A stepless speed change two-way propelling device for a helicopter

Abstract

The present application relates to a kind of stepless speed change two-way propulsion device for helicopter, for converting the engine torque driving the rotor of helicopter into horizontal thrust through stepless speed change when helicopter is in horizontal flight, can realize smooth switching between helicopter take-off mode and helicopter horizontal high-speed flight mode.The horizontal thrust generated by the two-way propulsion device can greatly exceed the horizontal thrust generated by the tail auxiliary propulsion propeller technical solution used in existing high-speed helicopter technology, so that the high-speed efficient flight of helicopter can be realized safely, and the performance of helicopter is greatly improved.Meanwhile, the stepless speed change two-way propulsion device for helicopter involved in the present application can also be used for double-rotor tandem helicopter with the same overall layout as tiltrotor aircraft, so that double-rotor tandem helicopter can obtain higher horizontal flight speed and higher safety than tiltrotor aircraft without tiltrotor.In addition, the stepless speed change two-way propulsion device for helicopter involved in the present application can also be used for jet high-speed stealth aircraft like flying saucer.

Description

TECHNICAL FIELD

[0001] The present application relates to a kind of stepless speed change two-way propulsion device for helicopter, for converting the engine torque driving the rotor of helicopter into horizontal thrust by stepless speed change when helicopter is in horizontal flight, can realize smooth switching between helicopter take-off mode and helicopter horizontal high-speed flight mode.The horizontal thrust generated by the two-way propulsion device can greatly exceed the horizontal thrust generated by the tail auxiliary propulsion propeller technical solution used in existing high-speed helicopter technology, so that the high-speed efficient flight of helicopter can be realized safely, greatly improve the performance of helicopter.At the same time, the stepless speed change two-way propulsion device for helicopter involved in the present application can also be used for the same double-rotor tandem helicopter as tiltrotor aircraft, so that the double-rotor tandem helicopter can obtain higher horizontal flight speed and higher safety than tiltrotor aircraft without tiltrotor.In addition, the stepless speed change two-way propulsion device for helicopter involved in the present application can also be used for jet high-speed stealth aircraft like flying saucer. BACKGROUND

[0002] It is well known that a helicopter is equipped with an auxiliary propulsion propeller at the tail and short wings with sufficient area on both sides of the fuselage, the lift is provided by the rotor during take-off and landing, and the power of the helicopter engine is switched from the rotor to the auxiliary propulsion propeller at the tail during horizontal flight, at this time the lift is mainly provided by the short wings on both sides of the fuselage, which can greatly improve the flight speed and efficiency of the helicopter. However, when the take-off and landing mode is converted into the horizontal high-speed flight mode, the engine torque of the helicopter is switched from the rotor to the auxiliary propulsion propeller at the tail, and the lift is mainly switched from the rotor to the short wing, at this time the increase of the flight speed of the helicopter due to inertia has a lag, and the lift of the short wing due to the increase of the speed of the helicopter is not enough to make up for the sudden decrease of the lift of the rotor, so the helicopter will suddenly descend, and if the switching speed is too fast, the helicopter will lose balance and crash; similarly, when the helicopter is converted from high-speed horizontal flight mode to take-off and landing mode, the engine torque of the helicopter is switched from the auxiliary propulsion propeller to the rotor, and the lift is mainly switched from the short wing to the rotor, at this time the decrease of the flight speed of the helicopter due to inertia has a lag, and the sudden increase of the lift of the rotor greatly exceeds the decrease of the lift of the short wing due to the decrease of the speed of the helicopter, so the helicopter will suddenly ascend, and if the speed is too fast, the helicopter will also lose balance and cause an accident. Therefore, the AH-56 high-speed helicopter technology scheme, in which the lift is mainly generated by the rotor during take-off and landing and by the short wings on both sides of the fuselage during high-speed flight, has many accidents and has not been widely used and further developed. The tilt-rotor aircraft with double-rotor transverse arrangement, although having sufficient wings on both sides of the fuselage, can have the speed of a fixed-wing aircraft and the hovering performance of a helicopter, but accidents are prone to occur during switching between the hovering mode and the horizontal high-speed flight mode due to the need for tilting the rotor. SUMMARY

