A method, structure and application of power transmission based on aerodynamic deceleration

Abstract

The present invention provides a method, structure and application of power transmission based on aerodynamic deceleration, which relates to the field of aviation technology, and in particular to rotorcraft technology. A method of power transmission based on aerodynamic deceleration, in which the airflow generated by the rotation of a powered small rotor drives the rotation of an unpowered large rotor; a rotor drive structure based on aerodynamic deceleration power transmission, comprising a large rotor and a small rotor, a main shaft and a power drive assembly; the large rotor is rotatably connected to the main shaft, and the large rotor rotates around the main shaft; the small rotor is connected to the power drive assembly. The benefit of the present invention is at least that part of the energy of the small rotor is transmitted to the large rotor in an aerodynamic manner, solving the problem that the pre-rotation of traditional autogyro aircraft uses a soft shaft or motor acceleration and deceleration gear transmission, which is complex in structure and has a high failure rate. It has the advantages of variable speed and strong adaptability, and is not easy to burn the engine due to overload.

Description

Technical Field

[0001] The present invention relates to the field of aviation technology, in particular to the technology of low-altitude rotary-wing aircraft, and in particular to a method, structure and application of power transmission based on aerodynamic deceleration. Background Art

[0002] Because the output shaft speeds of existing engines (including electric motors and internal combustion engines) are relatively high, often reaching thousands or even tens of thousands of revolutions per minute, directly driving propellers or rotors generates relatively little aerodynamic force, making it difficult to meet the demand for high lift. Therefore, to achieve sufficient lift, all helicopters, without exception, employ complex reduction systems to slow down the high-speed engine output power, thereby driving the relatively large rotors. This, however, results in complex structures, high costs, a high failure rate, and complex operation.

[0003] For example, the power of a traditional single-rotor helicopter's rotor is transmitted from the engine to the shaft after deceleration, and the shaft then drives the rotor to rotate. A tail rotor is also required to balance the anti-torque. The structure is complex, the control is difficult, the safety factor is not high, and a large amount of wind carries away a lot of energy, resulting in low efficiency.

[0004] Traditional autogyro rotor pre-spin devices typically have two types: one uses a decelerated engine output that is then transmitted via a flexible shaft along the mast to the rotor at the top, or an electric motor installed on the rotor head that decelerates the output to drive the rotor. Both pre-spin methods require a clutch and a deceleration device, resulting in complex structures and making it difficult to achieve vertical takeoff and landing or hovering.

[0005] Multi-rotor aircraft, such as quadcopters, have a simple structure and use flight control to control their flight attitude. However, if any of their motors, electronic speed regulators, wings, controllers, etc. fails or the aircraft is subject to electromagnetic or electronic interference or hacker attacks, it will basically explode, have poor forced landing capabilities, and are not safe and reliable. Summary of the Invention

[0006] In order to overcome the above-mentioned defects of the prior art, the present invention provides a method, structure and application of power transmission based on aerodynamic deceleration, which transmits part of the energy of the small rotor to the large rotor by aerodynamic means, thereby solving the problems of the traditional autogyro pre-rotation using soft shaft or motor acceleration and deceleration gear transmission, complex structure and high failure rate. It has the advantages of variable speed and strong adaptability, and is not easy to burn the engine due to overload.

[0007] The present invention is achieved through the following technical solutions:

[0008] A method of transmitting power based on aerodynamic deceleration, in which the airflow generated by the rotation of a powered small rotor drives the rotation of an unpowered large rotor.

[0009] A rotor drive structure for transmitting power based on aerodynamic deceleration, comprising a large rotor and a small rotor, a main shaft and a power drive assembly;

[0010] The large rotor is rotatably connected to the main shaft, and the large rotor is free to rotate around the main shaft; the small rotor is connected to the power drive assembly;

[0011] The rotation plane of the large rotor and the rotation plane of the small rotor are on horizontal planes at different heights and are arranged parallel to each other; the rotation of the small rotor generates airflow to drive the large rotor to rotate.

[0012] Preferably, the clearance distance between the small rotor and the large rotor is less than or equal to 3 times the maximum chord length of the large rotor;

[0013] The blades of the large rotor are airfoil-shaped, and the angle between the chord line of the blades of the large rotor and the rotation plane of the large rotor is defined as the installation angle of the blades of the large rotor. When the leading edge of the blades of the large rotor is higher than the trailing edge, the installation angle is positive; when the leading edge of the blades of the large rotor is lower than the trailing edge, the installation angle is negative; the range of the installation angle of the blades of the large rotor is -2° to 6°.

