Coaxial double-rotor aircraft

Abstract

The invention discloses a coaxial dual-rotor aircraft, and relates to the technical field of aircrafts. The aircraft comprises an aircraft body, a coaxial double-rotor assembly, a deformable stub wing and a vector thrust paddle, an operating system and an aircraft body sensor are arranged on the aircraft body, and the aircraft body sensor is in communication connection with the operating system. The fuselage structure of a conventional coaxial rigid double-rotor helicopter is reserved, the propeller hub without upper rotor control is adopted, compared with a conventional propeller hub with upper and lower rotor control, the propeller hub has the advantages that the control structure is simplified, and the structural performance is improved, meanwhile, due to the fact that upper rotor control is omitted, the deformable stub wings and the vector thrust propellers are arranged on the fuselage, and the structure performance is improved. The deformable stub wings can make up for the possible unbalance of the overall rolling torque of the aircraft when the upper rotor flies forwards at a high speed, the tilting device can drive the thrust paddles to tilt towards the fuselage relative to the fuselage, and yaw torque is generated by changing the thrust direction of the thrust paddles, so that the reaction torque of the upper rotor and the lower rotor flies at a high speed is balanced, and the stability of the aircraft is improved. And therefore, the controllability of yaw control is ensured.

Description

Technical Field

[0001] The invention relates to the technical field of aircraft, and in particular to a coaxial twin-rotor aircraft with upper rotor control eliminated. Background Art

[0002] (I) Explanation of terms:

[0003] Coaxial twin-rotor aircraft: an aircraft using rigid coaxial twin-rotors;

[0004] Rotor hub: The part that connects the aircraft fuselage and the upper and lower rotors. The changes in the aircraft's total pitch and cyclic pitch can be achieved through structures such as the automatic tilt device and small pull rod in the hub structure.

[0005] Automatic tilt device: A component in the hub structure that isolates rotational and non-rotational motions. It has a moving ring and a stationary ring, and can be manipulated to tilt and drive a small pull rod to perform pitch control.

[0006] Rotor flutter: The self-excited vibration of the rotor caused by the interaction between aerodynamic force and structural elasticity during flight. Flutter may cause rapid damage to the rotor structure, seriously affecting flight safety. (II) Technical Background

[0008] For coaxial twin-rotor aircraft, during flight, both the upper and lower rotors need to be controlled. Due to the structural position, the control rod and control line system of the upper rotor are relatively long, resulting in relatively low stiffness, which not only brings structural strength problems, but also worsens the dynamic problems of the blades in the torsion direction, and easily causes rotor flutter; at the same time, the upper and lower rotors are respectively configured with controls, which makes the hub structure complex, which will affect the safety and stability of the hub to a certain extent. In order to avoid the above problems, some light aircraft with low flight speed, light fuselage weight and low requirements for control force use hubs that cancel the upper rotor control. For coaxial twin-rotor high-speed aircraft, such as coaxial twin-rotor high-speed helicopters, their fuselages are equipped with thrust propellers to ensure that they can fly forward at high speeds, and the fuselage has an asymmetric structure. If the above-mentioned hub that cancels the upper rotor control is installed and used, the problem of unbalanced anti-torque of the upper and lower rotors is likely to occur under high-speed flight, which will lead to uncontrollable heading deflection of the aircraft and reduced flight performance reliability.

[0009] In addition, coaxial twin-rotor high-speed aircraft are equipped with a hub that eliminates the control of the upper rotor. Since the upper rotor is fixed and only the lower rotor is used for control, the rolling moment of the upper rotor will be too large when flying forward at high speed, resulting in the inability to balance the rolling moment of the fuselage. The obvious imbalance of the fuselage will cause the aircraft to roll over, resulting in a safety accident. Summary of the invention

[0010] The purpose of the present invention is to provide a coaxial twin-rotor aircraft that eliminates the upper rotor control. It assists in eliminating the propeller hub for upper rotor control by configuring a deformable short wing on the aircraft fuselage and a vector thrust propeller at the tail of the aircraft, so that the aircraft can still balance the upper and lower rotor counter-torques and the fuselage rolling moment in high-speed flight, thereby achieving high-reliability heading control of the aircraft and solving the problems existing in the above-mentioned prior art.