[0003] The purpose of the present application is to provide a stepless variable speed bidirectional propulsion device for a helicopter, which can convert the torque of the helicopter engine used to drive the rotor into horizontal thrust through stepless variable speed, so that the lift of the helicopter does not change dramatically due to the speed of the engine torque being converted into horizontal thrust being too fast, thereby ensuring the safety of the helicopter during switching between the rotor take-off and landing mode and the horizontal high-speed flight mode. At the same time, the horizontal thrust generated by the stepless variable speed bidirectional propulsion device can greatly exceed the horizontal thrust generated by the auxiliary propulsion propeller at the tail used in the existing high-speed helicopter technology scheme. When the stepless variable speed bidirectional propulsion device is used in a double-rotor transverse arrangement helicopter, it can have the speed of a fixed-wing aircraft and the hovering performance of a helicopter without tilting the rotor, and has higher speed and reliability.

[0004] The application relates to a helicopter stepless speed-changing bidirectional propulsion device, which comprises a transmission shaft, a compressor, a shell, a turbine, a tail jet and other parts of a conventional turbine shaft engine, and is characterized in that the shell is free of a combustion chamber and high-temperature parts, and a bypass outer duct is arranged on the side of the shell, the air inlet of the bypass outer duct is located between the compressor and the turbine, the inside of the bypass outer duct is provided with an outer duct flow passage area control device, the transmission shaft is driven by the engine of the helicopter for driving the rotor, that is, the transmission shaft, the compressor and the turbine are driven to rotate by external power, the compressor and the turbine are integrated with the transmission shaft, the compressor consumes the power transmitted by the transmission shaft, and the power generated by the turbine is completely transmitted back to the transmission shaft to offset the external power consumed by the compressor. The size of the reverse input power of the turbine to the transmission shaft, the size of the power transmitted by the helicopter engine to the transmission shaft and the size of the horizontal thrust generated by the bypass outer duct are controlled by means of the pressure difference between the front and back ends of the turbine and by controlling the opening degree of the outer duct flow passage area control device, so that the stepless speed-changing switching between the helicopter take-off and landing mode and the helicopter horizontal high-speed flight mode is realized, and the lift of the helicopter is ensured to be not changed sharply in the switching process. In the helicopter take-off and landing mode, the outer duct flow passage area control device is completely closed, the air inhaled by the helicopter stepless speed-changing bidirectional propulsion device is first consumed in the compressor and then compressed into high-pressure gas, and then the power is generated in the turbine to reversely input more than 90% of the energy of the compressed air to the transmission shaft to offset most of the power consumed by the compressor, and only less than 10% of the energy of the compressed air is converted into thrust by the gas jetted out of the tail jet, at this time, the bypass outer duct does not generate horizontal thrust, and the power transmitted by the helicopter engine to the transmission shaft is the minimum value. In the switching from the helicopter take-off and landing mode to the helicopter horizontal high-speed flight mode, the outer duct flow passage area control device is gradually opened to gradually increase the compressed air jetted out of the bypass outer duct to gradually increase the horizontal thrust, gradually reduce the compressed air flowing through the turbine to gradually reduce the power generated by the turbine, and gradually increase the external power consumed by the transmission shaft, until the outer duct flow passage area control device is completely opened, most of the compressed air is jetted out of the bypass outer duct to generate horizontal thrust, at this time, the horizontal thrust generated by the bypass outer duct is the maximum value, and the power transmitted by the helicopter engine to the transmission shaft is the maximum value, and the helicopter successfully enters the horizontal high-speed flight mode through stepless speed-changing. In the switching from the helicopter horizontal high-speed flight mode to the helicopter take-off and landing mode, the outer duct flow passage area control device is gradually reduced from the initial maximum opening degree, the compressed air jetted out of the bypass outer duct is gradually reduced to gradually reduce the horizontal thrust, the compressed air flowing through the turbine is gradually increased to gradually increase the power generated by the turbine, until the outer duct flow passage area control device is completely closed, the bypass outer duct no longer jets out the compressed air to generate horizontal thrust, and the power transmitted by the helicopter engine to the transmission shaft is reduced to the minimum value, so that the helicopter enters the take-off and landing mode through stepless speed-changing.In addition, the afterburner added in the bypass outer duct can obtain greater horizontal thrust under the condition of the same air intake, which is far more than the horizontal thrust generated by the tail auxiliary propulsion propeller technical solution.