[0014] Preferably, the installation angle of the blades of the large rotor within the projection area of the small rotor is in the range of 0° to 6°; the installation angle of the blades of the large rotor outside the projection area of the small rotor is in the range of -2° to 6°.

[0015] Preferably, the number of the large rotor and the number of the small rotor are one, and the small rotor and the large rotor are coaxially arranged;

[0016] The small rotor is arranged above the large rotor, and the airflow direction is from the small rotor to the large rotor, that is, the small rotor blows air toward the large rotor to make the large rotor rotate passively;

[0017] Alternatively, the small rotor is arranged below the large rotor, and the airflow is directed from the large rotor to the small rotor, that is, the middle part of the large rotor, that is, the root of the blade, is in the airflow inhaled by the small rotor, and the large rotor passively rotates under the action of the airflow of the small rotor.

[0018] Preferably, the number of the large rotor is one, the number of the small rotors is two, and the small rotor is coaxially arranged with the large rotor; the two small rotors are respectively arranged above and below the large rotor, and the upper small rotor blows air downward toward the large rotor; the small rotor below the large rotor draws air into the large rotor, and the airflow directions of the upper and lower small rotors are from top to bottom, causing the large rotor to rotate passively; the upper small rotor and the lower small rotor rotate in opposite directions, so that the counter-torque can be offset against each other, which is beneficial to balance.

[0019] Preferably, the number of the large rotor is one, the number of the small rotors is several, the several small rotors are arranged non-coaxially with the large rotor, and the several small rotors are evenly distributed around the axis of the rotating shaft of the large rotor and arranged close to the axis of the rotating shaft of the large rotor;

[0020] The plurality of small rotors are arranged above the large rotor, and the projections of all the small rotors on the rotation plane of the large rotor are located in the middle area of the rotation plane of the large rotor; all the small rotors blow air downward toward the large rotor so that the large rotor rotates passively;

[0021] Alternatively, a plurality of the small rotors are arranged below the large rotor, and all the small rotors blow air downward, that is, draw air upward toward the large rotor, causing the large rotor to passively rotate;

[0022] Alternatively, a plurality of small rotors are distributed above and below the large rotor, and the plurality of small rotors are evenly distributed around the axis of the rotating shaft of the large rotor and arranged close to the axis of the rotating shaft of the large rotor. The small rotors arranged above the large rotor blow air toward the large rotor, and the small rotors arranged below the large rotor inhale air toward the large rotor, and the downward airflow causes the large rotor to rotate.

[0023] Preferably, the number of the large rotors is two, the number of the small rotors is several, and the small rotors are arranged non-coaxially with the large rotors;

[0024] The rotation plane of the large rotor and the rotation plane of the small rotor are on horizontal planes at different heights and are arranged parallel to each other; the rotation planes of the two large rotors are also on horizontal planes at different heights;

[0025] The plurality of small rotors are evenly divided into two groups, wherein the projection of the small rotors of one group on one of the large rotor rotation planes is located in the middle area of the corresponding large rotor rotation plane; and the projection of the small rotors of the other group on the other large rotor rotation plane is located in the middle area of the corresponding large rotor rotation plane;

[0026] And the two groups of small rotors have opposite directions of rotation.

[0027] Preferably, the power drive assembly is an outer rotor motor.

[0028] Preferably, in the same structure, the sum of the areas of the turntables of all the small rotors is less than half of the sum of the areas of the turntables of all the large rotors.

[0029] An active-passive composite rotorcraft is an application of the above-mentioned rotor driving method, comprising a fuselage, a propulsion device and a landing gear; the fuselage is provided with the above-mentioned rotor driving structure based on aerodynamic deceleration to transmit power.

[0030] Preferably, the landing gear is a ski-type landing gear or a front three-point wheel landing gear.

[0031] Preferably, the fuselage further includes fixed wings and a tail assembly.