[0011] To achieve the above object, the present invention provides the following solutions:

[0012] The present invention provides a coaxial twin-rotor aircraft, comprising:

[0013] A fuselage, wherein a control system and a fuselage sensor are disposed on the fuselage, the fuselage sensor is communicatively connected with the control system, and the fuselage sensor is used to detect a rolling moment of the fuselage;

[0014] A coaxial twin-rotor assembly, comprising an upper rotor, a lower rotor and a propeller hub without upper rotor control, wherein the upper rotor and the lower rotor are arranged on the propeller hub, the propeller hub is arranged on the top of the fuselage and connected to the control system, and the control system can drive and regulate the operation of the propeller hub;

[0015] Deformable short wings, which can be folded and deformed, are symmetrically arranged on both sides of the belly of the fuselage, are communicatively connected with the control system, and the control system can control the deformable short wings to fold to reduce the short wing area, or to unfold to expand the short wing area according to the detection signal of the fuselage sensor, so as to balance the rolling moment of the fuselage in real time;

[0016] A vector thrust propeller, the vector thrust propeller comprising a thrust propeller and a tilt-turn device, the thrust propeller being arranged at the tail end of the fuselage through the tilt-turn device, the thrust propeller and the tilt-turn device being both communicatively connected with the control system, wherein the thrust propeller is used to provide thrust for the fuselage, and the tilt-turn device can drive the thrust propeller to deflect relative to the fuselage to balance the anti-torque of the upper rotor and the lower rotor.

[0017] Preferably, the hub comprises:

[0018] A main shaft inner shaft and a main shaft outer shaft, wherein the main shaft inner shaft is arranged inside the main shaft outer shaft, and the top of the main shaft inner shaft is higher than the top of the main shaft outer shaft; the bottoms of the main shaft inner shaft and the main shaft outer shaft both pass through the top of the fuselage and are connected to the rotor rotation drive of the control system, and the rotor rotation drive can drive the main shaft inner shaft and the main shaft outer shaft to rotate in opposite directions;

[0019] An upper rotor connecting piece, fixedly arranged on the top of the inner shaft of the main shaft, and the upper rotor is arranged on the upper rotor connecting piece;

[0020] A lower rotor connecting piece is movably mounted on the top of the outer shaft of the main shaft through a ball joint, and the lower rotor is arranged on the lower rotor connecting piece;

[0021] A lower rotor pitch-changing pull rod, the top end of which is hinged to the lower rotor connecting piece;

[0022] The lower rotor automatic inclinometer is arranged on the top of the fuselage and is movably connected to the outer wall of the main shaft outer shaft through a ball joint. The bottom end of the lower rotor pitch change rod is hinged to the lower rotor automatic inclinometer. The lower rotor automatic inclinometer is communicatively connected to the control system and can be periodically tilted under the control of the control system to drive the lower rotor to perform periodic pitch change movement through the up and down movement of the lower rotor pitch change rod.

[0023] Preferably, at least one of the upper rotor connector and the lower rotor connector is a rotor clamp.

[0024] Preferably, any of the deformable short wings comprises:

[0025] A frame assembly, comprising a connecting longitudinal beam and two parallel transverse beams, one end of each of the two transverse beams being hinged to the belly of the fuselage, a plurality of connecting longitudinal beams being arranged at intervals along the length extension direction of the transverse beams between the two transverse beams, and both ends of any one of the connecting longitudinal beams being hinged to the two transverse beams respectively;

[0026] A flexible skin covering the exterior of the frame assembly;

[0027] A driving element is arranged on the fuselage and connected to the crossbeam. The driving element can drive the frame assembly to swing back and forth relative to the fuselage so that the frame assembly can be folded toward the fuselage or unfolded away from the fuselage. The driving element is communicatively connected to the control system.

[0028] Preferably, a filling material is provided in the gap between the cross beam and the connecting longitudinal beam, the flexible skin covers the filling material and is connected to the filling material, and the filling material is capable of deformation.

[0029] Preferably, the deformable short wing also includes a limit block, the limit block is connected to the fuselage, the limit block can abut against the frame assembly, and when the limit block abuts against the frame assembly, the wing surface area of ​​the frame assembly is expanded to the maximum.

[0030] Preferably, the driving element is a hydraulic rod, one end of the hydraulic rod is hinged to the fuselage, and the other end of the hydraulic rod is hinged to the crossbeam.