[0005] As can be seen from the technical solution of the application, the helicopter stepless speed change bidirectional propulsion device related to the application outputs horizontal thrust through the bypass outer duct and a small amount of thrust through the inner duct, the transmission shaft is integrated with the compressor and the turbine, the power generated by the turbine is all reversely input into the transmission shaft to offset the power consumed by the compressor, the size of the reversely input power of the transmission shaft by the turbine, the size of the power absorbed by the transmission shaft from the helicopter engine and the size of the horizontal thrust generated by the bypass outer duct are controlled by means of the difference between the resistances before and after the turbine and by controlling the opening of the outer duct flow cross section area control device, so that the stepless speed change switching between the helicopter take-off and landing mode and the helicopter horizontal high-speed flight mode is realized, the lift of the helicopter is ensured not to change sharply in the switching process, and the safety of the helicopter is ensured. The afterburner added in the outer duct can make the horizontal thrust generated by the helicopter stepless speed change bidirectional propulsion device related to the application far higher than the horizontal thrust generated by the tail auxiliary propulsion propeller technical solution. The helicopter stepless speed change bidirectional propulsion device related to the application is actually equivalent to a core engine external turbofan engine in the helicopter horizontal high-speed flight mode, and is similar to a core engine external turbine shaft engine without outputting power to the outside through the transmission shaft in the helicopter take-off and landing mode. The helicopter stepless speed change bidirectional propulsion device related to the application can be used in a conventional layout helicopter and a double-rotor transverse type helicopter with two engines located at the two ends of the wings and the same layout as the tilt-rotor aircraft, because the tilt-rotor is not needed in the flight mode switching, the horizontal flight resistance of the double-rotor transverse type helicopter is low, the afterburner in the bypass outer duct enlarges the horizontal thrust generated under the same air intake, and therefore the safety of the tilt-rotor aircraft can be far exceeded and a higher flight speed can be obtained. BRIEF DESCRIPTION OF DRAWINGS

[0006] Figure 1 is a structural schematic view of the helicopter stepless speed change bidirectional propulsion device related to the application. 1 is a transmission shaft, 2 is a compressor, 3 is a shell, 4 is a bypass outer duct, 4a is a bypass outer duct air inlet, 5 is a turbine, 6 is an outer duct flow cross section area control device, and 7 is a tail jet.

[0007] Figure 2 is another structural schematic view of the helicopter stepless speed change bidirectional propulsion device related to the application, which is the same as Figure 1 1 is a transmission shaft, 2 is a compressor, 3 is a shell, 4 is a bypass outer duct, 4a is a bypass outer duct air inlet, 5 is a turbine, 6 is an outer duct flow cross section area control device, and 7 is a tail jet, which is the same asFigure 1 The difference is that a bypass afterburner 8 is added. DETAILED DESCRIPTION

