A hybrid configuration heavy-load unmanned helicopter

Abstract

This invention discloses a hybrid configuration high-payload unmanned helicopter, belonging to the field of unmanned aerial vehicle (UAV) technology. It includes a fuselage with symmetrically detachable wings on both sides. Two rotor systems are mounted on the top of the fuselage along its longitudinal axis, a tail thrust system is mounted at the rear, and landing gear is mounted at the bottom. Internally, the fuselage houses a synchronous transmission system, a power system, and a control system. The power system provides power and transmits it to the two rotor systems and the tail thrust system via the synchronous transmission system. The control system controls flight attitude, transmits and receives commands, and processes data. This invention utilizes tandem rotors to provide primary lift, combined with the auxiliary lift from the detachable wings to reduce cruise power consumption. The tail thrust system enhances forward speed and attitude control. The modular, quick-release structure significantly improves transportation and maintenance convenience, effectively addressing the limitations of existing single-configuration UAV helicopters in simultaneously achieving high payload, long endurance, and high maneuverability.

Description

Technical Field

[0001] This invention belongs to the field of unmanned aerial vehicle (UAV) technology, and in particular relates to a hybrid configuration heavy-load unmanned helicopter. Background Technology

[0002] In recent years, with the rapid development of the low-altitude economy, unmanned helicopters have been widely used in various fields such as emergency rescue, material delivery, engineering operations, and geographic surveying. In particular, heavy-load unmanned helicopters, with their core advantages of vertical takeoff and landing without dedicated runways, strong site adaptability, and outstanding heavy-load operation capabilities, have become key equipment for aviation operations in complex scenarios, leading to a continuous increase in market demand and technological research and development needs. As heavy-load operation scenarios continue to expand, the industry has placed higher demands on the payload capacity, range, flight stability, environmental adaptability, and ease of maintenance of heavy-load unmanned helicopters. How to balance multi-dimensional performance indicators and overcome the technical bottlenecks of existing configurations has become a core research and development direction in this field.

[0003] Currently, most existing heavy-load unmanned helicopters adopt a single configuration design. A single configuration is no longer sufficient to balance payload capacity, flight stability, maneuverability, and endurance. The tandem rotor configuration, with its advantages of ample lift reserve, flexible center of gravity layout, good hovering stability, and no tail rotor interference, has become the core preferred rotor configuration for heavy-load unmanned helicopters. By arranging the two rotors sequentially along the longitudinal axis of the fuselage, it can achieve lift superposition, effectively improving payload capacity. However, the single tandem rotor configuration has relatively high aerodynamic drag and power consumption at high speeds, limiting endurance. It also suffers from insufficient forward thrust and weak crosswind resistance, requiring a highly efficient propulsion system and compatible structure.

[0004] Fixed-wing configurations can enhance payload capacity, reduce power consumption during high-speed flight, and extend range through aerodynamic lift assistance. However, traditional fixed wings cannot be disassembled, resulting in insufficient flexibility during transportation and storage and limiting adaptability to various scenarios. Tail thrusters can effectively improve forward power and maneuverability, enhance crosswind resistance, and compensate for the slow forward speed and insufficient handling flexibility of tandem rotor configurations. As the installation carrier, the structural rationality of the airframe directly determines the overall strength, center of gravity balance, and aerodynamic performance. Existing airframes often suffer from unreasonable layout, excessive weight, and poor adaptability, failing to meet the requirements for the coordinated installation of detachable wings, tandem rotors, and tail thrusters.

[0005] In summary, existing heavy-load unmanned helicopter technologies are limited by inherent design flaws, failing to overcome the technical bottleneck of simultaneously achieving sufficient payload capacity, endurance, flight maneuverability, and ease of maintenance. This makes them ill-suited to the increasingly diverse demands of heavy-load operation scenarios. Therefore, developing an unmanned helicopter technology solution that overcomes existing design limitations while simultaneously achieving heavy-load capacity, efficient cruise, stable control, and convenient maintenance has become a pressing technical challenge in this field. Summary of the Invention

[0006] To address the aforementioned technical problems, this invention proposes a hybrid configuration high-payload unmanned helicopter.