[0031] Preferably, the tilting device comprises a fixed housing, a movable housing and a tilting drive assembly, wherein the fixed housing is fixed to the tail end of the fuselage, and the movable housing is hinged to an end of the fixed housing away from the fuselage;

[0032] The thrust propeller comprises a thrust propeller blade, a thrust propeller shaft, a thrust propeller driving motor and a bevel gear transmission assembly, wherein the thrust propeller shaft passes through the movable housing and is rotatably connected to the movable housing, and the thrust propeller blade is located at an end of the movable housing away from the fixed housing and is connected to one end of the thrust propeller shaft; the thrust propeller driving motor is arranged in the fixed housing, and the bevel gear transmission assembly comprises a first spiral bevel gear, a second spiral bevel gear and a third spiral bevel gear, the second spiral bevel gear is rotatably mounted on the inner wall of the fixed housing, the first spiral bevel gear is fixed to the other end of the thrust propeller shaft, and the first spiral bevel gear is perpendicular to and meshes with the second spiral bevel gear; the output shaft of the thrust propeller driving motor is parallel to the thrust propeller shaft, the third spiral bevel gear is fixed to the output shaft of the thrust propeller driving motor, and the third spiral bevel gear is perpendicular to and meshes with the second spiral bevel gear; the thrust propeller driving motor can drive the thrust propeller blade to rotate around the axis of the thrust propeller shaft;

[0033] The tilt drive assembly is arranged on the outside or inside of the movable shell and is connected to the thrust propeller shaft. The tilt drive assembly can drive the thrust propeller shaft and the movable shell to rotate synchronously relative to the fixed shell to achieve left and right deflection of the thrust propeller relative to the fuselage and balance the counter-torque of the upper rotor and the lower rotor.

[0034] Preferably, the tilt drive assembly comprises:

[0035] A worm gear is rotatably mounted on the inner side wall of the movable housing, and the worm gear is connected to the thrust propeller shaft through a bracket;

[0036] A worm, rotatably mounted on the inner side wall of the movable housing and meshing with the worm wheel;

[0037] A tilt motor is fixed to the outside of the movable housing and connected to the worm through a bevel gear assembly. The tilt motor is used to drive the worm gear to rotate, so as to drive the thrust propeller shaft and the movable housing to rotate synchronously relative to the fixed housing through the bracket, and to rotate the first spiral bevel gear to different meshing positions.

[0038] Preferably, the coaxial twin-rotor aircraft is a coaxial twin-rotor high-speed helicopter.

[0039] Compared with the prior art, the present invention has achieved the following technical effects:

[0040] The coaxial twin-rotor aircraft with upper rotor control cancelled disclosed by the present invention has a novel and reasonable structure, and retains the fuselage configuration of a conventional coaxial rigid twin-rotor helicopter, so the fuselage structure is still relatively compact. In addition, the use of a propeller hub with upper rotor control cancelled has the advantages of simplified control structure and improved structural performance compared to conventional propeller hubs with upper and lower rotor controls. At the same time, due to the cancellation of the upper rotor control, the present scheme also configures a deformable short wing and a vector thrust propeller on the fuselage. The deformable short wing and the vector thrust propeller are used as compensation controls. The deformable short wing can make up for the unbalanced rolling moment of the aircraft as a whole that may be caused by the upper rotor when flying forward at high speed. The tilting device can drive the thrust propeller to tilt toward the fuselage relative to the fuselage, and generate a yaw moment by changing the thrust direction of the thrust propeller, so that the anti-torque of the upper and lower rotors during high-speed flight is balanced, thereby ensuring the controllability of the yaw control. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0042] Figure 1 It is a schematic diagram of the structure of a coaxial twin-rotor aircraft disclosed in an embodiment of the present invention;

[0043] Figure 2 It is a schematic structural diagram of a hub in a coaxial twin-rotor aircraft disclosed in an embodiment of the present invention;

[0044] Figure 3 It is a schematic diagram of a deformable short wing in a coaxial twin-rotor aircraft disclosed in an embodiment of the present invention in a folded state;

[0045] Figure 4 It is a schematic diagram of a deformable short wing in a coaxial twin-rotor aircraft disclosed in an embodiment of the present invention in an unfolded state;

[0046] Figure 5 The figure is a working principle diagram of the thrust propeller and the tilting device disclosed in the embodiment of the present invention.

[0047] In the figure, the reference numerals are:

[0048] 100. Coaxial twin-rotor aircraft;

[0049] 1. Body;

[0050] 2. Coaxial twin rotor assembly; 21. Upper rotor; 22. Lower rotor; 23. Hub; 231. Main shaft inner shaft; 232. Main shaft outer shaft; 233. Upper rotor connector; 234. Lower rotor connector; 235. Ball joint; 236. Lower rotor pitch rod; 237. Lower rotor automatic tilt device;

[0051] 3. Deformable short wing; 31. Frame assembly; 311. Connecting longitudinal beam; 312. Cross beam; 32. Driving element; 33. Limiting block; 34. Filling material;