[0008] Figure 1The best embodiment of the present application comprises the conventional parts of a turbine shaft engine, such as a transmission shaft 1, a compressor 2, a casing 3, a turbine 5, a tail jet 7, and a bypass outer channel 4, an air inlet 4a of the bypass outer channel between the compressor 2 and the turbine 5, and an outer channel flow cross-sectional area control device 6. The bypass outer channel 4 is two, each with an outer channel flow cross-sectional area control device 6, and the two bypass outer channels 4 are symmetrically arranged on both sides of the casing 3. The opening direction of the tail jet 7 is vertically downward, so that the gas ejected from the inner channel generates vertical lift. The transmission shaft 1 is integrated with the compressor 2 and the turbine 5, and the power input from the helicopter engine or from the outside drives the transmission shaft 1, the compressor 2, and the turbine 5 to rotate together. The compressor 2 consumes the power from the transmission shaft 1 to compress air, and the compressed air flowing through the turbine 5 drives the turbine to generate power and reversely transfer to the transmission shaft 1 to make up for the power consumed by the compressor 2. The air sucked into the casing 3 can be divided into two parts after being compressed by the compressor 2. One part drives the turbine 5 to work and is discharged downward through the tail jet 7 into the atmosphere to form lift, and the other part is directly discharged backward through the bypass outer channel 4 into the atmosphere to generate horizontal thrust. In the helicopter take-off and landing mode state, the outer channel flow cross-sectional area control device 6 is completely closed, the total flow resistance of the air inlet is the maximum, the air inlet flow through the compressor 2 is the minimum, the compressed air flows through the turbine 5 to generate power and reversely transfer to the transmission shaft 1, more than 90% of the power consumed by the compressor 2 is compensated by the power generated by the turbine 5, and only less than 10% of the power is converted into vertical lift with the air discharged from the tail jet 7. At this time, the bypass outer channel 4 does not generate horizontal thrust, the power input to the transmission shaft 1 by the helicopter engine is the minimum, and the helicopter used in the present application is similar to a turbine shaft engine with an external core engine that does not output power to the outside through the transmission shaft 1. In the helicopter horizontal high-speed flight mode state, the outer channel flow cross-sectional area control device 6 is completely opened, the total flow resistance is reduced to the minimum, and the air inlet flow through the compressor 2 is increased to the maximum. Due to the resistance difference between the front and rear ends of the turbine 5, the proportion of the compressed air flowing through the turbine 5 is reduced to the minimum, and the power generated by the turbine 5 is also reduced to the minimum. Most of the compressed air is injected into the atmosphere through the bypass outer channel 4 to generate horizontal thrust, so the horizontal thrust generated by the bypass outer channel 4 and the power transmitted to the transmission shaft 1 by the helicopter engine are also the maximum. At this time, the helicopter used in the present application is equivalent to a turbofan engine with an external core engine.During the process of switching from the helicopter take-off and landing mode to the helicopter horizontal high-speed flight mode, the outer channel flow cross-sectional area control device 6 is gradually opened, the total flow resistance is gradually reduced, the air intake through the compressor 2 is gradually increased, the proportion of compressed air flowing through the bypass outer channel 4 is gradually increased, and the proportion of compressed air flowing through the turbine 5 is gradually reduced, until the outer channel flow cross-sectional area control device 6 is completely opened, the horizontal thrust generated by the bypass outer channel 4 reaches the maximum value, and at this time the aircraft enters the helicopter horizontal high-speed flight mode. When switching from the helicopter horizontal high-speed flight mode to the helicopter take-off and landing mode, the outer channel flow cross-sectional area control device 6 is gradually closed, the total flow resistance is gradually increased, the air intake through the compressor 2 is gradually reduced, the proportion of compressed air flowing through the bypass outer channel 4 is gradually reduced, and the proportion of compressed air flowing through the turbine 5 is gradually increased, until the outer channel flow cross-sectional area control device 6 is completely closed, the bypass outer channel 4 does not generate horizontal thrust, and the aircraft enters the helicopter take-off and landing mode. Figure 1 The embodiment in the figure adopts two bypass outer channels 4 symmetrically arranged on both sides of the center line of the transmission shaft 1. The position of the bypass outer channel 4 in the stepless variable speed bidirectional propulsion device is relatively low, which is beneficial to the installation and overall layout on the helicopter. When used for a conventional layout helicopter, the stepless variable speed bidirectional propulsion device related to the present application can be installed near the tail beam of the fuselage to facilitate power transmission, without the need to greatly change the overall structure of the helicopter. In order to convert as much helicopter engine power as possible into horizontal thrust, the power generated by the free turbine of the helicopter turbine shaft engine can be directly transmitted to the transmission shaft 1 without deceleration; that is, due to the ratio between the rotation speed of the power input transmission shaft 1 and the rotation speed of the input rotor, the ratio between the helicopter horizontal high-speed flight mode engine power distribution to the stepless variable speed bidirectional propulsion device related to the present application and the rotor is determined, and when this ratio is large enough, the clutch does not need to be used to disconnect the connection between the rotor and the engine power, which can ensure the stability of the flight mode switching. In addition, the tail nozzle 7 can also adopt two symmetric openings on the left and right sides, so that the two symmetric gas thrusts of the openings cancel each other out to avoid changes in the lift center of the helicopter, which is beneficial to simplify the overall layout of the helicopter. At this time, the bypass outer channel 4 is located on the upper and lower sides of the transmission shaft 1, which is equivalent to Figure 1 rotating 90 degrees.