[0007] To achieve the above objectives, the present invention provides a hybrid configuration heavy-load unmanned helicopter, comprising: The fuselage has symmetrically and detachably mounted wings on both sides, two rotor systems mounted on the top of the fuselage along the longitudinal axis of the fuselage, a tail thrust system mounted at the tail of the fuselage, and landing gear mounted at the bottom of the fuselage. The airframe is equipped with a synchronous transmission system, a power system, and a control system; the power system provides power and transmits it to the two rotor systems and the tail thrust system through the synchronous transmission system; the control system controls the flight attitude, sends and receives commands, and processes data.

[0008] Optionally, the body has a streamlined design with a smooth and continuous transition of curved surfaces. The body is integrally molded from composite materials and has a load-bearing frame and longitudinal main beams inside.

[0009] Optionally, the two rotor systems are symmetrically mounted at the front and rear ends of the fuselage along the longitudinal axis of the fuselage, and are connected to the two output ends of the synchronous transmission system.

[0010] Optionally, the rotor system includes a rotor disk, a pitch control mechanism, a rotor main shaft, a vibration damping assembly, and a servo actuator.

[0011] Optionally, the wing includes a main spar structure, a skin structure, internal reinforcing ribs, and interface channels.

[0012] Optionally, the wings are symmetrically and detachably mounted on the connecting seats on both sides of the fuselage, and are connected to the connecting seats on both sides of the fuselage by a quick-locking mechanism, forming a rigid load-bearing connection after connection.

[0013] Optionally, a quick electrical interface and a fluid interface are also provided between the wing and the connecting seats on both sides of the fuselage to realize quick connection between the wing system and the fuselage control system and power system.

[0014] Optionally, the power system includes a hybrid power structure consisting of a thermal engine and an electric motor, and the power output end is connected to a synchronous transmission system.

[0015] Optionally, the landing gear adopts a skid-type structure, and a multi-stage damping buffer device is provided between the landing gear and the fuselage.

[0016] Optionally, the synchronous transmission system synchronizes the rotational speeds of the two rotor systems, but in opposite directions.

[0017] Compared with the prior art, the present invention has the following advantages and technical effects: Using the airframe as the core load-bearing structure, a complete unmanned helicopter technology solution is constructed. This solution integrates symmetrically detachable wings, two rotor systems arranged along the longitudinal axis of the airframe on top, a tail thrust system mounted at the rear, landing gear mounted at the bottom, and internal synchronous transmission, power, and control systems. This results in a system that combines vertical takeoff and landing capability, heavy load capacity, efficient cruise capability, stable handling, and convenient maintenance. The two rotor systems mounted along the longitudinal axis on top of the airframe serve as the core lift source. Through lift superposition, they generate ample lift reserves. Compared to traditional single-rotor or coaxial dual-rotor configurations, this avoids power loss and control limitations caused by tail rotor interference, offering superior hovering stability, more flexible center of gravity layout, and a higher payload capacity, providing core lift assurance for heavy-load operations. The symmetrically detachable wings on both sides of the airframe provide auxiliary aerodynamic lift during cruise flight, effectively sharing the lift burden of the rotor system and significantly reducing rotor system load. The system's power consumption is reduced, thereby increasing the overall cruising range and reducing energy consumption per unit range. Meanwhile, the detachable wing design solves the inherent defects of traditional fixed-wing structures, such as insufficient transportation and storage flexibility and poor scene adaptability, significantly improving the convenience of equipment relocation, maintenance, and storage. The tail thrust system installed at the rear of the fuselage provides stable axial propulsion during forward cruise, effectively compensating for the shortcomings of traditional pure rotor configuration unmanned helicopters, such as insufficient forward thrust, high aerodynamic drag, and low flight speed limit during high-speed flight. It also provides auxiliary yaw control during hovering and low-speed flight. The torque further enhances the aircraft's attitude control precision, crosswind resistance, and flight maneuverability under complex conditions; the landing gear mounted on the bottom of the fuselage provides a stable foundation for takeoff and landing, effectively buffering impact loads during takeoff and landing, ensuring the safety and stability of takeoff and landing operations under heavy load conditions; the internal power system, as the core of the aircraft's power, transmits power synchronously and precisely to the two rotor systems and the tail thrust system through a synchronous transmission system, and the matching control system enables precise control of the aircraft's flight attitude, efficient transmission and reception of flight commands, and real-time flight data. The system can adaptively adjust the working status of each system according to different flight phases such as takeoff, hovering, cruise, and landing, and achieve global coordinated control of lift distribution, power output and flight attitude. Ultimately, while fully retaining the core advantages of unmanned helicopters in vertical takeoff and landing and heavy load capacity, it effectively solves the industry pain point that traditional single-configuration unmanned helicopters cannot simultaneously achieve long endurance, high maneuverability and high stability. The modular and detachable structural design also significantly reduces the equipment's operation, maintenance, transportation and storage costs, and can adapt to the needs of diverse heavy-load operation scenarios such as material transportation, emergency rescue and engineering operations. Attached Figure Description

