Rotor reaction torque balance wing and aircraft

Abstract

The invention discloses a rotor reaction torque balance wing and an aircraft. The rotor reaction torque balance wing is simple in structure and few in component, is mounted below the rotor on the premise of guaranteeing the stability of the gravity center of the aircraft, and can automatically eliminate the reaction torque effect on the flight device by the rotation of the rotor by utilizing the transverse acting force generated by the adjusted inclined pneumatic surface of the blade under the downward wind pressure effect of the rotor, so that the stability of the aircraft is improved. And the aim of balancing the reaction torque of the rotor wing can be achieved without designing a tail rotor or a tail jet device and the like. The two blades are arranged on the aircraft in a central symmetry mode, various kinds of force such as downward pressure and forward resistance generated by the two blades can be counteracted, the aircraft does not need to be subjected to additional posture adjustment, and driving is easier, more convenient and safer due to the fact that no additional acting force is generated. If the whole device adopts a motor as a driving source, the energy consumption can be reduced; the aircraft comprises the rotor reaction torque balance wing and has all the characteristics and advantages of the rotor reaction torque balance wing.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft, and in particular to a rotor anti-torque balance wing and an aircraft. Background Art

[0002] Common aircraft, such as large manned and unmanned helicopters, small unmanned helicopters, rotor flying toys, models, etc., are all equipped with rotor devices. Taking helicopters as an example, most of them offset the rotor anti-torque by setting up double rotors, tail rotors or tail jets to ensure flight performance; some other small and medium-sized helicopters use a rear-mounted forward propeller with a vertical tail to increase the forward speed while eliminating the rotor torque. However, the tail rotor, tail jet, vertical tail, etc. are all achieved by increasing the additional active energy consumption of the aircraft and adding complex mechanical devices, which not only makes the aircraft structure complex and the manufacturing cost high, but also the power loss is relatively obvious. To solve this problem, the present invention proposes a new type of rotor anti-torque balancing device. Summary of the invention

[0003] The object of the present invention is to provide a rotor anti-torque balance wing and an aircraft comprising the rotor anti-torque balance wing, which can directly utilize the downward pressure airflow generated by the rotor to offset the anti-torque effect generated when the rotor rotates, so that the aircraft can get rid of the twin rotors, tail rotors or tail jets, etc., which not only simplifies the aircraft structure and reduces manufacturing costs, but also reduces flight energy consumption, so as to solve the problems existing in the above-mentioned prior art.

[0004] To achieve the above object, the present invention provides the following solutions:

[0005] The present invention provides a rotor anti-torque balance wing, comprising:

[0006] A support frame, used for mounting on or near the top of the aircraft;

[0007] A pair of blades arranged 180° centrally symmetrically, the two sets of blades are movably mounted on the ends of the support frame, and the two sets of blades are located below the rotor of the aircraft;

[0008] A driving device is installed on the aircraft or the support frame, and is used to drive the two groups of blades to rotate synchronously and in opposite directions, and the rotation axis of any group of blades is perpendicular to the rotation axis of the rotor.

[0009] Preferably, the support frame includes two main supports, and the two main supports are used to be symmetrically arranged on the left and right sides of the fuselage with the center line of the front-to-back direction of the fuselage as the axis; two groups of blades are respectively installed at two ends of the two main supports that are far away from each other, and the rotation axes of the two groups of blades coincide.

[0010] Preferably, the outer contours of the two main supports are streamlined in design.

[0011] Preferably, the driving device comprises:

[0012] An active bevel gear is rotatably mounted on the aircraft or the support frame, and the active bevel gear is located on the two main supports;

[0013] A driving connecting rod, wherein one driving connecting rod is movably installed in each of the two main brackets, and two ends of the two driving connecting rods close to each other are respectively meshed with the active bevel gear through a driven bevel gear, and two ends of the two driving connecting rods far away from each other are respectively connected to two groups of blades;

[0014] A rotation driving source is connected to the active bevel gear, and the rotation driving source is used to drive the active bevel gear to rotate, so as to drive the two blades to rotate synchronously and in opposite directions through the two driving connecting rods.

[0015] Preferably, two groups of blades are respectively equipped with a driving device.

[0016] Preferably, any of the blades is a flat blade with a streamlined outer contour.

[0017] Preferably, any group of blades are single-piece airfoils.

[0018] Preferably, any of the blades is a cascade wing with adjustable aerodynamic surface area, and the cascade wing comprises:

[0019] A grid wing rectifying frame is movably mounted on the end of the support frame, and the middle part of the grid wing rectifying frame is a hollow area;

[0020] A plurality of strip-shaped grating blades are installed in the hollow area, and both ends of any strip-shaped grating blade are rotatably installed on the grating wing rectifying frame through a grating blade shaft, and the plurality of strip-shaped grating blades are arranged in parallel at intervals;

[0021] The cascade blade adjustment mechanism is arranged on the cascade wing rectification frame, and the cascade blade adjustment mechanism can adjust the inclination angle of each of the strip cascade blades relative to the cascade wing rectification frame to adjust the aerodynamic surface area of ​​the cascade wing.