[0052] 4. thrust propeller; 41. thrust propeller blade; 42. thrust propeller shaft; 43. thrust propeller drive motor; 44. first spiral bevel gear; 45. second spiral bevel gear; 46. third spiral bevel gear;

[0053] 5. Tilt device; 51. Fixed housing; 52. Movable housing; 53. Worm gear; 54. Worm; 55. Bracket; 56. Tilt motor; 57. Pin shaft. DETAILED DESCRIPTION

[0054] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0055] The purpose of the present invention is to provide a coaxial twin-rotor aircraft that eliminates the control of the upper rotor. The aircraft is equipped with a deformable short wing on the aircraft fuselage and a vector thrust propeller on the tail of the aircraft to assist in eliminating the propeller hub for controlling the upper rotor. The aircraft can still balance the upper and lower rotor counter-torques and the fuselage rolling moment in high-speed flight, thereby achieving high-reliability heading control of the aircraft and solving the problems existing in the prior art.

[0056] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0057] like Figure 1As shown, this embodiment provides a coaxial twin-rotor aircraft 100, including a fuselage 1, a coaxial twin-rotor assembly 2, a deformable short wing 3 and a vector thrust propeller. The fuselage 1 is provided with a control system and a fuselage sensor, which is communicatively connected with the control system, and the fuselage sensor is used to detect the rolling moment of the fuselage 1; the coaxial twin-rotor assembly 2 includes an upper rotor 21, a lower rotor 22 and a hub 23 for cancelling the control of the upper rotor, the upper rotor 21 and the lower rotor 22 are arranged on the hub 23, the hub 23 is arranged on the top of the fuselage 1, and is connected to the control system, and the control system can drive and regulate the operation of the hub 23; the deformable short wing 3 can be folded and deformed, Deformable short wings 3 are symmetrically arranged on both sides of the belly of the fuselage 1. The deformable short wings 3 are connected to the control system in communication. The control system can control the deformable short wings 3 to fold and reduce the short wing area, or unfold and expand the short wing area according to the detection signal of the fuselage sensor, so as to balance the rolling moment of the fuselage 1 in real time; the vector thrust propeller includes a thrust propeller 4 and a tilting device 5. The thrust propeller 4 is arranged at the tail end of the fuselage 1 through the tilting device 5. The thrust propeller 4 and the tilting device 5 are both connected to the control system in communication, wherein the thrust propeller 4 is used to provide thrust for the fuselage 1, and the tilting device 5 can drive the thrust propeller to deflect relative to the fuselage 1 to balance the anti-torque of the upper rotor 21 and the lower rotor 22. It should be noted that the fuselage 1 of this scheme can adopt the configuration of a conventional coaxial rigid twin-rotor helicopter.

[0058] In some embodiments, the hub 23 includes a main shaft inner shaft 231, a main shaft outer shaft 232, an upper rotor connecting piece 233, a lower rotor connecting piece 234 and a lower rotor automatic tilt device 237. The main shaft inner shaft 231 and the main shaft outer shaft 232, the main shaft inner shaft 231 is arranged inside the main shaft outer shaft 232, and the top of the main shaft inner shaft 231 is higher than the top of the main shaft outer shaft 232; the main shaft inner shaft 231 and the main shaft outer shaft 232 are coaxial, and there is no structural interference between the two, the bottom of the main shaft inner shaft 231 and the main shaft outer shaft 232 are both through the top of the fuselage 1 and are connected to the rotor rotation drive of the control system, and the rotor rotation drive can drive the main shaft inner shaft 231 and the main shaft outer shaft 232 to rotate simultaneously and in opposite directions; the upper rotor connecting piece 233 is fixedly arranged on the top of the main shaft inner shaft 231, and the upper rotor 21 is arranged The lower rotor connecting member 234 is movably mounted on the top of the main shaft outer shaft 232 through a ball joint 235, and the lower rotor 22 is arranged on the lower rotor connecting member 234; the top of the lower rotor pitch change pull rod 236 is hinged with the lower rotor connecting member 234; the lower rotor automatic tilt device 237 is arranged on the top of the fuselage 1, and is movably connected to the outer wall of the main shaft outer shaft 232 through a ball joint 235, and the bottom end of the lower rotor pitch change pull rod 236 is hinged with the lower rotor automatic tilt device 237; the lower rotor automatic tilt device 237 is connected to the control system in communication, and when the aircraft is operated, the lower rotor automatic tilt device 237 tilts, and can rotate through the lower rotor connecting member 234 of the lower rotor pitch change pull rod 236 during one rotation, thereby realizing the periodic pitch change movement of the lower rotor 22. In the above-mentioned hub 23, the lower rotor automatic tilt device 237 adopts an existing automatic tilt device, and the specific structure and working principle are not repeated here. Based on the design of the hub 23, the upper rotor 21 is used only as a lifting surface.