[0018] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings: Figure 1 This is a schematic diagram of the hybrid configuration heavy-load unmanned helicopter structure of the present invention; Figure 2 This is a schematic diagram of the hybrid configuration heavy-load unmanned helicopter of the present invention from another angle; Figure 3 This is a schematic diagram of a rotor system structure in this invention; Figure 4 This is a schematic diagram of the wing structure in this invention; Figure 5 This is a schematic diagram of the landing gear structure in this invention.

[0019] In the diagram: 1. Airframe; 2. Landing gear; 3. Rotor system; 6. Tail thrust system; 7. Wing. Detailed Implementation

[0020] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0021] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0022] Reference Figures 1 to 5 As shown, this embodiment provides a hybrid configuration heavy-load unmanned helicopter, including: Airframe 1, with wings 7 symmetrically and detachably mounted on both sides of airframe 1, two rotor systems 3 mounted on the top of airframe 1 along the longitudinal axis of airframe 1, a tail thrust system 6 mounted at the tail of airframe 1, and landing gear 2 mounted at the bottom of airframe 1. The fuselage 1 is equipped with a synchronous transmission system, a power system, and a control system; the power system provides power and transmits it to the two rotor systems 3 and the tail thrust system 6 through the synchronous transmission system; the control system is used to control the flight attitude, send and receive commands, and process data.

[0023] With the fuselage 1 as the core load-bearing base, a complete unmanned helicopter technical solution is constructed through the symmetrically detachable and installable wings 7 integrated on the fuselage 1, two rotor systems 3 arranged along the longitudinal axis of the fuselage 1 on the top of the fuselage 1, the tail thrust system 6 installed at the tail of the fuselage 1, the landing gear 2 installed at the bottom of the fuselage 1, and the synchronous transmission system, power system and control system installed inside the fuselage 1. This solution combines vertical take-off and landing capability, heavy load-bearing capacity, efficient cruise capability, stable control performance and convenient operation and maintenance performance. The two rotor systems 3, mounted on the top of fuselage 1 along its longitudinal axis, serve as the core lift source for the entire aircraft. Through lift superposition, they generate ample lift reserves. Compared to traditional single-rotor or coaxial twin-rotor configurations, this configuration avoids power loss and control limitations caused by tail rotor interference, offering superior hovering stability, more flexible center of gravity layout, and a higher payload capacity, providing core lift assurance for heavy-load operations. The symmetrically detachable wings 7 on both sides of fuselage 1 provide auxiliary aerodynamic lift during cruise flight, effectively sharing the lift burden of the rotor systems 3 and significantly reducing... The power consumption of the rotor system 3 is reduced, thereby increasing the overall cruising range and reducing energy consumption per unit range. Meanwhile, the detachable design of the wings 7 solves the inherent defects of traditional fixed-wing structures, such as insufficient transportation and storage flexibility and poor scene adaptability, significantly improving the convenience of equipment relocation, maintenance, and storage. The tail thrust system 6 installed at the rear of the fuselage 1 provides stable axial propulsion during forward cruise, effectively compensating for the shortcomings of traditional pure rotor configuration unmanned helicopters, such as insufficient forward thrust, high aerodynamic drag, and low flight speed limit during high-speed flight. It also provides auxiliary yaw during hovering and low-speed flight. The flight control torque further enhances the aircraft's attitude control precision, crosswind resistance, and flight maneuverability under complex conditions; the landing gear 2 mounted on the bottom of the fuselage 1 provides a stable foundation for takeoff and landing, effectively buffering impact loads during takeoff and landing, ensuring the safety and stability of takeoff and landing operations under heavy load conditions; the power system inside the fuselage 1 serves as the core of the aircraft's power system, transmitting power synchronously and precisely to the two rotor systems 3 and the tail thrust system 6 through a synchronous transmission system; the corresponding control system enables precise control of the aircraft's flight attitude, efficient transmission and reception of flight commands, and flight data... Real-time data processing enables adaptive adjustment of the working status of each system according to different flight phases such as takeoff, hovering, cruise, and landing, achieving global coordinated control of lift distribution, power output, and flight attitude. Ultimately, while fully retaining the core advantages of unmanned helicopters in vertical takeoff and landing and heavy payload, it effectively solves the industry pain point that traditional single-configuration unmanned helicopters cannot simultaneously achieve long endurance, high maneuverability, and high stability. The modular and detachable structural design also significantly reduces the equipment's operation, maintenance, transportation, and storage costs, and can adapt to diverse heavy-load operation scenarios such as material transportation, emergency rescue, and engineering operations.