[0022] Preferably, the grating blade adjustment mechanism comprises a linkage connecting rod and a connecting rod driving mechanism, wherein:

[0023] The linkage link is located at one side of the grating wing rectification frame and is parallel to the grating wing rectification frame. The linkage link is movably connected to the grating wing rectification frame through a plurality of hinged links, wherein one end of any one of the hinged links is fixed to the corresponding grating blade shaft, and the other end of any one of the hinged links is hinged to the linkage link;

[0024] The connecting rod driving mechanism is used to drive the linkage connecting rod to move parallel to the grating wing rectifying frame, and make the linkage connecting rod approach or move away from the grating wing rectifying frame, so as to synchronously adjust the rotation angle of each grating blade shaft relative to the grating wing rectifying frame under the limiting action of the hinged connecting rod; the connecting rod driving mechanism adopts one of the connecting rod driving mechanism 1 and the connecting rod driving mechanism 2, wherein:

[0025] The connecting rod driving mechanism 1 includes a main driving rod, a rocker arm and a rocker arm drive, wherein the first end of the main driving rod is fixed to the corresponding grating blade shaft, the second end of the main driving rod is hinged to the linkage connecting rod, the rocker arm is fixedly connected to the second end of the main driving rod, and the rocker arm drive is used to drive the rocker arm to rotate, so as to drive the linkage connecting rod to move parallel to the grating blade rectifier frame through the main driving rod;

[0026] The second connecting rod driving mechanism includes a screw rod, a fan-shaped vortex tooth and a screw rod drive, and the screw rod is rotatably sleeved with multiple fixed sleeves, and any one of the fixed sleeves is fixed on the grid blade rectification frame; the rotation center of the fan-shaped vortex tooth is fixed to the corresponding grid blade shaft, and the fan-shaped vortex tooth is engaged with the screw rod; the screw rod drive is used to drive the screw rod to rotate, so as to drive the fan-shaped vortex tooth to drive the linkage connecting rod to move parallel to the grid blade rectification frame.

[0027] The present invention also proposes an aircraft, comprising a fuselage, a rotor and a flight control center, and also comprising a rotor anti-torque balance wing as described in any one of the above items, wherein the support frame is installed on the top of the fuselage or near the top, and the positive projection of any one of the blades on the rotor is located within the area of ​​1 / 2 to 3 / 4 of the radius length of the rotor from the inside to the outside.

[0028] Compared with the prior art, the present invention has achieved the following technical effects:

[0029] The rotor anti-torque balance wing proposed by the present invention has a simple structure, few parts, and has the advantages of easy installation and low manufacturing cost. When used, it is installed under the rotor on the premise of ensuring the stability of the center of gravity of the aircraft. Under the action of the downward wind pressure of the rotor, the anti-torque effect of the rotor rotation on the flight device can be automatically eliminated by using the adjusted inclined aerodynamic surface of the blade. There is no need to design devices such as tail rotors or tail jets, and the purpose of balancing the rotor anti-torque can be achieved. In addition, the two blades are arranged on the aircraft in a centrally symmetrical manner, and the various forces such as the downforce and forward resistance generated by the two blades can offset each other. The aircraft does not need to make additional attitude adjustments for this purpose. Since no additional force is generated, driving is simpler and safer.

[0030] In some technical solutions disclosed in the present invention, the entire device uses an electric motor as a driving source, which makes the aircraft structure and operation simpler, safer and more reliable, not only reducing manufacturing costs, but also saving fuel and having the benefit of low energy consumption.

[0031] In some technical solutions disclosed in the present invention, the main support and the outer contour of the blades both adopt a flattened streamlined design, which is beneficial to reducing forward wind resistance without affecting other functions of the aircraft.

[0032] In some technical solutions disclosed in the present invention, the blades adopt cascade wings and are equipped with a cascade blade adjustment mechanism, which can flexibly adjust the aerodynamic surface area of ​​the cascade wings to adapt to different aircraft or flight conditions.

[0033] In some technical solutions disclosed in the present invention, the blades are arranged in the area of ​​1 / 2 to 3 / 4 of the length of the rotor radius from the inside to the outside (but not limited to this area), which can ensure that they are arranged closely under the rotor without affecting the operation of the rotor, so that the blades can receive effective wind pressure from the rotor regardless of the flight state of the aircraft, and amplify the leverage effect to ensure that the aircraft will not lose control.

[0034] The aircraft proposed in the present invention includes the above-mentioned rotor anti-torque balance wing, and has all the characteristics and advantages of the above-mentioned rotor anti-torque balance wing, which will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] 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.

[0036] Figure 1 A schematic diagram of the structure and installation of a rotor anti-torque balance wing disclosed in an embodiment of the present invention;

[0037] Figure 2 for Figure 1 A top view of

[0038] Figure 3 It is a schematic structural diagram of a driving device in a rotor anti-torque balance wing disclosed in an embodiment of the present invention;

[0039] Figure 4 It is a schematic structural diagram of a first type of blade in a rotor anti-torque balance wing disclosed in an embodiment of the present invention;

[0040] Figure 5 for Figure 4 A schematic diagram of the structure of the connecting rod driving mechanism 1 of the middle blade;

[0041] Figure 6 for Figure 4 A schematic diagram of the structure of the connecting rod driving mechanism 2 of the middle blade;

[0042] Figure 7 It is a schematic structural diagram of the second type of blade in the rotor anti-torque balance wing disclosed in an embodiment of the present invention;

[0043] Figure 8 It is a schematic structural diagram of the third type of blade in the rotor anti-torque balance wing disclosed in an embodiment of the present invention;

[0044] Fig. 9 A balancing principle diagram of a rotor anti-torque balancing wing disclosed in an embodiment of the present invention;

[0045] Fig.10 Schematic diagram of the structure of the hydraulic drive system used in the grating blade adjustment mechanism.

