A 2N+1 axis aircraft

Abstract

The application provides a 2N+1 shaft aircraft, relates to the technical field of spaceflight, and comprises a fuselage, an even number of middle rotors and 2N small rotors; a main shaft is arranged on the fuselage, and the even number of middle rotors are coaxially arranged on the main shaft; the 2N small rotors are connected to the fuselage and regularly distributed around the main shaft. The application has the advantages that the aircraft comprises the fuselage, the even number of middle rotors and the 2N small rotors, the rotation of the middle rotors and the small rotors both provides the lift, the even number of middle rotors are coaxially arranged on the main shaft, therefore, the length of the middle rotors can be appropriately lengthened, the lift generated by the rotation of the middle rotors is stronger, the stability is better, and the wind resistance is good; the main shaft is provided with a rotation rotor assembly, when the middle rotors or the small rotors are out of order and forced to land, the rotation rotor assembly rapidly rotates under the action of the lower flow to generate the lift, so that the aircraft can slowly descend, the crash phenomenon is avoided, and the safety is high.

Description

Technical Field

[0001] The present invention relates to the field of aerospace technology, and in particular to a 2N+1 axis aircraft. Background Art

[0002] Aircraft can be divided into: aircraft, spacecraft, rockets, missiles and guided weapons ground effect vehicles. Aircraft flying in the atmosphere are called aircraft, such as balloons, gliders, airships, airplanes, helicopters, etc. They rely on the static buoyancy of the air or the aerodynamic force generated by the relative movement of the air to take off and fly.

[0003] The technical solution disclosed in the Chinese patent document (Patent Name: A Six-Axis Vertical Take-Off and Landing Aircraft, Application Number: 202222947628.5) includes: a horizontal plate is installed on the top of the fuselage, a fixing mechanism is installed between the horizontal plate and the fuselage, lateral wing frames are fixedly installed at the corners on both sides of the horizontal plate, and first electric rotors are fixedly installed at the corners of the top of the four lateral wing frames. A tail is fixedly installed at the tail end of the fuselage, and a horizontal wing frame is fixedly installed at the bottom of the fuselage. Second electric rotors are fixedly installed on both sides of the top of the horizontal wing frame. Among them, there are four first electric rotors and two second electric rotors, which is a six-axis vertical take-off and landing aircraft with a total of six electric rotors. The rotation of the first and second electric rotors is controlled by the flight control computer to control the flight of the fuselage, which solves the problem that multi-rotor aircraft cannot fly long distances and solves the problem that fixed-wing aircraft need to be assisted on the runway to fly directly upward.

[0004] However, the aircraft disclosed in the above patent document relies solely on six electric rotors located around the fuselage to provide lift. The lift structure is weak, and there are problems such as weak wind resistance and insufficient lift. It is also easy to roll over in the air, and there is no forced landing function when losing power, so the safety is not high. Summary of the Invention

[0005] The present invention overcomes the shortcomings of the prior art and provides a 2N+1 axis aircraft with the advantages of strong wind resistance and sufficient lift, which can overcome the problems mentioned in the background technology.

[0006] In order to solve the above technical problems, the present invention is achieved through the following technical solutions:

[0007] A 2N+1 axis aircraft, N≥2, N∈integer, comprising a fuselage, an even number of middle rotors, and 2N small rotors;

[0008] The fuselage is provided with a main shaft, and an even number of the central rotors are coaxially arranged on the main shaft;

[0009] 2N said small rotor is connected to the main rotor and regularly distributed around the main shaft. The distribution of small rotor can be forward-backward symmetry and left-right symmetry distribution, including ring uniform distribution, matrix arrangement.