[0009] Figure 2 is another embodiment of a helicopter stepless variable speed bidirectional propulsion device related to the present application. Compared with Figure 1The principle of the embodiment is the same as the conventional turbo shaft engine including the components of the transmission shaft 1, the compressor 2, the casing 3, the turbine 5, the tail jet 7, etc. The opening direction of the tail jet 7 is vertically downward, and it further includes a bypass outer channel 4, a bypass outer channel air inlet 4a between the compressor 2 and the turbine 5, an outer channel flow cross-sectional area control device 6 installed in the bypass outer channel 4, and a bypass outer channel afterburner 8 added behind the outer channel flow cross-sectional area control device 6. The ratio of the input rotation speed of the transmission shaft 1 to the input rotation speed of the rotor is set to be large enough. When the outer channel flow cross-sectional area control device 6 is fully opened, the bypass outer channel afterburner 8 can be ignited to further increase the horizontal thrust, and the horizontal thrust provided by the tail auxiliary propulsion propeller technology is far exceeded. At this time, the helicopter with the stepless speed change bidirectional propulsion device according to the present application is equivalent to a core engine with an external bypass outer channel afterburner turbofan engine. Figure 2 The embodiment of the present application adopts a separate bypass outer channel 4, which is located high in the stepless speed change bidirectional propulsion device, and is particularly suitable for a double-rotor tandem helicopter with the helicopter engine located at the far end of the wings on both sides of the fuselage. The layout of this helicopter is similar to that of a tilt-rotor aircraft, but it does not need to tilt the rotor when using the stepless speed change bidirectional propulsion device according to the present application, and the resistance to horizontal flight is low, and the safety and reliability are higher. The horizontal thrust can be amplified with the presence of the bypass outer channel afterburner 8 for the same air intake, and the double-rotor tandem helicopter with the stepless speed change bidirectional propulsion device according to the present application can obtain greater horizontal thrust and higher flight speed than the tilt-rotor aircraft. In addition, the tail jet 7 can also have two symmetrical openings on the left and right sides, so that the gas thrusts of the two symmetrical openings cancel each other out, so that the bypass outer channel 4 can be located below the tail jet 7, which is equivalent to Figure 2 rotating 180 degrees.

[0010] A clutch is provided between the stepless speed change bidirectional propulsion device according to the present application and the helicopter engine. When switching from the helicopter take-off and landing mode to the helicopter horizontal high-speed flight mode, the clutch is first connected, and then the opening degree of the outer channel flow cross-sectional area control device 6 is gradually increased until it is fully opened, so that the helicopter enters the horizontal high-speed flight mode. When switching from the helicopter horizontal high-speed flight mode to the helicopter take-off and landing mode, the opening degree of the outer channel flow cross-sectional area control device 6 is gradually reduced until it is fully closed, and then the clutch is disconnected to enter the helicopter take-off and landing mode. At this time, the opening direction of the tail jet 7 can be made consistent with the direction of the horizontal thrust of the bypass outer channel 4 to improve the horizontal thrust and efficiency. This constitutes the third embodiment of the present application. In the three embodiments of the present application, various opening schemes of the tail jet 7 are provided to adapt to different overall layouts of the helicopter.