[0024] In some alternative implementations, the body 1 has a streamlined design with a smooth and continuous transition of curved surfaces. The body 1 is integrally molded from composite materials and has a load-bearing frame and longitudinal main beams inside.

[0025] The streamlined shape and smooth transition of the curved surface effectively reduce aerodynamic drag during flight, reduce power loss, and improve the overall range and flight stability. The one-piece composite material structure can significantly reduce the weight while ensuring the structural strength of the fuselage, improve the effective payload ratio, and reduce the transmission of flight vibrations. The load-bearing frame and longitudinal main beam inside can enhance the load-bearing capacity and overload resistance of the fuselage, provide a stable and reliable installation benchmark for various internal and external functional components, and ensure the structural reliability and operational stability of the whole aircraft under heavy load conditions.

[0026] In some alternative implementations, the two rotor systems 3 are symmetrically mounted at the front and rear ends of the fuselage 1 along the longitudinal axis of the fuselage 1, and are connected to the two output ends of the synchronous transmission system.

[0027] The installation layout and transmission connection of the two rotor systems 3 are further defined. Their longitudinal arrangement, symmetrically installed at the front and rear ends of the fuselage 1 along the longitudinal axis, enables the superposition of lift output from both rotors, significantly increasing the overall lift reserve and providing core lift support for heavy-load operations. At the same time, the symmetrical front and rear layout can balance the distribution of the aircraft's center of gravity, providing flexible center of gravity adaptation capabilities and compatibility with changes in the center of gravity under different load conditions. It can also avoid the power loss and control limitations caused by the tail rotor of the traditional single rotor configuration, significantly improving hovering stability and anti-interference capabilities. The two rotor systems 3 are correspondingly connected to the two output ends of the synchronous transmission system, enabling the dual rotors to receive power from the same source and synchronously control the transmission, ensuring the accuracy and consistency of power transmission. Together with the synchronous transmission system, it achieves coordinated control of the rotation speed and steering of the two rotors, avoiding interference between rotor movements, while reducing the vibration and energy consumption of the transmission system, further improving the smoothness, accuracy, and operational reliability of the overall aircraft flight control.

[0028] In some alternative implementations, the rotor system 3 includes a rotor disk, a pitch control mechanism, a rotor shaft, a vibration damping assembly, and a servo actuator.