[0032] Preferably, the fuselage includes a tilt-wing. The tilt-wing is rotatably connected to the fuselage; the number of the small rotors is multiple, and the small rotors are arranged non-coaxially with the large rotor; a portion of the small rotors is connected to the tilt-wings and can tilt with the tilt-wings to generate lift and thrust; the other portion of the small rotors is connected around the fuselage to generate lift.

[0033] Compared with the prior art, the present invention has the following advantages: part of the energy of the small rotor is transferred to the large rotor in an aerodynamic manner;

[0034] 1. Solve the problem of the complex mechanical transmission structure of the helicopter. The lift of the helicopter mainly comes from the outer section of the rotor, that is, the end away from the wing root;

[0035] Second, solve the problem that the traditional gyroplane pre-spin adopts flexible shaft or motor acceleration and deceleration gear transmission, which has complex structure and high failure rate;

[0036] 3. There are unsafe factors in multi-rotor aircraft. To solve the problem that multi-rotor aircraft are difficult to successfully land, it is similar to the effect of a parachute and is used to generate some lift during cruising.

[0037] 4. A new type of low-altitude aircraft that can take off and land vertically and hover, and is efficient and safe, has been invented. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] The accompanying drawings are used to further understand the present invention and to explain the present invention together with the embodiments of the present invention, but do not constitute a limitation of the present invention. In the accompanying drawings:

[0039] Figure 1 is a structural schematic diagram of the rotor drive structure described in Example 1;

[0040] Figure 2 is a structural schematic diagram of the rotor drive structure described in Example 2;

[0041] Figure 3 is a structural schematic diagram of the rotor drive structure described in Example 3;

[0042] Figure 4 is a schematic structural diagram of the rotor drive structure described in Example 4;

[0043] Figure 5 is a structural schematic diagram of the rotor drive structure described in Example 5;

[0044] Figure 6 This is a schematic structural diagram of a rotorcraft using the rotor drive structure described in Example 1;

[0045] Figure 7 2. It is a structural diagram of a rotorcraft using the rotor drive structure described in Example 3;

[0046] Figure 8 2. It is a structural schematic diagram of a rotorcraft using the rotor drive structure described in Example 4;

[0047] Figure 9 This is a top view of a rotorcraft that is composed of a large rotor and several small rotors.

[0048] Figure 10 yes Figure 9 A front view of a rotorcraft;

[0049] Figure 11 This is another structural diagram of a rotorcraft in a take-off, landing or hovering state, which is composed of a large rotor and a plurality of small rotors.

[0050] Figure 12 yes Figure 11 A schematic structural diagram of a rotorcraft in a forward state;

[0051] Figure 13 This is a top view of a rotorcraft that is composed of two large rotors and several small rotors.

[0052] Figure 14 yes Figure 13 A front view of a rotorcraft.

[0053] In the figure: 0-fuselage, 1-small rotor, 2-large rotor, 3-main shaft, 4-power drive assembly, 5-propulsion device, 6-tail assembly, 7-landing gear. DETAILED DESCRIPTION

[0054] The preferred embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are only used to illustrate and explain the present invention, and are not used to limit the present invention.

[0055] A method for transmitting power based on aerodynamic deceleration, specifically, the airflow generated by the rotation of a powered small rotor drives the rotation of an unpowered large rotor; the large rotor is mounted on a main shaft through bearings for free rotation, and the small rotor is connected to a power drive assembly and powered by the power drive assembly; the number of small rotors is not less than one, and the rotation plane of the small rotor is basically horizontal with the rotation plane of the large rotor; the small rotor and the large rotor can be coaxially arranged (that is, the axes of the rotating shafts are coincident) or non-coaxially arranged (when non-coaxially arranged, the number of small rotors is not less than two, and the small rotors are evenly distributed around the axis of the rotating shaft of the large rotor and are arranged close to the axis of the rotating shaft of the large rotor); the small rotor is located above or below the large rotor, or small rotors are arranged above and below the large rotor.

[0056] When the small rotor is above the large rotor, the small rotor rotates under the action of the power drive assembly, generating an airflow pointing downward toward the large rotor. This airflow rotates the large rotor, thereby generating a larger airflow. Alternatively, when the small rotor is below the large rotor, the small rotor rotates under the action of the power drive assembly, generating an airflow downward away from the large rotor. In other words, the rotation of the small rotor achieves the effect of drawing air from top to bottom. This airflow rotates the large rotor, thereby also generating a larger airflow. Both airflows generated by the large rotor are directed toward the ground, which generates greater lift. This method, when applied to rotorcraft, can make rotorcraft safer and more efficient.