[0010] Further, the main shaft is provided with a rotating rotor assembly; the rotating rotor assembly contains one of the following structures:

[0011] Structure a; the first rotating rotor;

[0012] The first rotating rotor is rotatably connected to the main shaft;

[0013] The first rotating rotor includes a near-center segment and a far-center segment; the near-center segment refers to a segment close to the main shaft, and the far-center segment refers to a segment away from the main shaft; the length of the near-center segment is equivalent to the radius of the middle rotor;

[0014] The installation angle range of the near-center segment is 5° to 16°, and the installation angle range of the far-center segment is 0° to 3°;

[0015] Structure b: the second rotating rotor and the first wind blade; the diameter of the first wind blade is equivalent to the diameter of the middle rotor;

[0016] The second rotating rotor and the first wind blade are rotatably connected to the main shaft;

[0017] The second rotating rotor and the first wind blade are fixedly connected and cross each other;

[0018] The installation angle range of the second rotating rotor is 0° to 3°, and the installation angle range of the first wind blade is 5° to 16°;

[0019] Structure c: the third rotating rotor and the second wind blade; the diameter of the second wind blade is equivalent to the diameter of the middle rotor;

[0020] Including a sleeve, the sleeve is rotatably connected to the main shaft, and the second wind blade is connected to the sleeve;

[0021] The third rotating rotor is unidirectionally rotatably connected to the sleeve;

[0022] The third rotating rotor and the second wind blade are located on different height planes;

[0023] The installation angle range of the third rotating rotor is 0° to 3°, and the installation angle range of the second wind blade is 5° to 16°.

[0024] Further, the main shaft is provided with a forward power assembly, which can make the forward speed of the aircraft faster.

[0025] Furthermore, the central rotor is driven directly by an electric motor or by a reduced-speed internal combustion engine. Directly driven by an electric motor provides a very simple structure; while using a reduced-speed internal combustion engine eliminates the need for the complex tilting and flapping mechanisms found in traditional helicopters. This reduces the risk of failure and ensures safety and reliability.

[0026] Furthermore, the 2N rotor blades are driven by electric motors.

[0027] Furthermore, a vertical tail is provided on the fuselage for heading control, which plays a key role especially in forced landing.

[0028] Furthermore, a landing gear is provided on the fuselage.

[0029] Furthermore, the landing gear includes a clamping assembly.

[0030] Furthermore, the diameters of the first, second and third autorotating rotors are larger than the diameter of the middle rotor, so that the descent speed can be slower during forced landing.

[0031] Furthermore, the landing gear is provided with a buffer device.

[0032] Furthermore, a vehicle assembly is provided below the fuselage for easy land travel, and the vehicle assembly preferably adopts automatic driving.

[0033] Furthermore, the central rotor group and the small rotor group each utilize a separate flight control system, further ensuring safety. The central rotor group refers to the combination of all central rotors in this aircraft; the small rotor group refers to the combination of all small rotors in this aircraft. The small rotor group uses the flight control system of a traditional multi-rotor drone; the central rotor group can use one or two channels of the flight control system of a traditional coaxial helicopter, depending on the power source.

[0034] Furthermore, the maximum total lift generated by the central rotor assembly is greater than the take-off weight of the aircraft.

[0035] Furthermore, the maximum total lift generated by the small rotor group is not less than the take-off weight of the aircraft.

[0036] Furthermore, when the central rotor group consists of two central rotors and the driving device of the central rotor is a motor, two hollow outer rotor motors are installed back to back up and down, the stators of the two motors are fixed together and installed on the fuselage through a motor bracket, the outer rotor of the lower motor is connected to an axis that passes through the center holes of the two motors to the top of the upper motor and then the upper central rotor is installed, and the lower central rotor is directly installed on the outer rotor of the upper motor.

[0037] Compared with the prior art, the beneficial effects of the present invention include at least:

[0038] The aircraft comprises a fuselage, even number of middle rotors and 2N small rotors, the rotation of the middle rotors and the small rotors all provide lift, wherein the middle rotors mainly provide lift, and the small rotors are mainly used for flight attitude control, which is the same as the flight attitude control mode of the traditional unmanned aerial vehicle; and the even number of middle rotors are coaxially arranged on the main shaft, so that the length of the middle rotor can be appropriately lengthened, so that the lift generated by the rotation of the middle rotor is stronger, and since the diameter of the middle rotor is larger and the rotation speed is faster, the gyro effect is obvious, so the stability is better and the wind resistance is good.

