modes (application number is 201110213680.1), the rotor needs to be locked as a fixed wing during flight. , so the existing coaxial dual-propeller mode is not suitable for the above-mentioned rotary wing aircraft; and the tail rotor structure has a high accident rate of the tail rotor and the tail rotor drive system. When the rotorcraft is flying at low altitude or sticking to the ground, The high-speed rotating tail rotor is prone to problems such as collision with obstacles and accid...

AI Technical Summary

Problems solved by technology

At present, there are coaxial double propellers, single rotor with tail rotor, etc., but for the rotary wing aircraft with multiple flight modes (application number is 201110213680.1), the rotor needs to be locked as a fixed wing during flight. , so the existing coaxial dual-propeller mode is not suitable for the above-mentioned rotary wing aircraft; and the tail rotor structure has a high accident rate of the tail rotor and the tail rotor drive system. When the rotorcraft is flying at low altitude or sticking to the ground, The high-speed rotating tail rotor is prone to problems such as collision with obstacles and accidents of ground personnel, and the tail rotor is still one of the vibration source and noise source of the rotorcraft. In addition, because a T-shaped tail needs to be installed at the rear of the rotary wing aircraft, Tail structure and tail rotor structure are prone to interference

Therefore, the existing structural forms of balanced anti-torque such as coaxial double propellers and single rotor with tail rotor are not suitable for rotary wing aircraft with multiple flight modes.

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