[0057] This method addresses the traditional method of driving the large rotor by transmitting power from the engine through a complex mechanical transmission device, especially a reduction gear. This traditional power transmission method also has the drawbacks of complex structure, high cost, high failure rate, and large counter-torque, which requires a sufficiently large tail rotor to balance the counter-torque. The method provided by this technical solution can solve these drawbacks and is highly innovative. Because the large rotor is a self-rotating structure, it can also improve the safety of the aircraft.

[0058] like Figures 1 to 5 FIG. 1 is a schematic diagram of a structure of multiple embodiments of a rotor drive structure based on aerodynamic deceleration and power transmission, comprising a large rotor 2, a small rotor 1, a main shaft 3, and a power drive assembly 4; the power drive assembly 4 comprises a motor, a battery, and an electronic speed regulator, wherein the battery is electrically connected to the electronic speed regulator, which is electrically connected to the motor; the battery supplies power to the motor, and the electronic speed regulator controls the speed of the motor; the small rotor 1 is mounted on the motor, and the motor drives the small rotor 1 to rotate at high speed;

[0059] The large rotor 2 is rotatably connected to the main shaft 3 through a bearing. The large rotor 2 rotates freely around the main shaft 3. The structural principle is similar to that of the current autogyro. The small rotor 1 is connected to the power drive assembly 4.

[0060] The rotation plane of the large rotor 2 and the rotation plane of the small rotor 1 are on horizontal planes at different heights and are arranged parallel to each other; thereby, the small rotor 1 can rotate to generate airflow to drive the large rotor 2 to rotate.

[0061] To ensure driving efficiency, the clearance distance between the small rotor 1 and the large rotor 2 is less than or equal to three times the maximum chord length of the large rotor 2.

[0062] To ensure that the large rotor 2 can rotate on its own, the blades of the large rotor 2 are airfoil-shaped. The angle between the chord line of the blades of the large rotor 2 and the rotation plane of the large rotor 2 is defined as the installation angle of the blades of the large rotor 2. When the leading edge of the blades of the large rotor 2 is higher than its own trailing edge, the installation angle is positive; when the leading edge of the blades of the large rotor 2 is lower than its own trailing edge, the installation angle is negative; the range of the installation angle of the blades of the large rotor 2 is -2° to 6°.

[0063] Furthermore, the installation angle of the blades of the large rotor 2 within the projection area of the small rotor 1 ranges from 0° to 6°; the installation angle of the blades of the large rotor 2 outside the projection area of the small rotor 1 ranges from -2° to 6°.

[0064] Figures 1 to 3 , are different embodiments of different structures in which the large rotor 2 and the small rotor 1 are coaxially arranged;

[0065] Figure 1 It is a structural schematic diagram of the rotor drive structure described in Example 1. In this embodiment, the number of large rotor 2 and small rotor 1 is one, and the small rotor 1 and large rotor 2 are arranged coaxially; the large rotor 2 is rotatably connected to the main shaft 3 through a bearing, and the power drive component 4 adopts an outer rotor motor, and an axial center through hole is provided in the middle of the outer rotor motor, and the main shaft 3 is installed through the center through hole. The stator of the outer rotor motor and the main shaft 3 are fixed structures, and there is no rotational relationship; the small rotor 1 is fixedly connected to the rotor of the outer rotor motor.

[0066] The small rotor 1 is arranged above the large rotor 2. The small rotor 1 rotates under the action of the power drive component 4. The direction of the generated airflow is from the small rotor 1 to the large rotor 2, that is, the small rotor 1 blows air towards the large rotor 2 to make the large rotor 2 rotate passively. The rotation of the large rotor 2 generates a larger airflow around its periphery. Except for the projected area of the small rotor 1 on the large rotor 2, that is, the peripheral area of the large rotor 2 will generate a large lift.

[0067] Figure 2This is a schematic diagram of the rotor drive structure of Example 2. This example differs from Example 1 in that rotorlet 1 is positioned below rotor 2. When rotorlet 1 rotates under the action of power drive assembly 4, airflow is directed from rotor 2 toward rotorlet 1. That is, the center of rotor 2 is within the airflow drawn by rotorlet 1, and rotor 2 passively rotates under the influence of the airflow from rotorlet 1. The rotation of rotor 2 generates a greater airflow, and the outer area of rotor 2 generates significant lift.