[0011] It should be pointed out that if the rotors of the coaxial rotor helicopter are placed in the dome under the middle section of the fuselage like a flying saucer, the coaxial rotors are inhaled from the top of the dome, the cockpit is arranged in the front of the fuselage, the helicopter stepless speed change bidirectional propulsion device related to the present application is arranged in the rear of the fuselage to generate horizontal thrust, and the area of the wings and the tail / duck tail on both sides of the fuselage is determined according to specific conditions, it is not difficult to make a jet high-speed stealth aircraft that can take off vertically and fly at high speed and high efficiency like a flying saucer. In short, because each embodiment of the present application can generate horizontal thrust, a small amount of vertical lift, and also realize stepless speed change to change the size of horizontal thrust and vertical lift, the present application is named as a helicopter stepless speed change bidirectional propulsion device.

Claims

1. A continuously variable two-way propulsion device for a helicopter, comprising a transmission shaft (1), a compressor (2), a casing (3), a turbine (5), a tail nozzle (7), characterized in that: It also includes bypass outer channel (4), bypass outer channel inlet (4a), outer channel flow cross-sectional area control device (6), the transmission shaft (1) is driven by the external power input of the helicopter engine for driving the rotor, the transmission shaft (1) is integrated with the compressor (2) and the turbine (5), and the bypass outer channel inlet (4a) is located between the compressor (2) and the turbine (5); during the process of switching from the helicopter take-off mode to the helicopter horizontal high-speed flight mode, the outer channel flow cross-sectional area control device (6) is initially in a completely closed state, the compressor (2) consumes the power transmitted from the transmission shaft (1) to compress the air sucked in, all the compressed air flows through the turbine (5) to drive the turbine (5) to generate power, and the turbine (5) reversely transmits more than 90% of the energy in the compressed air to the transmission shaft (1) to offset most of the power consumed by the compressor (2), and only less than 10% of the energy in the compressed air is converted into thrust with the gas ejected from the tail nozzle (7), with the gradual opening of the outer channel flow cross-sectional area control device (6), the gradual increase of the compressed air ejected through the bypass outer channel (4), the gradual increase of the horizontal thrust generated by the bypass outer channel (4), the gradual decrease of the compressed air flowing through the turbine (5), the gradual decrease of the power generated by the turbine (5), and the gradual increase of the power transmitted by the transmission shaft (1), until the outer channel flow cross-sectional area control device (6) is completely opened, most of the compressed air is ejected by the bypass outer channel (4), the horizontal thrust generated by the bypass outer channel (4) increases from zero to a maximum value, and the power transmitted to the transmission shaft (1) by the helicopter engine also increases to a maximum value, so that the helicopter enters the horizontal high-speed flight mode from the take-off mode through stepless speed change; during the process of switching from the helicopter horizontal high-speed flight mode to the helicopter take-off mode, the outer channel flow cross-sectional area control device (6) is initially in a completely open state, with the gradual closing of the outer channel flow cross-sectional area control device (6), the gradual decrease of the compressed air ejected through the bypass outer channel (4), the gradual decrease of the horizontal thrust generated by the bypass outer channel (4) from the maximum value at the beginning, the gradual increase of the compressed air flowing through the turbine (5), the gradual increase of the power generated by the turbine (5), and the gradual decrease of the power transmitted by the transmission shaft (1), until the outer channel flow cross-sectional area control device (6) is completely closed, the bypass outer channel (4) no longer ejects compressed air to generate horizontal thrust, all the compressed air flows through the turbine (5) and is ejected from the tail nozzle (7), the horizontal thrust generated by the bypass outer channel (4) decreases to zero, the power transmitted to the transmission shaft (1) by the helicopter engine decreases to a minimum value, and the helicopter enters the take-off mode from the high-speed flight mode through stepless speed change.

2. The continuously variable transmission bidirectional propulsion device for a helicopter according to claim 1, characterized in that: The bypass outer channel (4) is provided with a bypass outer channel afterburner (8).

3. The continuously variable transmission bidirectional propulsion device for a helicopter according to claim 1, characterized in that: The opening direction of the tail nozzle (7) is consistent with the direction of the horizontal thrust generated by the gas ejected from the bypass outer channel (4).

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