[0059] In some embodiments, the above-mentioned rotor rotation drive generally includes an upper rotor drive motor and a lower rotor drive motor, and the upper rotor drive motor and the lower rotor drive motor are respectively connected to the bottom ends of the main shaft inner shaft 231 and the main shaft outer shaft 232 through transmission components. The upper rotor drive motor and the lower rotor drive motor are controlled by the control system and operate synchronously to drive the main shaft inner shaft 231 and the main shaft outer shaft 232 to rotate synchronously and in opposite directions, thereby rotating the upper rotor 21 and the lower rotor 22 to make the aircraft fly; when the direction or flight attitude needs to be adjusted, the lower rotor automatic tilt device 237 is controlled by the control system to drive the lower rotor connector 234 to make corresponding attitude adjustments to adjust the flight attitude of the aircraft. The above-mentioned rotor rotation drive adopts the rotor rotation drive mechanism of the existing conventional coaxial twin-rotor assembly, and the details are not repeated here. The difference between the hub 23 of this scheme and the hub of the existing conventional coaxial twin-rotor assembly is only that the present scheme cancels the upper rotor automatic inclinator that can adjust the pitch of the upper rotor connecting member 233, thereby simplifying the control system of the entire twin-rotor assembly 2 and improving the structural performance of the twin-rotor assembly 2.

[0060] In some embodiments, at least one of the upper rotor connection member 233 and the lower rotor connection member 234 is a rotor clamp. The rotor clamp is an existing component, and a rotor clamp with a corresponding structure can be used according to the number of upper rotor blades and lower rotor blades.

[0061] In some embodiments, any deformable short wing 3 includes a frame assembly 31, a flexible skin and a driving element 32, the frame assembly 31 includes a connecting longitudinal beam 311 and two parallel cross beams 312, one end of the two cross beams 312 are hinged to the belly of the fuselage 1, and a plurality of connecting longitudinal beams 311 are spaced apart between the two cross beams 312 along the length extension direction of the cross beam 312, and both ends of any connecting longitudinal beam 311 are respectively hinged to the two cross beams 312; the flexible skin is covered on the outside of the frame assembly 31; the driving element 32 is arranged on the fuselage 1 and connected to the cross beam 312, the driving element 32 can drive the frame assembly 31 to swing back and forth relative to the fuselage 1, so that the frame assembly 31 is folded toward the fuselage 1 or unfolded away from the fuselage 1, and the driving element 32 is communicatively connected to the control system.

[0062] In some embodiments, a filling material 3434 is disposed in the gap between the cross beam 312 and the connecting longitudinal beam 311 , the flexible skin covers the filling material 34 and is connected to the filling material 34 , and the filling material 34 is capable of deformation.

[0063] In some embodiments, the deformable short wing 3 also includes a limit block 33, which is connected to the fuselage 1. The limit block 33 can abut against the frame assembly 31. When the limit block 33 abuts against the frame assembly 31, the wing surface area of ​​the frame assembly 31 is expanded to the maximum.

[0064] In some embodiments, the driving element 32 is a hydraulic rod, one end of which is hinged to the fuselage 1 , and the other end of which is hinged to the crossbeam 312 .

[0065] In this embodiment, the above-mentioned deformable short wing 3 adopts the "A deformable high-speed helicopter short wing" disclosed in the Chinese invention patent with application number 202011138386.4, and its specific structure, working principle and technical effect are not repeated here. It should be emphasized that in this embodiment, the control logic (i.e., the control principle) of the control system for the deformable short wing 3 is based on the above-mentioned cancellation of the rotor control hub 23, as follows:

[0066] Step 1: The fuselage sensor detects the flight speed of the aircraft, the degree of expansion of the deformable short wing 3, the rolling moment of the entire fuselage, and the flight altitude of the aircraft;

[0067] Step 2: Calculate the short wing area required to balance the rolling moment of the entire fuselage according to the current flight speed of the aircraft, the rolling moment of the entire fuselage and the flight altitude of the aircraft;

[0068] Step 3: According to the required short wing area calculated in step 2, determine whether the wing surface area of ​​the current deformable short wing 3 reaches the limit (the minimum wing surface area or the maximum wing surface area). If it reaches the limit, proceed to step 4, otherwise proceed to step 5;

[0069] Step 4: Determine whether the cyclic pitch adjustment of the lower rotor of the aircraft has reached the limit, if so, proceed to step 6, otherwise proceed to step 7;

[0070] Step 5: The control system adjusts the wing surface area of ​​the deformable short wing 3 to the required short wing area by extending and retracting the driving element 32, and then returns to the first step to continue monitoring the aircraft status;

[0071] Step 6: Reduce the flight speed appropriately and return to the first step to continue monitoring the aircraft status;

[0072] Step 7: Adjust the cyclic pitch of the lower rotor connection 234 and return to the first step to continue monitoring the aircraft status.