[0068] Figure 3 2 is a schematic structural diagram of the rotor drive structure of the third embodiment. The difference between the third embodiment and the first and second embodiments is that the number of large rotors 2 is one, the number of small rotors 1 is two, and the small rotors 1 and the large rotors 2 are arranged coaxially.

[0069] Two small rotors 1 are placed above and below the main rotor 2, respectively. The upper small rotor 1 blows air downward toward the main rotor 2; the small rotor 1 below the main rotor 2 draws air into it. The airflow from both small rotors 1 is from top to bottom, causing the main rotor 2 to rotate passively. The upper small rotor 1 and the lower small rotor 1 rotate in opposite directions, thus offsetting the counter-torque of the two small rotors 1. The outer periphery of the main rotor 2 generates greater lift than the small rotor 1.

[0070] like Figure 4 as well as Figure 5 , is a schematic diagram of the structure in which the small rotor 1 and the large rotor 2 are in a non-coaxial state. There is one large rotor 2 and several small rotors 1. The several small rotors 1 are arranged non-coaxially with the large rotor 2, and the several small rotors 1 are evenly distributed around the axis of the large rotor 2 and arranged close to the axis of the large rotor 2.

[0071] For example, a plurality of small rotors 1 are arranged above the large rotor 2, and the projections of all small rotors 1 on the rotation plane of the large rotor 2 are located in the middle area of the rotation plane of the large rotor 2; all small rotors 1 blow air downward toward the large rotor 2, causing the large rotor 2 to rotate passively;

[0072] Or as Figure 4 As shown, several small rotors 1 are arranged below the large rotor 2, and all the small rotors 1 inhale air downward to make the large rotor 2 rotate passively;

[0073] Or as Figure 5 As shown, several small rotors 1 are distributed above and below the large rotor 2. The several small rotors 1 are evenly distributed around the axis of the rotation shaft of the large rotor 2 and are arranged close to the axis of the rotation shaft of the large rotor 2. The small rotors 1 arranged above the large rotor 2 blow air toward the large rotor 2, and the small rotors 1 arranged below the large rotor 2 inhale air into the large rotor 2. The airflow causes the large rotor 2 to rotate.

[0074] The simultaneous operation of multiple small rotors 1 can generate a larger airflow, thereby increasing the rotation speed of the large rotor 2.

[0075] like Figures 6 to 14 , is a structural diagram of rotor drive structures of different structural forms applied to rotorcraft.

[0076] An active-passive composite rotorcraft employs the aforementioned rotor drive method. It comprises a fuselage 0, with a propulsion unit 5 and a tail assembly 6 disposed at the rear of the fuselage 0. Tail assembly 6 comprises a vertical stabilizer and a horizontal stabilizer. When the rotorcraft is elevated under the action of the rotor drive structure, the propulsion unit 5 operates to blow air backward, propelling the rotorcraft forward. Tail assembly 6 controls flight attitude, including heading and pitch. Underneath fuselage 0 is a landing gear 7, employing either a sled or wheeled landing gear. Fuselage 0 is provided with either of the aforementioned rotor drive structures.

[0077] like Figure 13 and Figure 14 , is another structural diagram of a combination of a small rotor 1 and a large rotor 2 applied to a rotorcraft. In this structure, the number of large rotors 2 is two, and the rotation plane of the large rotor 2 and the rotation plane of the small rotor 1 are on different horizontal planes and are arranged parallel to each other, so that the airflow generated by the rotation of the small rotor 1 can drive the large rotor 2 to rotate, and from Figure 14 It can be seen that the rotation planes of the two large rotors 2 are also located on horizontal lines at different heights, and the two large rotors 2 do not collide with each other, so the structure is compact.

[0078] There are several small rotors 1, and the small rotors 1 are non-coaxially arranged with the large rotor 2. The several small rotors 1 are evenly divided into two groups. The projection of one group of small rotors 1 on one of the rotation planes of the large rotor 2 is in the middle area of the corresponding rotation plane of the large rotor 2; the projection of the other group of small rotors 1 on the other rotation plane of the large rotor 2 is in the middle area of the corresponding rotation plane of the large rotor 2.