[0039] Since the lift of a single small rotor is much smaller than the weight of the aircraft, and due to the high rotational inertia of the middle rotor, individual small rotor failure will not cause the aircraft to overturn in the air, and multiple small rotor failures will not easily cause the aircraft to overturn.

[0040] The main shaft is provided with a rotating rotor assembly, and the airflow formed by the rotation of the middle rotor and the small rotor, especially the middle rotor, will cause the rotating rotor assembly to rotate, so when the middle rotor or / and the small rotor fails and needs to be forced to land, the rotating rotor assembly continues to rotate due to inertia, and the rotating rotor will rotate quickly to generate lift under the action of the airflow below during the descent process, so that the aircraft can slowly descend and avoid the phenomenon of crashing, and the safety is high. Since the wind blade is arranged, the rotating rotor is always in a pre-rotation state during normal flight, which is beneficial to the stability of the aircraft. BRIEF DESCRIPTION OF DRAWINGS

[0041] The accompanying drawings are used to provide a further understanding of the present application, together with embodiments of the present application, to explain the present application, and do not constitute a limitation on the present application, and in the drawings:

[0042] Figure 1 is a front view of the aircraft (structure a of the rotating rotor assembly);

[0043] Figure 2 is a perspective structural view of the aircraft (structure a of the rotating rotor assembly);

[0044] Figure 3 is a structural schematic view of structure b of the rotating rotor assembly;

[0045] Figure 4 is a structural schematic view of structure c of the rotating rotor assembly;

[0046] Figure 5 is Figure 4 a middle sectional view of

[0047] Figure: 1, fuselage; 2, middle rotor; 201, motor support; 202, lower motor; 203, upper motor; 3, small rotor; 4, main shaft; 5, first autorotation rotor; 501, near heart section; 502, far heart section; 6, second autorotation rotor; 7, first wind blade; 8, third autorotation rotor; 9, second wind blade; 10, sleeve; 11, landing gear; 1101, clamping assembly; 1102, buffer device; 12, first bearing; 13, second bearing. Embodiment

[0048] The preferred embodiments of the present application are described below in conjunction with the accompanying drawings, it should be understood that the preferred embodiments described here are only used to illustrate and explain the present application, and are not used to limit the present application.

[0049] As Figures 1 to 2 shown, a 2N+1 axis aircraft includes a fuselage 1, an even number of middle rotors 2, and 2N small rotors 3, wherein N≥2, and N∈integer, that is, the number of small rotors 3 is an even number of four or more; the fuselage 1 is provided with a main shaft 4, and the even number of middle rotors 2 are coaxially arranged on the main shaft 4; among the even number of middle rotors 2, the directions of rotation of half of the middle rotors 2 are the same, and the directions of rotation of the other half of the middle rotors 2 are opposite, that is, taking Figure 1 for example, the number of middle rotors 2 is two, and the directions of rotation of the two middle rotors 2 are opposite, so as to achieve the effect of mutual cancellation of torque and keep balance and stability.

[0050] The coaxial counter-rotation of the double rotors is a prior art, the rotation of the middle rotors 2 is controlled by controlling the rotation of the main shaft 4, which has been widely used in the structure of the current helicopter, which will not be described here, the coaxial in the aircraft of the present application does not need the tilt and flapping device of the traditional helicopter, only one motor is needed to directly transmit power to two sleeved rotating shafts through a group of bevel gears to drive two pairs of constant-torque middle rotors;

[0051] Alternatively, a hollow main shaft 4 is used, the main shaft 4 is fixedly connected in the fuselage 1 and does not rotate, and each middle rotor 2 is driven to rotate by an outer rotor motor, the center hole of the main shaft 4 is used for wiring of the outer rotor motor, and each outer rotor motor separately drives the corresponding middle rotor 2 to rotate;

[0052] Alternatively, as described in the figure: two hollow outer rotor motors are installed back to back, the stators of the two motors are fixed together, and are installed on the fuselage 1 through a motor support 201, the outer rotor of the lower motor 202 is connected to a shaft which passes through the center holes of the two motors to the upper motor 203, and the upper middle rotor 2 is installed on the outer rotor of the upper motor 203, and the lower middle rotor 2 is directly installed on the outer rotor of the upper motor 203.