[0029] The rotor disk, as the core carrier of lift output, can stably receive power and generate controllable aerodynamic lift, providing core lift support for the aircraft's heavy-load operations. The pitch control mechanism can precisely control the magnitude and distribution of lift output by adjusting the rotor pitch angle, adapting to the lift requirements of different flight stages, while quickly responding to attitude adjustment commands, improving the overall aircraft's control response speed and attitude control accuracy. The rotor main shaft, as the core component for power and load transmission, can stably receive the torque output from the synchronous transmission system, ensuring stable rotor rotation, while reliably transmitting rotor lift to the fuselage, ensuring the stability of power transmission and structural reliability under heavy-load conditions; The vibration component can effectively suppress the vibration load generated by the high-speed rotation of the rotor, reduce the transmission of vibration to the fuselage 1, and lower the overall vibration level of the aircraft. This not only improves flight smoothness and the working stability of airborne equipment, but also reduces structural fatigue wear and extends the service life of the entire aircraft. The servo actuator can precisely drive the pitch mechanism to achieve high-precision and high-response speed adjustment of the blade pitch, further improving the overall handling flexibility and flight stability under complex working conditions. The composition and design of the entire rotor system 3 fully take into account the core requirements of high-load lift output, precise control, stable operation and long service life, and can adapt to the working conditions of heavy-load unmanned helicopters in multiple scenarios.

[0030] In some alternative implementations, wing 7 includes a main sparsity structure, a skin structure, internal stiffeners, and interface channels.

[0031] The main beam structure, as the core load-bearing skeleton of Wing 7, can stably transmit auxiliary lift and withstand aerodynamic loads, ensuring the structural rigidity and deformation resistance of Wing 7. The skin structure, together with the main beam and internal stiffeners, forms a closed-cavity load-bearing structure, which not only maintains the optimized aerodynamic shape of Wing 7 to reduce flight drag, but also synergistically improves structural strength and torsional performance, achieving a balance between lightweight and high load-bearing capacity. The internal stiffeners can disperse local loads and suppress flutter of Wing 7 during high-speed flight, improving flight stability. The built-in interface channels provide a safe and orderly layout space for wiring and piping, adapting to the rapid disassembly and assembly requirements of Wing 7, and ensuring the reliability of system connections. The entire structure, while stably providing auxiliary lift, reducing rotor power consumption, and improving the overall payload and endurance, also takes into account the convenience of modular disassembly and assembly and the structural reliability for all operating conditions.

[0032] In some alternative implementations, the wings 7 are symmetrically and detachably mounted on the connecting seats on both sides of the fuselage 1, and are connected to the connecting seats on both sides of the fuselage 1 by a quick-locking mechanism, forming a rigid load-bearing connection after connection.

[0033] The wings 7 are symmetrically and detachably mounted on the connecting seats on both sides of the fuselage 1. The symmetrical layout design ensures the aerodynamic balance and center of gravity symmetry of the entire aircraft, avoiding attitude tilt caused by lift deviation on one side, effectively reducing the attitude correction burden of the control system during cruise, and improving the overall flight stability of the aircraft. The quick-locking mechanism used between the wings 7 and the connecting seats of the fuselage 1 can greatly simplify the wing 7 disassembly and assembly process and shorten the disassembly and assembly time. The installation and disassembly of the wings 7 can be completed without complicated special tools, which significantly improves the convenience of equipment relocation, warehousing and transportation and daily maintenance. At the same time, it can ensure the consistency of installation accuracy for each disassembly and assembly, avoiding manual operation. The assembly deviation caused by the connection is mitigated; however, the rigid load-bearing connection formed after connection can construct a continuous and stable load transfer path, uniformly and reliably transferring the auxiliary lift generated by the wing 7 to the main load-bearing structure of the fuselage 1, avoiding load loss, structural vibration and deformation caused by connection gaps, ensuring the load-bearing reliability of the wing 7 during high-load and high-speed flight, while effectively suppressing the flutter and sway of the wing 7, improving the overall flight smoothness and aerodynamic efficiency, avoiding the risk of fatigue damage to the connection parts during long-term use, and while realizing the modular and rapid assembly and disassembly of the wing 7, fully ensuring the structural strength and operational safety of the connection between the wing 7 and the fuselage 1 under heavy load conditions.

[0034] Furthermore, the quick-locking mechanism can be any one of the following: coaxial quick-release pin-type locking mechanism, wedge-shaped self-locking quick-locking mechanism, or quick-opening clamp-type flange locking mechanism.