[0079] In this structure, the number of small rotors 1 is eight, divided into two groups, each group of four, each group is located under a different large rotor 2, and the two groups of small rotors 1 have opposite directions; Figure 13 For example, the four small rotors 1 located on the left side of the fuselage 0 all rotate counterclockwise to draw air downward, causing the corresponding large rotor 2 to also rotate counterclockwise; the four small rotors 1 located on the right side of the fuselage 0 all rotate clockwise to draw air downward, causing the corresponding large rotor 2 on the right to also rotate clockwise; by adjusting the rotational speed of the two groups of small rotors 1, the rotational speed of the corresponding large rotor 2 above can be controlled; the rotational speed of the two large rotors 2 can also be controlled by adjusting the collective pitch of the blades of the two large rotors 2, that is, the angle of attack change; thereby adjusting the size of the lift on the left and right sides, and controlling the flight attitude.

[0080] like Figure 9 as well as Figure 10 The figure shows another structure diagram of a small rotor 1 and a large rotor 2 combined in a rotorcraft. Figure 13 as well as Figure 14 The difference in structure is that there is only one large rotor 2, and two groups of small rotors 1 are arranged in a longitudinal line; the advantage of this structure is that it has low resistance during cruising, a compact structure, can shorten the length of the fixed wing, and has higher efficiency; especially during cruising, the large rotor 2 can be locked to prevent it from rotating or rotate very slowly to reduce resistance; in this structure, the more important use of the large rotor 2 is to ensure safety when the small rotor 1 fails, that is, during an emergency landing, and to completely relax the large rotor 2, allowing it to rotate rapidly when the aircraft descends, generating lift to prevent the aircraft from descending, allowing the aircraft to make an emergency landing at low speed. The left and right groups of small rotors 1 also turn in opposite directions, which is conducive to maintaining balance, and this design also helps to maintain balance when one of the small rotors 1 of the rotorcraft fails: with Figure 9 For example, when the small rotor 1 at the top on the left side fails to rotate due to a malfunction, the small rotor 1 at the bottom on the right side, which is symmetrical to the center of the small rotor 1, is immediately stopped, thereby balancing the power on both sides of the fuselage 0, which is beneficial for the fuselage 0 to remain stable and prevent it from tilting.

[0081] like Figure 11 as well as Figure 12 As shown in FIG, another structural diagram of a rotorcraft in which a small rotor 1 and a large rotor 2 are combined. The fuselage 0 includes a tilting wing, which is rotatably connected to the fuselage 0. There are several small rotors 1, and when the small rotors 1 and the large rotor 2 are in a non-coaxial arrangement, some of the small rotors 1 are connected to the tilting wing. Figure 11 As shown, the tilt wing is basically vertically arranged. At this time, the rotation plane of the small rotor 1 on the tilt wing is in a horizontal state. The airflow generated during the rotation is downward. At this time, the rotorcraft is in a vertical take-off and landing or hovering mode. After taking off, the tilt wing rotates 90 degrees to Figure 12In the state shown, the airflow generated by the rotation of the small rotors 1 on the tilt-wing is directed rearward, generating a forward pulling force (thrust) that propels the rotorcraft forward. In this flight mode, the tilt-wing is used to generate lift. Preferably, the small rotors 1 connected to the tilt-wing are propeller-shaped, preferably variable-pitch propellers, to improve propulsion efficiency. Furthermore, the other small rotors 1 not connected to the tilt-wing are controlled by an independent flight controller. These small rotors 1 primarily serve the following functions: generating lift, maintaining the rotation of the large rotor 2, balancing the aircraft fuselage to prevent excessive deflection, and providing heading control when the rotorcraft lacks level flight speed or has a slow level flight speed. The tilt-wing rotation is achieved by electric or human power. Human power control is achieved by operating an operating lever connected to the tilt-wing shaft. The pilot pulls the operating lever in the cabin to rotate the tilt-wing 90°, switching the tilt-wing between a substantially vertical position and a substantially horizontal position. At the same time, the rotation plane of the small rotor 1 installed on the tilt-wing is switched between a horizontal position and a vertical position, so as to control the flight attitude of the rotorcraft.