[0053] 2N small rotors 3 are connected to the fuselage 1 and are evenly distributed around the main shaft 4, like the traditional multi-rotor unmanned aerial vehicle arrangement.

[0054] The rotation of the middle rotors 2 and the small rotors 3 all provide lift, wherein the lift is mainly provided by the middle rotors 2, and the small rotors 3 also serve as flight attitude control, which is equivalent to the flight attitude control mode of the traditional unmanned aerial vehicle, and the small rotors 3 can be controlled by the existing unmanned aerial vehicle flight control system; the middle rotors 2 can be controlled by the traditional coaxial helicopter control mode; and an even number of middle rotors 2 are coaxially arranged on the main shaft 4, so the length of the middle rotors 2 can be appropriately lengthened to form a larger airflow when the middle rotors 2 rotate, and the lift is stronger and more stable.

[0055] Since the main lift of the aircraft is provided by the middle rotors 2, and the lift provided by the small rotors 3 is only auxiliary (relatively small and limited), the overturning moment of the small rotors 3 when rotating is relatively small, and is not enough to cause the aircraft to overturn during flight, thereby making the flight more stable; and the diameter of the middle rotors 2 is larger than that of the small rotors 3, so when rotating, a gyroscopic effect will be formed, which will make the direction of the shaft of the middle rotors 2 difficult to change with the influence of external force (the force of the middle rotors 2 or external wind force), thereby maintaining strong stability and strong wind resistance.

[0056] The main shaft 4 is provided with a rotating rotor assembly; the rotating rotor assembly is used to improve the safety of the aircraft, and the rotating rotor assembly contains one of the following structures:

[0057] Structure a; first rotating rotor 5;

[0058] The first rotating rotor 5 is rotatably connected to the main shaft 4 through a bearing;

[0059] The first rotating rotor 5 includes a near-center segment 501 and a far-center segment 502;

[0060] The installation angle range of the near-center segment 501 is 5° to 16°, and the installation angle range of the far-center segment 502 is 0° to 3°;

[0061] The airflow formed by the rotation of the middle rotors 2 and the small rotors 3 will blow the first rotating rotor 5 to rotate, wherein the installation angle range of the near-center segment 501 is 5° to 16°, and this segment is relatively inclined, which is intended to quickly rotate when blown by the airflow of the middle rotors 2; the installation angle range of the far-center segment 502 is 0° to 3°, and this segment is relatively smooth, which is intended to easily rotate at high speed to form a relatively stable lift surface when the middle rotors 2 and the small rotors 3 fail and the first rotating rotor 5 needs to rotate to generate lift, so that the aircraft is not easy to tilt or overturn, which is beneficial to maintaining the stability of the descent.

[0062] As Figure 3 shown in FIG. 3 is a structural diagram of structure b of the autorotation rotor assembly; in the structure b, the second autorotation rotor 6 and the first wind blade 7 are included;

[0063] The second autorotation rotor 6 and the first wind blade 7 are rotationally connected to the main shaft 4 through the bearing; and the second autorotation rotor 6 and the first wind blade 7 are fixedly connected and arranged in cross with each other; the installation angle range of the second autorotation rotor 6 is 0° to 3°, and the installation angle range of the first wind blade 7 is 5° to 16°;

[0064] The tilt angle of the installation angle range of the first wind blade 7 is relatively large, so that the airflow formed when the middle rotor 2 rotates can blow the first wind blade 7 to rotate and drive the second autorotation rotor 6 to rotate quickly; when the middle rotor 2 and the small rotor 3 fail, due to the large diameter and small installation angle of the second autorotation rotor 6, the second autorotation rotor 6 continues to rotate quickly under the action of the airflow from below and drives the first wind blade 7 to rotate to generate lift, so that the aircraft is not easy to tilt or overturn, which is beneficial to the stability of the descent.