[0035] In some optional implementations, quick electrical and fluid interfaces are also provided between the connecting seats on both sides of the wing 7 and the fuselage 1 to enable quick connection between the wing 7 system and the control and power systems of the fuselage 1.

[0036] The design defines a quick-connect electrical and fluid interface structure between the wing 7 and the fuselage 1. This interface works in conjunction with the quick-locking mechanism of the wing 7 to simultaneously connect and disconnect the wiring and piping while the mechanical structure of the wing 7 is being disassembled and assembled. This significantly improves the modular assembly and disassembly efficiency of the wing 7 and avoids the risks of incorrect connections, omissions, and pipeline damage caused by manual assembly and disassembly. At the same time, it achieves complete integration of the wing 7 with the control and power systems of the fuselage 1, avoids exposed pipelines from increasing aerodynamic drag, expands the functional adaptability of the wing 7, and reduces the difficulty of equipment maintenance and operation and maintenance costs.

[0037] Furthermore, the interface features a built-in foolproof, self-locking, and self-sealing structure, ensuring stable and reliable signal and power transmission, preventing leakage of the working medium, and adapting to complex working conditions such as flight vibration and heavy-load impact.

[0038] In some alternative implementations, the power system includes a hybrid power structure consisting of a thermal engine and an electric motor, with the power output connected to a synchronous drive system.

[0039] The hybrid power structure, combining a thermal engine and an electric motor, fully leverages the advantages of the thermal engine's high energy density and continuous high-power output with the electric motor's fast response, strong peak power output, and precise speed regulation. This perfectly adapts to the differentiated power requirements of heavy-load unmanned helicopters throughout all flight phases. During high-power demand phases such as takeoff, climb, and heavy-load hovering, the electric motor can quickly output peak auxiliary power, superimposing power with the thermal engine to significantly increase the aircraft's short-term lift reserve. This meets the high power requirements of heavy-load operations and avoids the problems of increased weight and low cruise efficiency caused by over-selection of a single thermal engine. During cruising and level flight, the thermal engine provides the main continuous power, fully utilizing its advantages of long endurance and low fuel consumption, reducing overall energy consumption and increasing range. The electric motor can form an emergency power backup, immediately switching in to provide power in the event of a thermal engine failure, significantly improving the safety redundancy of the entire aircraft. The direct transmission connection between the power output end and the synchronous transmission system enables centralized output and precise distribution of power from the same source, ensuring stable and efficient power transmission to the two rotor systems 3 and the tail thrust system 6. This avoids the transmission losses and poor synchronization caused by the dispersed transmission of multiple power sources, improves power transmission efficiency and the coordinated control precision of each actuator. The entire power structure can work with the control system to achieve adaptive switching of power modes and intelligent power distribution, balancing the peak power requirements of heavy loads with the economic efficiency of long-endurance cruise. It can also reduce the operating condition fluctuations of the thermal engine, reduce equipment fatigue wear and maintenance costs, and perfectly adapt to diverse operating scenarios with high load, long endurance, and high reliability requirements.

[0040] In some alternative implementations, the landing gear 2 adopts a skid-type structure, and a multi-stage damping buffer device is provided between the landing gear 2 and the fuselage 1.

[0041] The skid-type landing gear has a large ground support area, making it suitable for take-off and landing on unhardened ground such as grass and gravel, thus improving its adaptability to field operation scenarios. At the same time, its simple and lightweight structure can improve the effective load ratio of the whole machine, and its modular design also facilitates disassembly and maintenance. The multi-stage damping buffer device set between the landing gear 2 and the fuselage 1 can absorb and dissipate the impact and vibration loads of heavy-load take-off and landing in stages, avoiding rigid impact damage to the fuselage 1 and internal components. It adapts to the buffering requirements of different load conditions, reduces structural fatigue, and fully ensures the safety and reliability of the whole machine's take-off and landing under heavy load conditions.

[0042] In some alternative implementations, the synchronous drive system synchronizes the rotational speeds of the two rotor systems 3, but in opposite directions.