[0046] In the figure, the reference numerals are:

[0047] 100, rotor anti-torque balance wing; 200, aircraft; 201, fuselage; 202, rotor; 203, ECU controller;

[0048] 23. Grid blade adjustment 1. Blade; 11. Single-piece blade; 12. Grid wing; 121. Grid wing rectification frame; 122. Strip grid blade; 1221. Grid blade shaft; 1 mechanism; 1231. Linkage connecting rod; 1232. Screw rod; 1233. Fan-shaped volute; 1234. Transmission gear; 1235. Fixed sleeve; 1236. Main drive rod; 1237. Articulated connecting rod;

[0049] 2. Driving device; 21. Active bevel gear; 22. Driving connecting rod; 23. Driven bevel gear; 24. Rotation driving source;

[0050] 3. Main bracket;

[0051] 4. Centerline in the front and rear directions;

[0052] 5. Traction wire. DETAILED DESCRIPTION

[0053] 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.

[0054] One of the purposes of the present invention is to provide a rotor anti-torque balance wing, which can directly use the downward pressure airflow generated by the rotor to offset the anti-torque effect generated when the rotor rotates, so that the aircraft does not need to be additionally installed with inverted wings, tail rotor or tail nozzle, which simplifies the aircraft structure and reduces manufacturing costs, while reducing flight energy consumption.

[0055] Another object of the present invention is to provide an aircraft comprising the above-mentioned rotor anti-torque balance wing.

[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] Example 1

[0058] like Figure 1 and Figure 2 As shown, this embodiment provides a rotor anti-torque balance wing 100, including a support frame, a drive device 2 and a pair of blades 1 arranged 180° centrally symmetrically, wherein the support frame is used to be installed at the top of the aircraft 200 or near the top, two groups of blades 1 arranged 180° centrally symmetrically are movably installed at the end of the support frame, and the support frame and the two groups of blades 1 are located below the rotor 202 of the aircraft 200; the drive device 2 is installed in a parallel drive shaft of the aircraft 200 or the support frame, and the drive device 2 is used to drive the two groups of blades 1 to rotate synchronously and in opposite directions, and the rotation axis of any blade 1 is perpendicular to the rotation axis of the rotor 202. It should be noted that the rotation axis of the rotor 202 can be defined as the height direction of the fuselage 201. Although the aircraft 200 has postures such as flipping or tilting during flight, the reference of the front and back (head and tail) direction, height direction, and width direction (i.e., the left and right direction of the fuselage 201) of the aircraft 200's own structure remains unchanged. It's just that the aircraft 200 will change its direction in different postures, including the front and back (head and tail) direction, height direction, and width direction (i.e., the left and right direction of the fuselage 201).

[0059] In some embodiments, the support frame includes two main supports 3, and the two main supports 3 are used to be symmetrically arranged on the left and right sides of the fuselage 201 with the center line 4 of the front-to-back direction of the fuselage 201 as the axis; the two main supports 3 are both rod-shaped, and two blades 1 are respectively installed at the two ends of the two main supports 3 that are far away from each other, and the rotation axes of the two blades 1 coincide. In some specific embodiments, the two main supports 3 may have an angle less than 180° between them, for example, the two main supports are both inclined toward the front of the fuselage 201 or toward the rear of the fuselage 201; or, the two main supports 3 are coaxial, that is, the two main supports 3 have an angle of 180° between them, such as Figure 2As shown, at this time, the two main brackets 3 coincide with the rotation axis of the blades 1, and the axes of the two main brackets 3 and the rotation axis of the blades 1 are both perpendicular to the front-rear centerline 4 and the rotation axis of the rotor 202. Generally, it is preferred that the two ends of the two main brackets 3 that are far from each other extend outward from the fuselage 201 to ensure that after the rotor anti-torque balance wing 100 is installed, its two blades 1 are located on the outer side of the fuselage 201.

[0060] In some embodiments, in order to ensure that the rotor anti-torque balance wing 100 does not affect the flight performance of the aircraft, the outer contours of the two main brackets 3 are preferably streamlined, for example, the outer contours of the main brackets 3 are set to a circular surface with a smooth transition of an arc.

[0061] In some embodiments, in order to improve the integration of the rotor anti-torque balance wing 100 and simplify the device structure, it is preferred that the two blades 1 share a set of driving devices 2. Specifically, Figure 3 As shown, the driving device 2 includes an active bevel gear 21, a driving connecting rod 22 and a rotating driving source 24. The active bevel gear 21 is rotatably installed on the aircraft 200 or the support frame, and the active bevel gear 21 is located between the two main brackets 3 (i.e., the midpoint of the support frame); a driving connecting rod 22 is movably installed in each of the two main brackets 3, and the two ends of the two driving connecting rods 22 that are close to each other are respectively meshed with the active bevel gear 21 through a driven bevel gear 23, and the two ends of the two driving connecting rods 22 that are far away from each other are respectively connected to the two blades 1. In order to ensure the rotation stability of the driving connecting rod 22, it is preferred that a bearing seat is provided in both main brackets 3 to support the driving connecting rod 22, and a bearing is provided between the driving connecting rod 22 and the bearing seat to ensure the smoothness and reliability of the driving connecting rod 22 during rotation. The rotation driving source 24 is generally a motor, which can be directly connected to the active bevel gear 21 through a coupling, or connected to the active bevel gear 21 through a reducer. The rotation driving source 24 is used to drive the active bevel gear 21 to rotate. After the active bevel gear 2 rotates, it drives the two driven bevel gears 23 to rotate in the opposite and synchronous manner, and then drives the two driving connecting rods 22 to rotate synchronously and in the opposite direction through the two driven bevel gears 23, and the two driving connecting rods 22 drive the two blades 1 to rotate synchronously and in the opposite direction. Figure 3 As shown, the driven bevel gear 23 is preferably meshed vertically with the active bevel gear 21. The bevel gear meshing assembly can not only realize power transmission, but also realize the change of power direction. Figure 3 As shown, the driven bevel gear 23 is vertically meshed with the active bevel gear 21, and can convert the rotational motion of the rotation driving source 24 with the vertical direction as the axis into the rotational motion with the horizontal direction as the axis (ie, the rotation axis direction of the blade 1).