[0082] It should be noted that the above are only preferred embodiments of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the embodiments, it is still possible for those skilled in the art to modify the technical solutions described in the aforementioned embodiments or to replace some of the technical features therein with equivalents. However, any modifications, equivalent replacements, improvements, etc. made based on the spirit and principles of the present invention are included in the scope of protection of the present invention.

Claims

1. A rotor drive structure based on aerodynamic deceleration to transmit power, characterized in that: It includes a large rotor and a small rotor, and the airflow generated by the rotation of the powered small rotor drives the rotation of the unpowered large rotor; It also includes a main shaft and a power drive assembly; the diameter of the large rotor is larger than the diameter of the small rotor; The large rotor is rotatably connected to the main shaft, and the large rotor is free to rotate around the main shaft; the small rotor is connected to the power drive assembly; The rotation plane of the large rotor and the rotation plane of the small rotor are arranged parallel to each other.

2. A rotor drive structure based on aerodynamic deceleration and power transmission according to claim 1, characterized in that: The clearance distance between the small rotor and the large rotor is less than or equal to 3 times the maximum chord length of the large rotor.

3. The rotor drive structure based on aerodynamic deceleration and power transmission according to claim 1, characterized in that: The blades of the large rotor are airfoil-shaped; the installation angle of the blades of the large rotor ranges from -2° to 6°.

4. The rotor drive structure for transmitting power based on aerodynamic deceleration according to claim 1, characterized in that: The range of the installation angle of the blades of the large rotor within the projection area of the small rotor is 0° to 6°; the range of the installation angle of the blades of the large rotor outside the projection area of the small rotor is -2° to 6°.

5. The rotor drive structure for transmitting power based on aerodynamic deceleration according to claim 1, characterized in that: The number of the large rotor and the number of the small rotor are both one, and the small rotor is coaxially arranged with the large rotor; The small rotor is arranged above or below the large rotor.

6. The rotor drive structure based on aerodynamic deceleration and power transmission according to claim 1, characterized in that: The number of the large rotor is one, the number of the small rotor is two, and the small rotor is coaxially arranged with the large rotor; The two small rotors are respectively arranged above and below the large rotor.

7. The rotor drive structure for transmitting power based on aerodynamic deceleration according to claim 1, characterized in that: The number of the large rotor is one, and the number of the small rotors is multiple, the multiple small rotors are arranged non-coaxially with the large rotor, and the multiple small rotors are evenly distributed around the axis of the large rotor; the projections of all the small rotors on the rotation plane of the large rotor are located in the middle area of the rotation plane of the large rotor; The plurality of small rotors are arranged above and / or below the large rotor.

8. The rotor drive structure for transmitting power based on aerodynamic deceleration according to claim 1, characterized in that: The number of the large rotors is two, the number of the small rotors is several, and the small rotors are arranged non-coaxially with the large rotors. The rotation plane of the large rotor and the rotation plane of the small rotor are on horizontal planes at different heights and are arranged parallel to each other; the rotation planes of the two large rotors are also on horizontal planes at different heights; The plurality of small rotors are evenly divided into two groups, wherein the projection of the small rotors of one group on one of the large rotor rotation planes is located in the middle area of the corresponding large rotor rotation plane; and the projection of the small rotors of the other group on the other large rotor rotation plane is located in the middle area of the corresponding large rotor rotation plane; The rotating disks of the two large rotors are partially overlapped but the blades of the two large rotors do not collide with each other; And the two large rotors turn in opposite directions.

9. A rotor drive structure for transmitting power based on aerodynamic deceleration according to claim 1 or 2 or 3 or 4 or 5 or 6 or 7 or 8, characterized in that: The total area of the turntables of all the small rotors is less than half the total area of the turntables of all the large rotors.

10. An active-passive composite rotorcraft comprising a fuselage, a propulsion device, and a landing gear, characterized in that: The fuselage is provided with a rotor drive structure for transmitting power based on aerodynamic deceleration as described in any one of claims 1 to 9.

11. The active-passive composite rotorcraft according to claim 10, characterized in that: Fixed wings are installed on the fuselage.

12. The active-passive composite rotorcraft according to claim 10, characterized in that: The fuselage is rotatably connected to a tilt-wing; the number of the small rotors is several, the small rotors are in a non-coaxial arrangement with the large rotor, some of the small rotors are connected to the tilt-wing, and the small rotors connected to the tilt-wing can tilt along with the tilt-wing.

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