[0065] As Figure 4 and Figure 5 shown in FIG. 4 is a structural diagram of structure c of the autorotation rotor assembly; in the structure c, the third autorotation rotor 8 and the second wind blade 9 are included;

[0066] The sleeve 10 is rotationally connected to the main shaft 4 through the first bearing 12, and the second wind blade 9 is fixedly installed on the sleeve 10;

[0067] The third autorotation rotor 8 is rotationally connected to the sleeve 10 through the second bearing 13;

[0068] And the first bearing 12 and the second bearing 13 are both one-way bearings;

[0069] The airflow generated when the middle rotor 2 rotates can drive the second wind blade 9 to rotate, and the second wind blade 9 drives the third autorotation rotor 8 to rotate through the second bearing 13 (since the second bearing 13 is a one-way bearing); when the middle rotor 2 and the small rotor 3 fail and need to be forced to land, the second wind blade 9 no longer has a blowing force, at this time the third autorotation rotor 8 still has a certain rotating speed due to inertia (equivalent to pre-rotation), and it will still rotate quickly to generate lift under the action of the airflow from below during the descent, thereby ensuring the slow and safe landing of the aircraft.

[0070] The third autorotation rotor 8 and the second wind blade 9 are located on different height planes;

[0071] The installation angle range of the third autorotation rotor 8 is 0° to 3°, and the installation angle range of the second wind blade 9 is 5° to 16°.

[0072] The third autorotation rotor 8 and the second wind blade 9 have different installation angle ranges, and have the same effect as the structure b, which will not be repeated here.

[0073] The diameters of the first autorotation rotor 5, the second autorotation rotor 6 and the third autorotation rotor 8 are larger than the diameter of the middle rotor 2, so that the first autorotation rotor 5, the second autorotation rotor 6 and the third autorotation rotor 8 can generate enough lift to ensure that the aircraft can land smoothly.

[0074] The fuselage 1 is provided with a forward power assembly, which can adopt a propeller structure or a jet structure. When the aircraft rises to a certain height, the forward power assembly can accelerate the forward speed of the aircraft. The fuselage 1 is provided with a vertical tail, which can balance and control the direction, especially when forced landing.

[0075] The middle rotor 2 is directly driven by an electric motor or driven by an internal combustion engine after reduction, which is not limited here. The two middle rotors in the figure are controlled by one channel of a remote controller, so that the rotation speeds of the two middle rotors 2 are basically the same and the directions are opposite.

[0076] The 2N small rotors 3 are directly driven by electric motors. The six small rotors in the figure are controlled by a traditional six-rotor flight control.

[0077] The fuselage 1 is provided with a landing gear 11, which includes a clamping assembly 1101. The clamping assembly 1101 can be set as a clamping type that can be opened and closed, which is used for clamping the load box to achieve the purpose of using the aircraft for logistics transportation.

[0078] The landing gear 11 is provided with a buffer device 1102, which is a structure of a large cylinder sleeving a small cylinder. The small cylinder is slidingly sleeved in the large cylinder, and the large cylinder is provided with a spring for supporting and resetting the small cylinder. The buffer device 1102 allows the aircraft to have a buffering effect when landing.

[0079] As a further improvement, the fuselage 1 is provided with a car assembly below. The car assembly is a traditional conventional car, which preferably adopts an unmanned driving system. The fuselage 1 is fixed with the body of the car, and a person sits in the car and controls the rotor assembly of the aircraft through a remote controller. When take-off is needed, the aircraft drives the car to fly to the destination.