[0062] In some embodiments, the support frame preferably also includes a center seat, which is used for fixed installation with the fuselage 201, and the two main brackets 3 are symmetrically installed on both sides of the center seat. The active bevel gear 21 can be installed on the center seat in a conventional bevel gear installation manner, which will not be repeated here. The rotary drive source 24 can be directly installed on the center seat, or it can be installed at a corresponding position of the fuselage 201; as a preferred solution, the rotary drive source 24 can be directly installed on the center seat and communicated with the controller of the flight control center of the aircraft (such as the ECU controller 203). The rotary drive source 24 is directly installed on the center seat, which is convenient for disassembly and assembly of the rotor anti-torque balance wing 100 as a whole, which is quick and convenient.

[0063] In some embodiments, an auxiliary bracket may be used to fix the main bracket 3 near the root thereof to the central seat, so that a triangular support structure is formed between the main bracket 3, the auxiliary bracket and the central seat, thereby ensuring that the installation structure of the main bracket 3 and the blade 1 is firm and stable.

[0064] In some embodiments, in addition to the above-mentioned structure in which two blades 1 share a set of driving devices 2, two blades 1 can also be respectively equipped with a driving device 2, in which case the driving device 2 can be a motor, which is embedded in the main bracket 3 and can be directly connected to the blade 1 through a coupling, or connected to the blade 1 through a reducer, or connected to the blade 1 through a chain transmission mechanism, a gear meshing mechanism, etc. The blade 1 is preferably rotatably mounted with the end of the main bracket 3, such as rotatably cooperating with the end of the main bracket 3 through a bearing or a roller.

[0065] In some embodiments, Figure 1 and Figure 2 As shown, any blade 1 is preferably a flat blade with a streamlined outer contour. The overall shape of the flat blade includes but is not limited to a half-moon shape, and its cross-sectional shape includes but is not limited to a curved willow leaf shape, a straight blade shape, etc., as long as it conforms to the shape of aerodynamic fluid mechanics.

[0066] Specifically, in some embodiments, any blade 1 is preferably a grating wing 12 with adjustable aerodynamic surface area, such as Figure 4 As shown, the grating wing 12 includes a grating wing rectifying frame 121, a grating blade adjustment mechanism 123 and a plurality of strip grating blades 122. The grating wing rectifying frame 121 is movably mounted on the end of the support frame, and the middle part of the grating wing rectifying frame 121 is a hollow area; a plurality of strip grating blades 122 are installed in the hollow area, and both ends of any one strip grating blade 122 are rotatably mounted on the grating wing rectifying frame 121 through a grating blade shaft 1221, and a plurality of strip grating blades 122 are arranged in parallel at intervals; the grating blade adjustment mechanism 123 is arranged on the grating wing rectifying frame 121, and the grating blade adjustment mechanism 123 can adjust the inclination angle of each strip grating blade 122 relative to the grating wing rectifying frame 121, so as to adjust the aerodynamic surface area of ​​the grating wing 12.

[0067] In some embodiments, each grating wing 12 needs to be provided with a plurality of strip grating blades 122 to generate lateral force, and the thickness of the grating wing 12 can be effectively reduced by increasing the number and spacing density of the strip grating blades 122, thereby reducing the lateral resistance of the entire grating wing 12. In some light and simple aircraft or drones and flying toys that do not pursue flight speed, a small number of strip grating blades 122 can also be provided, or even only one strip grating blade 122 can be provided to achieve the rotor anti-torque balancing effect.

[0068] In some embodiments, Figure 5 and Figure 6 As shown, the above-mentioned grating blade adjustment mechanism 123 includes a linkage rod 1231 and a linkage driving mechanism, the linkage rod 1231 is located on one side of the grating wing rectification frame 121 and is parallel to the grating wing rectification frame 121, and the linkage rod 1231 is movably connected to the grating wing rectification frame 121 through a plurality of hinged rods 1237, wherein the number of the hinged rods 1237 is preferably the same as the number of the grating wing 12 (i.e., the grating blade shaft 1221), and the two correspond one to one, and any hinged rod One end of 1237 is fixedly connected to the corresponding grating blade shaft 1221, and the other end of any hinged connecting rod 1237 is hinged to the linkage connecting rod 1231; the connecting rod driving mechanism is used to drive the linkage connecting rod 1231 to move parallel to the grating wing rectifying frame 121, and make the linkage connecting rod 1231 approach or move away from the grating wing rectifying frame 121, so as to synchronously adjust the rotation angle of each grating blade shaft 1221 relative to the grating wing rectifying frame 121 under the limiting action of the hinged connecting rod 1237. The above-mentioned connecting rod driving mechanism can adopt one of the following connecting rod driving mechanism 1 and connecting rod driving mechanism 2, wherein:

