An aerodynamically optimized fuel-electric hybrid multi-rotor aircraft

Abstract

The invention provides an aerodynamic optimization hybrid multirotor, comprising a fuselage, at least one undercarriage, a fuel engine, an installation platform, power rotors, a power-driven rotor mechanism and an aerodynamic optimization mechanism, wherein the fuselage is provided with an upper surface, a lower surface and a first cavity; the undercarriage is fixed to the lower surface of the fuselage; the installation platform is semi-enclosed and is fixed to the lower surface of the fuselage and used for installing the fuel engine, and a second cavity connected with the first cavity is formed; the power rotors are used for being driven by the fuel engine to rotate to enable the multirotor to fly, arranged on the output shaft of the fuel engine and positioned in the first cavity or the second cavity; the power-driven rotor mechanism is used for receiving a far-end first control signal to adjust the flight attitude of the multirotor; the aerodynamic optimization mechanism is used for receiving a far-end second control signal to eliminate reverse twist during the flight of the multirotor and arranged on the outer wall of the installation platform. By implementing the aerodynamic optimization hybrid multirotor, the fuel engine and the power rotors are adopted, the aerodynamic optimization hybrid multirotor has the characteristics of simple structure, stable flight, easy operation and the like, and the carrying capacity, the battery life, the cruising speed, the size and the structure are greatly improved.

Description

technical field [0001] The invention relates to the field of multi-rotor aircraft, in particular to an aerodynamically optimized fuel-electric hybrid multi-rotor aircraft. Background technique [0002] Multirotor (Multirotor) is a kind of aircraft that can take off and land vertically. There are at least three rotor shafts on its fuselage, and each rotor shaft is equipped with a motor and a rotor that is driven by the aforementioned motor to rotate and form thrust. Various flight maneuvers are realized by changing the rotational speed between different rotors. Because the multi-rotor aircraft has the characteristics of simple structure, stable flight, easy operation, convenient portability, and low safety hazard, it is widely used in various fields at home and abroad. [0003] In the prior art, multi-rotor aircrafts include electric multi-rotor aircrafts and hybrid multi-rotor aircrafts. Compared with traditional helicopters, the existing electric multi-rotor aircraft has ...

AI Technical Summary

Problems solved by technology

Compared with traditional helicopters, the existing electric multi-rotor aircraft has been developed relatively maturely. Although it has a simple structure, the total distance between the symmetrical rotors is fixed, and the blades of each rotor are relatively short, and the linear velocity at the end of the blades is slow. , so that when a collision occurs, the impact force is small, it is not easy to be damaged, and it has the advantages of safety, etc., but it is difficult to make it bigger. The main reason is that most of the existing electric multi-rotor aircraft use lithium polymer batteries as power sources.

Because the energy density of power energy is much lower than that of biofuels, the battery life of electric multi-rotor aircraft is short, especially after the electric multi-rotor aircraft reaches a certain scale, the ratio of battery weight to take-off weight will increase significantly, resulting in a series of Difficult problems such as increased payload, increased blanking time, etc.

[0004] Although the existing hybrid multi-rotor aircraft can solve the above-mentioned problems that the electric multi-rotor aircraft occurs, when the fuel engine on the hybrid multi-rotor aircraft drives the power rotor to rotate, a large anti-torque will be formed.

Theoretically speaking, the hybrid multicopter can overcome the anti-torsion and maintain stability by changing the speed difference of the brushless DC motor on it, but because the size difference between the power rotor and the attitude adjustment rotor on it is large Large, the generated air reaction force is not on the same order of magnitude, so it is difficult to achieve the purpose of overcoming anti-twist in practical applications

[0005] The aforementioned two existing multi-rotor aircraft generally adopt a symmetrical structure in design, so that the existing multi-rotor aircraft has basically the same flight performance in all directions. Although it has high rapid maneuverability, the overall aerodynamic performance is not Optimal, and the lift provided is limited, so that the resistance during cruising is greatly increased, which is not conducive to improving the endurance time and cruising speed, especially in windy conditions, and lacks high wind resistance

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