[0080] Finally, it should be pointed out that the above is only a preferred embodiment of the present application and is not used to limit the present application. Any modification, equivalent replacement, improvement, etc. within the spirit and principle of the present application is included in the protection scope of the present application.

Claims

1. A 2N+1 axis aircraft, characterized in that: It includes a fuselage (1), an even number of middle rotors (2), and 2N small rotors (3); A main shaft (4) is provided on the fuselage (1), and an even number of the central rotors (2) are coaxially provided on the main shaft (4); 2N small rotors (3) are connected to the fuselage (1) and are regularly distributed around the main shaft (4); The main shaft (4) is provided with an autorotating rotor assembly; the autorotating rotor assembly comprises one of the following structures: Structure a; first autorotating rotor (5); The first autorotating rotor (5) is rotatably connected to the main shaft (4); The first autorotating rotor (5) comprises a proximal section (501) and a distal section (502); The installation angle range of the proximal section (501) is 5° to 16°, and the installation angle range of the distal section (502) is 0° to 3°; Structure b: a second autorotating rotor (6) and a first wind blade (7); The second autorotating rotor (6) and the first wind blade (7) are rotatably connected to the main shaft (4); The second autorotating rotor (6) is fixedly connected to the first wind blade (7) and arranged in a cross-arrangement with respect to each other; The installation angle range of the second autorotating rotor (6) is 0° to 3°, and the installation angle range of the first wind blade (7) is 5° to 16°; Structure c: the third autorotating rotor (8) and the second wind blade (9); It comprises a sleeve (10), the sleeve (10) is rotatably connected to the main shaft (4), and the second wind blade (9) is connected to the sleeve (10); The third autorotating rotor (8) is connected to the sleeve (10) in a unidirectionally rotatable manner; The third autorotating rotor (8) and the second wind blade (9) are located on planes at different heights; The installation angle range of the third autorotating rotor (8) is 0° to 3°, and the installation angle range of the second wind blade (9) is 5° to 16°.

2. The 2N+1 axis aircraft according to claim 1, characterized in that: A forward power component is provided on the fuselage (1).

3. The 2N+1 axis aircraft according to claim 1, characterized in that: The central rotor (2) is driven directly by an electric motor or by an internal combustion engine after deceleration.

4. A 2N+1 axis aircraft according to claim 1 or 2, characterized in that: The 2N small rotors (3) are driven by electric motors.

5. The 2N+1 axis aircraft according to claim 2, characterized in that: A vertical tail is provided on the fuselage (1).

6. The 2N+1 axis aircraft according to claim 1, characterized in that: A landing gear (11) is provided on the fuselage (1).

7. The 2N+1 axis aircraft according to claim 6, characterized in that: The landing gear (11) comprises a clamping assembly (1101).

8. The 2N+1 axis aircraft according to claim 1, characterized in that: The diameters of the first autorotating rotor (5), the second autorotating rotor (6), and the third autorotating rotor (8) are greater than the diameter of the middle rotor (2).

9. The 2N+1 axis aircraft according to claim 6, characterized in that: The landing gear (11) is provided with a buffer device (1102).

10. A 2N+1 axis aircraft according to claim 1 or 2, characterized in that: An automobile component is provided below the fuselage (1).

11. The 2N+1 axis aircraft according to claim 1, characterized in that: The middle rotor group and the small rotor group each use a flight control system.

12. A 2N+1 axis aircraft according to claim 3 or 11, characterized in that: When there are two middle rotors (2) and the driving device of the middle rotors (2) is a motor, two hollow outer rotor motors are installed back to back up and down, the stators of the two motors are fixed together and installed on the fuselage (1) through the motor bracket (201), the outer rotor of the lower motor (202) is connected to a shaft passing through the center holes of the two motors to the top of the upper motor (203) and then the upper middle rotor (2) is installed, and the lower middle rotor (2) is directly installed on the outer rotor of the upper motor (203).

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