[0069] (a) If Figure 5 The figure shows a connecting rod drive mechanism 1, which includes a main drive rod 1236, a rocker arm and a rocker arm drive. The number of the main drive rods 1236 is less than the grid blade 12 (i.e., the grid blade shaft 1221), and they are evenly spaced along the axial direction of the linkage connecting rod 1231. The first end of each main drive rod 1236 is fixed to the corresponding grid blade shaft 1221, and the second end of each main drive rod 1236 is hinged to the linkage connecting rod 1231. The second end of each main drive rod 1236 is fixedly connected to a rocker arm. The rocker arm drive is used to drive the rocker arm to rotate, so as to drive the linkage connecting rod 1231 to move parallel to the grid blade straightening frame 121 through the main drive rod 1236, thereby completing the rotation adjustment of the grid blade shaft 1221 relative to the grid blade straightening frame 121. The above-mentioned rocker arm drive can adopt a micro motor, such as a servo motor, which is installed on the frame of the grid wing rectifier frame 121 or the outer wall of the main bracket 3. The micro motor can be directly connected to the end of the rocker arm through a coupling, or connected to the end of the rocker arm through a reducer, or connected to the end of the rocker arm through a chain transmission mechanism, a gear meshing mechanism, etc.

[0070] (ii) Figure 6 The second connecting rod driving mechanism is shown, which includes a screw rod 1232, a fan-shaped volute 1233 and a screw rod drive. A plurality of fixed sleeves 1235 are rotatably mounted on the screw rod 1232, and the fixed sleeves 1235 are threadedly matched with the screw rod 1232. Any fixed sleeve 1235 is fixed on the grating wing rectifying frame 121. The number of the fan-shaped volute 1233 is less than that of the grating wing 12 (i.e., the grating blade shaft 1221). The fan-shaped volute 1233 is evenly spaced along the axial direction of the linkage connecting rod 1231. Each fan-shaped volute The rotation center of 1233 is fixed to the corresponding grating blade shaft 1221, and each fan-shaped vortex 1233 is meshed with the screw rod 1232; the screw rod drive can be a micro motor, which is installed on the frame of the grating wing rectification frame 121 or the outer wall of the main bracket 3. The micro motor can be directly connected to the end of the screw rod 1232 through a coupling, can also be connected to the end of the screw rod 1232 through a reducer, and can also be connected to the end of the screw rod 1232 through a chain transmission mechanism, a gear meshing mechanism, etc. The motor is preferably a servo motor. When the motor is started, it can drive the screw rod 1232 to rotate and move the screw rod 1232 relative to the fixed sleeve 1235, so that the screw rod 1232 can drive the fan-shaped vortex 1233 to rotate around its own rotation center, and drive the linkage connecting rod 1231 to move parallel to the grating wing rectification frame 121 through the fan-shaped vortex 1233, thereby completing the rotation adjustment of the grating blade shaft 1221 relative to the grating wing rectification frame 121.

[0071] The connecting rod driving mechanism 1 and the connecting rod driving mechanism 2 are both reliable and precise large torque linkage devices, which can ensure the reliability of the angle adjustment of the bar grating blade 122 and the self-locking performance after the position is adjusted into place.

[0072] Taking a helicopter as an example, the specific arrangement scheme and use principle of the rotor anti-torque balance wing 100 are described in detail below:

[0073] (I) Installation arrangement of the rotor anti-torque balance wing 100:

[0074] (1) The required aerodynamic surface area and support frame shape of the grating wing 12 can be calculated based on the weight, rotor speed and control characteristics of the helicopter, and strict wind tunnel testing is performed to ensure that the materials used for the grating wing 12 and the support frame are safe and will not produce vibration and resonance that affects flight, so as to ensure that the maximum lateral moment generated by the grating wing 12 meets the standard. "Lateral" refers to the direction of rotor rotation, that is, the circumferential direction.

[0075] (2) In terms of location layout, Figure 1As shown, the center seat of the support frame can be set at the top center of the cab in front of the rotor main shaft (i.e., the rotor shaft) (i.e., the central axis of the center seat intersects perpendicularly with the aforementioned front-to-back center line 4), and the center seat of the support frame is adjacent to the rotor shaft to ensure that after the rotor anti-torque balance wing 100 is installed, the entire helicopter can achieve a natural balance of the center of gravity under the action of sufficient downforce generated by the rotor in the hovering posture.

[0076] (3) The length of the main bracket 3 in the support frame and the height difference between the entire rotor anti-torque balance wing 100 and the rotor after installation should ensure that the rotor anti-torque balance wing 100 can always be in the position with the best verticality and sufficient wind force under the rotor pressure, and will not interfere with the rotor in a static state. Based on this, it is usually preferred to be below 1 / 2 to 3 / 4 of the rotor radius from the inside to the outside, that is, the positive projection of any blade 1 on the rotor 202 is located in the area of ​​1 / 2 to 3 / 4 of the radius length of the rotor 202 from the inside to the outside. Based on this, even if an unexpected vortex effect occurs, the rotor anti-torque balance wing 100 can still function normally, and this position also gives full play to the lever effect, which can effectively amplify the lateral force and minimize the aerodynamic surface area of ​​the grid wing 12. However, it is necessary to prevent vibration and resonance effects. The traction wire 5 can be set to assist in the stable installation of the support frame. Figure 2 As shown, the front and rear sides of the outer end of the main support 3 are connected to the fuselage 201 through a traction wire 5, respectively, to ensure the stable installation of the entire support frame.