[0073] The control system in this embodiment adopts a control system commonly used in the field of aircraft, and the details will not be repeated here.

[0074] In some embodiments, Figure 5As shown, the tilt device 5 includes a fixed housing 51, a movable housing 52 and a tilt drive assembly. The fixed housing 51 is fixed to the tail end of the fuselage 1, and the movable housing 52 is hinged to the end of the fixed housing 51 away from the fuselage through a pin shaft 57; the thrust propeller 4 includes a thrust propeller blade 41, a thrust propeller shaft 42, a thrust propeller drive motor 43 and a bevel gear transmission assembly. The thrust propeller shaft 42 passes through the movable housing 52 and is rotatably connected to the movable housing 52. The thrust propeller blade 41 is located at the end of the movable housing 52 away from the fixed housing 51 and is connected to one end of the thrust propeller shaft 42; the thrust propeller drive motor 43 is arranged in the fixed housing 51, and the bevel gear transmission assembly includes a first spiral bevel gear 44, a second spiral bevel gear 45 and a third spiral bevel gear 46, and the second The spiral bevel gear 45 is rotatably mounted on the inner wall of the fixed housing 51, the first spiral bevel gear 44 is fixed to the other end of the thrust propeller shaft 42, the first spiral bevel gear 44 is perpendicular to the second spiral bevel gear 45 and meshes with each other; the output shaft of the thrust propeller drive motor 43 is parallel to the thrust propeller shaft 42, the third spiral bevel gear 46 is fixed on the output shaft of the thrust propeller drive motor 43, the third spiral bevel gear 46 is perpendicular to the second spiral bevel gear 45 and meshes with each other; the thrust propeller drive motor 43 can drive the third spiral bevel gear 46 to rotate, and then transmit power to the first spiral bevel gear 44 through the second spiral bevel gear 45, and drive the thrust propeller shaft 42 and the thrust propeller blades 41 to rotate through the first spiral bevel gear 44, thereby realizing the thrust function of the thrust propeller 4. The above-mentioned tilt drive assembly includes a worm gear 53, a worm 54 and a tilt motor 56. The worm gear 53 is rotatably mounted on the inner side wall of the movable housing 52. The worm gear 53 is connected to the thrust propeller shaft 42 through a bracket 55; the worm 54 is rotatably mounted on the inner side wall of the movable housing 52 and meshes with the worm gear 53; the tilt motor 56 is fixed to the outer side of the movable housing 52 and is connected to the worm 54 through a bevel gear assembly. The bevel gear assembly generally includes a first bevel gear and a second bevel gear that is perpendicular to and meshes with the first bevel gear. The worm 54 and the tilt motor 56 are respectively connected to the first bevel gear and the second bevel gear, so that the power of the tilt motor 56 can be transmitted to the worm 54. The bevel gear assembly is a conventional component, and its specific installation form and functional principle are not repeated here. The tilt motor 56 drives the worm gear 53 to rotate through the bevel gear assembly, thereby driving the worm gear 53 to rotate. The rotation of the worm gear 53 can drive the propeller shaft 42 and the movable housing 52 to rotate synchronously relative to the fixed housing 51 through the bracket 55, and rotate the first spiral bevel gear 44 to different meshing positions. During this process, the first spiral bevel gear 44 and the second spiral bevel gear 45 maintain a meshing relationship and power transmission, so as to achieve tilt adjustment of the propeller 4 during normal operation. It should be noted that the pin 57 is perpendicular to the length direction and height direction of the fuselage 1, and can achieve left and right tilting of the propeller 4 relative to the fuselage 1.

[0075] In some embodiments, the above-mentioned coaxial twin-rotor aircraft 100 adopts a coaxial twin-rotor high-speed helicopter, and the coaxial twin-rotor high-speed helicopter is generally a heavy helicopter, which has the characteristics of fast flight speed, heavy fuselage weight, and high requirements for control reliability. When the aircraft flies forward, the vector thrust propeller and the propeller hub 23 provide power and control, and the deformable short wing 3 assists in control by unfolding and folding. At the same time, the tilt device 5 drives the thrust propeller 4 to tilt left and right relative to the fuselage to change the thrust direction of the thrust propeller 4, thereby achieving the purpose of balancing the upper and lower rotor anti-torque and the fuselage.