[0043] The synchronous transmission system ensures that the two rotor systems 3 rotate at the same speed and in opposite directions, which not only avoids motion interference between the rotors, but also achieves coordinated matching of the lift output of the two rotors, ensuring a stable supply of lift power and propulsion power from the same source.

[0044] The flight process in this embodiment includes: 1. Takeoff phase: The power system outputs maximum power, and the two rotor systems provide the main lift; 2. Hovering phase: Tail thruster 6 assists in attitude control; 3. Transition phase: When the flight speed reaches the set value, the control system gradually adjusts the rotor pitch angle to increase the lift-bearing ratio of the wing. 4. Cruise phase: Wing 7 bears part of the lift, reducing the power demand of rotor system 3, and tail thruster 6 provides continuous thrust; 5. Landing phase: Restore rotor system 3 main lift mode, reduce forward speed, and achieve vertical landing.

[0045] All aspects not detailed in this invention are conventional technical means known to those skilled in the art.

[0046] In the description of this invention, it should be understood that the terms "longitudinal", "lateral", "up", "down", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this invention, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0047] The embodiments described above are merely preferred embodiments of the present invention and are not intended to limit the scope of the present invention. Various modifications and improvements made by those skilled in the art to the technical solutions of the present invention without departing from the spirit of the present invention should fall within the protection scope defined by the claims of the present invention.

Claims

1. A hybrid configuration heavy-lift unmanned helicopter, characterized by, include: Airframe (1), on both sides of the airframe (1) are symmetrically and detachably mounted wings (7), on the top of the airframe (1) are two rotor systems (3) along the longitudinal axis of the airframe (1), on the tail of the airframe (1) are tail thrust systems (6), and on the bottom of the airframe (1) are landing gear (2). The airframe (1) is equipped with a synchronous transmission system, a power system and a control system; the power system is used to provide power and transmit it to the two rotor systems (3) and the tail thrust system (6) through the synchronous transmission system; the control system is used to control the flight attitude, send and receive commands and process data.

2. The hybrid configuration heavy-lift unmanned helicopter according to claim 1, wherein, The body (1) has a streamlined design with a smooth and continuous transition of curved surfaces. The body (1) is integrally molded from composite materials and has a load-bearing frame and longitudinal main beam inside.

3. The hybrid configuration heavy-lift unmanned helicopter according to claim 1, wherein, The two rotor systems (3) are respectively symmetrically installed at the front and rear ends of the body (1) along the longitudinal axis of the body (1) and are connected to the two output ends of the synchronous transmission system.

4. The hybrid configuration heavy-lift unmanned helicopter according to claim 1, wherein, The rotor system (3) includes a rotor disk, a pitch mechanism, a rotor main shaft, a vibration damping component, and a servo actuator.

5. The hybrid configuration heavy lift unmanned helicopter according to claim 1, wherein, The wing (7) includes a main beam structure, a skin structure, internal reinforcing ribs, and interface channels.

6. The hybrid configuration heavy-lift unmanned helicopter according to claim 1, wherein, The wings (7) are symmetrically and detachably installed on the connecting seats on both sides of the body (1), and are connected to the connecting seats on both sides of the body (1) by a quick locking mechanism, forming a rigid load-bearing connection after connection.

7. The hybrid configuration heavy-lift unmanned helicopter according to claim 5, wherein, A quick electrical interface and a fluid interface are also provided between the connecting seats on both sides of the wing (7) and the fuselage (1) to realize the quick connection between the wing (7) system and the fuselage (1) control system and power system.

8. The hybrid configuration heavy lift unmanned helicopter according to claim 1, wherein, The power system includes a hybrid power structure consisting of a thermal engine and an electric motor, and the power output end is connected to a synchronous transmission system.

9. The hybrid configuration heavy lift unmanned helicopter according to claim 1, wherein, The landing gear (2) adopts a skid-type structure, and a multi-stage damping buffer device is provided between the landing gear (2) and the fuselage (1).

10. The hybrid configuration heavy lift unmanned helicopter of claim 1, wherein, The synchronous transmission system synchronizes the rotational speeds of the two rotor systems, but in opposite directions.

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