[0077] (II) Automatic adjustment logic of the rotor anti-torque balance wing 100:

[0078] (1) A minimum initial angle is usually set according to the force of the grid wing 12, which can automatically offset the rotor anti-torque generated by the helicopter in the unloaded hovering state. This initial angle should not be too large, such as Figure 5 As shown, it can usually be kept within 30 degrees of the vertical line (the vertical line is perpendicular to the aerodynamic surface of the cascade wing 12). If the angle is too large, the adjustment space of each strip cascade blade 122 will be limited, affecting the maximum maneuverability of the helicopter. The aircraft will only reversely adjust this initial angle (i.e., increase the adjustment) in an emergency state.

[0079] (2) The flight control center of the helicopter is a conventional technology. The rotor anti-torque balance wing 100 can be connected to the flight control center through the ECU controller 203, and the grating blade adjustment mechanism and the driving device 2 of the grating wing 12 are generally connected to the ECU controller 203. Based on this, the ECU controller 203 can collect information such as the direction sensor (geomagnetic pointing system), load sensor (aircraft take-off weight), speed sensor (rotor or engine output shaft), gyroscope sensor (electronic or non-electronic), and control instructions (flight manual control system) originally set by the helicopter to comprehensively judge the flight attitude of the helicopter or the flight attitude to be achieved, so as to automatically adjust the inclination angle of the two centrally symmetrical grating wings 12 through the driving device 2, so that the two grating wings 12 generate a force opposite to the rotor anti-torque, so as to offset the anti-torque moment of the helicopter and make the helicopter run smoothly.

[0080] When the helicopter is ready to take off, the ECU controller 203 controls the drive device 2 by collecting detection signals from the load sensor and the speed sensor to adjust the overall tilt angle of the two grid wings 12, and fine-tunes the overall tilt angle of the two grid wings 12 through the gyro sensor and the pull-up command of the rotor joystick at the moment of take-off, so that the circumferential force of the helicopter is completely balanced.

[0081] (3) Since the two grating wings 12 in the rotor anti-torque balance wing 100 are arranged in a central symmetrical manner, the downforce and forward resistance of the two grating wings 12 can all offset each other, and the helicopter does not need to make additional attitude adjustments for this purpose. In practical applications, the rotor anti-torque balance wing 100 can even introduce most of the existing tail rotor control logic for control. The rotor anti-torque balance wing 100 does not need to be adjusted most of the time when the helicopter is flying. It will only be adjusted quickly when the rotor speed changes significantly and the rotor joystick is significantly pulled up or down, or when the helicopter is rotating horizontally rapidly. For example, when the ECU controller 203 receives an action instruction to significantly pull up the rotor joystick, it can release the brake on the motor in the drive device 2 in advance, and start the motor in the drive device 2 to slowly fine-tune the overall tilt angle of the grating wing 12, so that the aircraft can be kept stable to the greatest extent. The rotor anti-torque balance wing 100 can judge the attitude of the helicopter based on the geomagnetic sensor when the helicopter loses its main power, and participate in emergency adjustments to the greatest extent. A geomagnetic sensor generally refers to a precision gyro-shaped compass installed on the dashboard. Unlike an ordinary compass, it has a signal data output line and is the last line of defense when other positioning devices fail.

[0082] In actual applications, the two grid wings 12 of the rotor anti-torque balance wing 100 can also be arranged in front and rear positions of the fuselage 201, or a single grid wing 12 can be set in front of or behind the fuselage 201. However, such an arrangement will pass through the engine and the rotor main shaft position, affecting the internal structure of the fuselage, or facing the high temperature problem of the engine. Setting a single grid wing 12 will also cause the fuselage to suffer unbalanced downforce during flight, making control more complicated and prone to loss of control.

[0083] In summary, the rotor anti-torque balance wing 100 proposed in this solution mainly has the following beneficial effects:

[0084] (1) The entire rotor anti-torque balance wing 100 has a simple structure, few components, and has the advantages of easy installation and low manufacturing cost. When used, it is installed directly below the rotor and in front of the rotor main shaft under the premise of ensuring the stability of the center of gravity of the aircraft. Under the action of the downward wind pressure of the rotor, the adjusted inclined aerodynamic surface of the grid wing 12 can automatically eliminate the anti-torque effect caused by the rotation of the rotor on the flight device. There is no need to design devices such as a tail rotor or a tail jet, and the purpose of balancing the rotor anti-torque can be achieved.

[0085] (2) This solution uses a pair of grid wings 12 and arranges them symmetrically on the left and right sides of the aircraft fuselage. In this way, the various forces such as the downforce and forward resistance generated by the two grid wings 12 can offset each other. The helicopter does not need to make additional attitude adjustments for this purpose. Since no additional force is generated, driving is easier and safer.

[0086] (3) The entire device uses ECU and servo motor as the driving source, making the aircraft structure and operation simpler, safer and more reliable. It not only reduces manufacturing costs, but also saves fuel and has the benefit of low energy consumption.