[0076] In summary, this solution retains the fuselage configuration of a conventional coaxial rigid twin-rotor helicopter, so the fuselage structure is still relatively compact. In addition, this solution adopts a hub 23 that cancels the upper rotor control, which has the advantages of simplified control structure and improved structural performance compared to the conventional hub with upper and lower rotor controls. At the same time, due to the cancellation of the upper rotor control, this solution also configures a deformable short wing 3 and a vector thrust propeller on the fuselage. The deformable short wing 3 can make up for the imbalance of the overall rolling moment of the aircraft that may be caused by the upper rotor when flying forward at high speed. The tilt device 5 can drive the thrust propeller 4 to tilt toward both sides of the fuselage relative to the fuselage, and generate a yaw moment by changing the thrust direction of the thrust propeller 4, so that the anti-torque of the upper and lower rotors during high-speed flight is balanced, thereby ensuring the controllability of the heading.

[0077] It should be noted that the structures, proportions, sizes, etc. drawn in the drawings of this specification are only used to match the contents disclosed in the specification for people familiar with this technology to understand and read, and are not used to limit the limiting conditions for the implementation of the present invention, so they have no substantial technical significance. Any modification of the structure, change of the proportional relationship or adjustment of the size should still fall within the scope of the technical content disclosed by the present invention without affecting the effects and purposes that can be achieved by the present invention. At the same time, the terms such as "upper", "lower", "left", "right", "middle" and "one" quoted in this specification are only for the convenience of description, and are not used to limit the scope of the implementation of the present invention. The change or adjustment of their relative relationship should also be regarded as the scope of the implementation of the present invention without substantially changing the technical content.

[0078] The present invention uses specific examples to illustrate the principles and implementation methods of the present invention. The above examples are only used to help understand the method and core ideas of the present invention. At the same time, for those skilled in the art, according to the ideas of the present invention, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as limiting the present invention.

Claims

1. A coaxial twin-rotor aircraft, characterized in that: include: A fuselage, wherein a control system and a fuselage sensor are disposed on the fuselage, the fuselage sensor is communicatively connected with the control system, and the fuselage sensor is used to detect a rolling moment of the fuselage; A coaxial twin-rotor assembly, comprising an upper rotor, a lower rotor and a propeller hub without upper rotor control, wherein the upper rotor and the lower rotor are arranged on the propeller hub, the propeller hub is arranged on the top of the fuselage and connected to the control system, and the control system can drive and regulate the operation of the propeller hub; Deformable short wings, which can be folded and deformed, are symmetrically arranged on both sides of the belly of the fuselage, are communicatively connected with the control system, and the control system can control the deformable short wings to fold to reduce the short wing area, or to unfold to expand the short wing area according to the detection signal of the fuselage sensor, so as to balance the rolling moment of the fuselage in real time; A vector thrust propeller, the vector thrust propeller comprising a thrust propeller and a tilt-turn device, the thrust propeller being arranged at the tail end of the fuselage through the tilt-turn device, the thrust propeller and the tilt-turn device being both communicatively connected with the control system, wherein the thrust propeller is used to provide thrust for the fuselage, and the tilt-turn device can drive the thrust propeller to deflect relative to the fuselage to balance the anti-torque of the upper rotor and the lower rotor.

2. The coaxial twin-rotor aircraft according to claim 1, characterized in that: The hub comprises: A main shaft inner shaft and a main shaft outer shaft, wherein the main shaft inner shaft is arranged inside the main shaft outer shaft, and the top of the main shaft inner shaft is higher than the top of the main shaft outer shaft; the bottoms of the main shaft inner shaft and the main shaft outer shaft both pass through the top of the fuselage and are connected to the rotor rotation drive of the control system, and the rotor rotation drive can drive the main shaft inner shaft and the main shaft outer shaft to rotate in opposite directions; An upper rotor connecting piece, fixedly arranged on the top of the inner shaft of the main shaft, and the upper rotor is arranged on the upper rotor connecting piece; A lower rotor connecting piece is movably mounted on the top of the outer shaft of the main shaft through a ball joint, and the lower rotor is arranged on the lower rotor connecting piece; A lower rotor pitch-changing pull rod, the top end of which is hinged to the lower rotor connecting piece; The lower rotor automatic inclinometer is arranged on the top of the fuselage and is movably connected to the outer wall of the main shaft outer shaft through a ball joint. The bottom end of the lower rotor pitch change rod is hinged to the lower rotor automatic inclinometer. The lower rotor automatic inclinometer is communicatively connected to the control system and can be periodically tilted under the control of the control system to drive the lower rotor to perform periodic pitch change movement through the up and down movement of the lower rotor pitch change rod.