[0087] (4) The main support and the outer contour of the grid wing of this scheme are both streamlined in design, which is conducive to reducing forward wind resistance without affecting other functions of the aircraft.

[0088] (5) The cascade wing 12 is provided with a cascade blade adjustment mechanism, which can flexibly adjust the aerodynamic surface area of ​​the cascade wing 12 to adapt to different aircraft or flight conditions.

[0089] (6) All moving parts of the transmission and linkage devices are equipped with rollers or bearings to keep the movement smooth and quiet, which can effectively reduce the energy consumption of the drive.

[0090] (7) The grid wing 12 is arranged in the region of 1 / 2 to 3 / 4 of the length of the rotor radius from the inside to the outside, which can ensure that it is arranged closely below the rotor without affecting the operation of the rotor, so that the grid wing 12 can receive the effective wind pressure from the rotor no matter what flight state the aircraft is in, and amplify the leverage effect to ensure that the aircraft will not lose control. In addition, such an arrangement will not affect the activities such as the loading and unloading of personnel and cargo on the aircraft and the maintenance of the aircraft engine to the greatest extent.

[0091] (8) The rotor anti-torque balance wing 100 can adopt a dual ECU configuration to ensure that if one ECU controller fails, the other ECU controller can take over in time, and an emergency manual rocker control system can be set.

[0092] Example 2

[0093] like Figure 7 As shown, this embodiment proposes a rotor anti-torque balance wing 100, which is different from the embodiment 1 only in that any blade 1 is a single-piece blade 11, and the single-piece blade 11 is mostly a plate-like structure, the area of ​​its aerodynamic surface is constant, and there is no hollowing.

[0094] The installation arrangement, working principle and effect of the rotor anti-torque balance wing 100 of this embodiment are similar to those of embodiment 1, and will not be described in detail here.

[0095] Example 3

[0096] like Figure 8 As shown, this embodiment proposes a rotor anti-torque balance wing 100, which is different from the embodiment 1 in that: the main support 3 adopts a square frame type, and the grid wing 12 is arranged at the end of the support frame.

[0097] Example 4

[0098] In the embodiment 1 or 2, the original hydraulic system of the aircraft can be used as the driving source on the heavy or super heavy helicopter. The hydraulic system drive is arranged on the grid wing frame, as shown in FIG. Fig.10 The electromagnetic hydraulic control valve system 31 is connected to the ECU controller 203 for communication, the electromagnetic hydraulic control valve system 31 is connected to the hydraulic oil inlet pipe 33 and the hydraulic oil distribution pipe 34, the hydraulic oil distribution pipe 34 is connected to the hydraulic telescopic rod 32, and the hydraulic telescopic rod 32 is connected to the above-mentioned connecting rod driving mechanism 1 or connecting rod driving mechanism 2, so as to realize the rotation angle adjustment of the bar grating blade 122. Specifically:

[0099] When the hydraulic telescopic rod 32 is connected to the above-mentioned connecting rod driving mechanism 1, the end 35 of the hydraulic telescopic rod 32 can be directly hingedly connected to the second end of the main driving rod 1236 to control the rotation of the main driving rod 1236 through the extension and retraction of the hydraulic telescopic rod 32.

[0100] When the hydraulic telescopic rod 32 is connected to the above-mentioned connecting rod driving mechanism 2, a rack can be used to replace the screw rod 1232, the rack and the fixed sleeve 1235 are installed in a sliding manner, and the rack is engaged with the fan-shaped vortex gear 1233; the end 35 of the hydraulic telescopic rod 32 is directly the same as the end of the rack, which is used to drive the rack to move in parallel, thereby driving each fan-shaped vortex gear 1233 to rotate.

[0101] Example 5

[0102] like Figure 1 and Figure 2 As shown, this embodiment proposes an aircraft 200, including a fuselage 201, a rotor 202 and a flight control center, and also includes the rotor anti-torque balance wing 100 disclosed in Example 1 or Example 2. The support frame is installed on the top of the fuselage 201 or near the top, and the positive projection of any blade 1 on the rotor 202 is located in the area of ​​1 / 2 to 3 / 4 of the radius length of the rotor 202 from the inside to the outside. This design can ensure that the rotor anti-torque balance wing 100 is arranged close to the bottom of the rotor without affecting the operation of the rotor, so that the blade 1 can receive the effective wind pressure from the rotor no matter what flight state the aircraft is in, and amplify the lever effect to ensure that the aircraft will not lose control. In addition, such an arrangement will not affect the activities such as the loading and unloading of personnel and cargo on the aircraft, and the maintenance of the aircraft engine to the greatest extent.

[0103] 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.

[0104] 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 rotor anti-torque balance wing, characterized in that: include: A support frame, used for being installed on the top of the aircraft (200) or at a position close to the top; A pair of blades (1) arranged 180° centrally symmetrically, the two sets of blades (1) are movably mounted on the ends of the support frame, and the two sets of blades (1) are located below the rotor (202) of the aircraft (200); A driving device (2) is installed on the aircraft (200) or the support frame, and is used to drive the two groups of blades (1) to rotate synchronously and in opposite directions, and the rotation axis of any group of blades (1) is perpendicular to the rotation axis of the rotor (202).

2. The rotor anti-torque balance wing according to claim 1, characterized in that: The support frame comprises two main supports (3), and the two main supports (3) are used to be symmetrically arranged on the left and right sides of the fuselage (201) with the center line (4) of the front-to-back direction of the fuselage (201) as the axis; two groups of blades (1) are respectively installed at two ends of the two main supports (3) that are far away from each other, and the rotation axes of the two groups of blades (1) coincide.

3. The rotor anti-torque balance wing according to claim 2, characterized in that: The outer contours of the two main supports (3) are both streamlined in design.

4. The rotor anti-torque balance wing according to claim 2 or 3, characterized in that: The driving device (2) comprises: An active bevel gear (21) is rotatably mounted on the aircraft (200) or the support frame, and the active bevel gear (21) is located on the two main brackets (3); A driving connecting rod (22), wherein each of the two main brackets (3) is movably mounted with a driving connecting rod (22), and the two ends of the two driving connecting rods (22) close to each other are respectively meshed with the active bevel gear (21) through a driven bevel gear (23), and the two ends of the two driving connecting rods (22) far away from each other are respectively connected to the two groups of blades (1); A rotation driving source (24) is connected to the active bevel gear (21), and the rotation driving source (24) is used to drive the active bevel gear (21) to rotate, so as to drive the two blades (1) to rotate synchronously and in opposite directions through the two driving connecting rods (22).

5. The rotor anti-torque balance wing according to any one of claims 1 to 3, characterized in that: The two groups of blades (1) are respectively equipped with a driving device (2).

6. The rotor anti-torque balance wing according to any one of claims 1 to 3, characterized in that: Any of the blades (1) is a flat blade with a streamlined outer contour.

7. The rotor anti-torque balance wing according to claim 6, characterized in that: Any group of blades (1) are single-piece airfoils (11).

8. The rotor anti-torque balance wing according to claim 6, characterized in that: Any of the blades (1) is a grating wing (12) with an adjustable aerodynamic surface area, and the grating wing (12) comprises: A grid wing rectifying frame (121) is movably mounted on the end of the support frame, and the middle portion of the grid wing rectifying frame (121) is a hollow area; A plurality of strip-shaped grating blades (122) are installed in the hollow area, and both ends of any one of the strip-shaped grating blades (122) are rotatably installed on the grating wing rectifying frame (121) via a grating blade shaft (1221), and the plurality of strip-shaped grating blades (122) are arranged in parallel at intervals; A cascade blade adjustment mechanism (123) is arranged on the cascade wing rectification frame (121), and the cascade blade adjustment mechanism (123) is capable of adjusting the inclination angle of each of the strip-shaped cascade blades (122) relative to the cascade wing rectification frame (121) so as to adjust the aerodynamic surface area of ​​the cascade wing (12).

9. The rotor anti-torque balance wing according to claim 8, characterized in that: The grating blade adjustment mechanism (123) comprises a linkage connecting rod (1231) and a connecting rod driving mechanism, wherein: The linkage link (1231) is located at one side of the grating wing rectifying frame (121) and is parallel to the grating wing rectifying frame (121); the linkage link (1231) is movably connected to the grating wing rectifying frame (121) via a plurality of hinged links (1237), wherein one end of any hinged link (1237) is fixed to the corresponding grating blade shaft (1221), and the other end of any hinged link (1237) is hinged to the linkage link (1231); The connecting rod driving mechanism is used to drive the linkage connecting rod (1231) to move parallel to the grating wing rectifying frame (121), and to make the linkage connecting rod (1231) approach or move away from the grating wing rectifying frame (121), so as to synchronously adjust the rotation angle of each grating blade shaft (1221) relative to the grating wing rectifying frame (121) under the limiting action of the hinged connecting rod (1237); the connecting rod driving mechanism adopts one of the connecting rod driving mechanism 1 and the connecting rod driving mechanism 2, wherein: The connecting rod driving mechanism 1 comprises a main driving rod (1236), a rocker arm and a rocker arm drive, wherein the first end of the main driving rod (1236) is fixed to the corresponding grating blade shaft (1221), the second end of the main driving rod (1236) is hinged to the linkage connecting rod (1231), the rocker arm is fixedly connected to the second end of the main driving rod (1236), and the rocker arm drive is used to drive the rocker arm to rotate, so as to drive the linkage connecting rod (1231) to move parallel to the grating blade rectifying frame (121) through the main driving rod (1236); The second connecting rod driving mechanism comprises a screw rod (1232), a fan-shaped vortex tooth (1233) and a screw rod drive; a plurality of fixed sleeves (1235) are rotatably mounted on the screw rod (1232), and any one of the fixed sleeves (1235) is fixed on the grating wing rectifying frame (121); the rotation center of the fan-shaped vortex tooth (1233) is fixed to the corresponding grating blade shaft (1221), and the fan-shaped vortex tooth (1233) is meshed with the screw rod (1232); the screw rod drive is used to drive the screw rod (1232) to rotate, so as to drive the fan-shaped vortex tooth (1233) to drive the linkage connecting rod (1231) to move parallel to the grating wing rectifying frame (121).

10. An aircraft, comprising a fuselage (201), a rotor (202) and a flight control center, characterized in that: It also includes the rotor anti-torque balance wing (100) as described in any one of claims 1 to 9, wherein the support frame is installed at the top of the fuselage (201) or near the top, and the orthographic projection of any one of the blades (1) on the rotor (202) is located in the area from 1 / 2 to 3 / 4 of the radius length of the rotor (202) from the inside to the outside.

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