3. The coaxial twin-rotor aircraft according to claim 2, characterized in that: At least one of the upper rotor connector and the lower rotor connector is a rotor clamp.

4. The coaxial twin-rotor aircraft according to any one of claims 1 to 3, characterized in that: Any of the deformable short wings comprises: A frame assembly, comprising a connecting longitudinal beam and two parallel transverse beams, one end of each of the two transverse beams being hinged to the belly of the fuselage, a plurality of connecting longitudinal beams being arranged at intervals along the length extension direction of the transverse beams between the two transverse beams, and both ends of any one of the connecting longitudinal beams being hinged to the two transverse beams respectively; A flexible skin covering the exterior of the frame assembly; A driving element is arranged on the fuselage and connected to the crossbeam. The driving element can drive the frame assembly to swing back and forth relative to the fuselage so that the frame assembly can be folded toward the fuselage or unfolded away from the fuselage. The driving element is communicatively connected to the control system.

5. The coaxial twin-rotor aircraft according to claim 4, characterized in that: A filling material is arranged in the gap between the cross beam and the connecting longitudinal beam, the flexible skin covers the filling material and is connected to the filling material, and the filling material can be deformed.

6. The coaxial twin-rotor aircraft according to claim 4, characterized in that: The deformable short wing also includes a limit block, which is connected to the fuselage and can abut against the frame assembly. When the limit block abuts against the frame assembly, the wing surface area of ​​the frame assembly is expanded to the maximum.

7. The coaxial twin-rotor aircraft according to claim 4, characterized in that: The driving element is a hydraulic rod, one end of which is hinged to the fuselage, and the other end of which is hinged to the crossbeam.

8. The coaxial twin-rotor aircraft according to any one of claims 1 to 3, characterized in that: The tilting device comprises a fixed housing, a movable housing and a tilting drive assembly, wherein the fixed housing is fixed to the tail end of the fuselage, and the movable housing is hinged to an end of the fixed housing away from the fuselage; The thrust propeller comprises a thrust propeller blade, a thrust propeller shaft, a thrust propeller driving motor and a bevel gear transmission assembly, wherein the thrust propeller shaft passes through the movable housing and is rotatably connected to the movable housing, and the thrust propeller blade is located at an end of the movable housing away from the fixed housing and is connected to one end of the thrust propeller shaft; the thrust propeller driving motor is arranged in the fixed housing, and the bevel gear transmission assembly comprises a first spiral bevel gear, a second spiral bevel gear and a third spiral bevel gear, the second spiral bevel gear is rotatably mounted on the inner wall of the fixed housing, the first spiral bevel gear is fixed to the other end of the thrust propeller shaft, and the first spiral bevel gear is perpendicular to and meshes with the second spiral bevel gear; the output shaft of the thrust propeller driving motor is parallel to the thrust propeller shaft, the third spiral bevel gear is fixed to the output shaft of the thrust propeller driving motor, and the third spiral bevel gear is perpendicular to and meshes with the second spiral bevel gear; the thrust propeller driving motor can drive the thrust propeller blade to rotate around the axis of the thrust propeller shaft; The tilt drive assembly is arranged on the outside or inside of the movable shell and is connected to the thrust propeller shaft. The tilt drive assembly can drive the thrust propeller shaft and the movable shell to rotate synchronously relative to the fixed shell to achieve left and right deflection of the thrust propeller relative to the fuselage and balance the counter-torque of the upper rotor and the lower rotor.

9. The coaxial twin-rotor aircraft according to claim 8, characterized in that: The tilt drive assembly comprises: A worm gear is rotatably mounted on the inner side wall of the movable housing, and the worm gear is connected to the thrust propeller shaft through a bracket; A worm, rotatably mounted on the inner side wall of the movable housing and meshing with the worm wheel; A tilt motor is fixed to the outside of the movable housing and connected to the worm through a bevel gear assembly. The tilt motor is used to drive the worm gear to rotate, so as to drive the thrust propeller shaft and the movable housing to rotate synchronously relative to the fixed housing through the bracket, and to rotate the first spiral bevel gear to different meshing positions.

10. The coaxial twin-rotor aircraft according to any one of claims 1 to 3, characterized in that: The coaxial twin-rotor aircraft is a coaxial twin-rotor high-speed helicopter.

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