Power rotor wing of aircraft

Abstract

The invention discloses a power rotor wing of an aircraft, which comprises a rotor wing pivot and at least two hollow rotor wings arranged by taking the rotor wing pivot as a circle center, the tail end of each rotor wing is provided with a jet engine for providing rotation power, and a rotor wing gas pipe and a fuel pipe are arranged in each rotor wing. A centrifugal fan, a fuel oil distribution bin and a central air pipe are arranged in a rotor wing central pivot, the central air pipe is communicated with a rotor wing air pipe, the centrifugal fan provides high-pressure air for an air path channel of a jet engine, a fuel outlet of the fuel oil distribution bin is communicated with a fuel pipe, and the fuel pipe is communicated with an oil inlet of the jet engine. The structure is simple, the small jet engine located at the tail end of the rotor is used for generating rotating power, the large-breadth rotor can be pushed, large lifting force is generated with low kinetic energy, wingtip air wake flow is guided from the center of the rotor through the jet engine and sprayed out backwards, wingtip vortex is greatly reduced, the overall resistance is small, noise is low, and the service life is long. The power is strong, and more energy is saved.

Description

Technical Field

[0001] The present invention relates to a power rotor of an aircraft and belongs to the technical field of aircraft. Background Art

[0002] Aircraft rely on power, such as helicopters with power rotors, or drones with multiple power rotors that take off vertically. Jet aircraft are mainly used in large passenger aircraft or fighter jets. In the prior art, in order to solve problems such as flight methods and power, there are also technical solutions that combine the two.

[0003] Among them, most use power rotors for takeoff and landing and jet engines for propulsion. For example, the hybrid rotorcraft disclosed in US11977394B2 combines multiple rotors and a propulsion engine. This structure is too complex and costly.

[0004] There are also technical solutions that combine the two. For example, in the helicopter steering control disclosed in US2750131A, the rotor 2 has blades 3 and 4 and terminates at jet engines 5 and 6. This structure is simpler than the previous solution. However, due to the fact that the rotors of existing heavy-load aircraft are either driven by a large torque center, resulting in a complex steering mechanism, high cost and self-weight, or use multiple dispersed power rotors for combined control of steering, with a simple structure but poor overall aerodynamic performance and not much reduction in cost.

[0005] Since the tip vortices of the centrally-driven rotor cannot be eliminated, the higher the rotational speed, the greater the induced drag. And the rotational speed of the rotor cannot be reduced when the rotorcraft hovers, resulting in high energy consumption and lack of energy conservation. To ensure hovering buoyancy, whether it is a low aspect ratio or a high aspect ratio, the wing tip drag of the wing is very large, and a large engine torque, power and weight are required to drive the rotor to generate sufficient lift. The lift-to-weight ratio of the engine is not high. Summary of the Invention

[0006] The purpose of the present invention is to solve the problems existing in the current technology and provide a more energy-efficient power rotor for an aircraft.

[0007] To achieve the above purpose, the technical means adopted by the present invention is: a power rotor of an aircraft, including a rotor center, a hollow rotor arranged with the rotor center as the center, and there are at least two rotors. A jet engine providing rotational power is installed at the end of each rotor. A rotor air pipe and a fuel pipe are arranged in the rotor. A centrifugal fan, a fuel distribution bin and a central air pipe are arranged in the rotor center. The central air pipe is communicated with the rotor air pipe to provide a high-pressure air passage for the jet engine by the centrifugal fan. The fuel outlet of the fuel distribution bin is communicated with the fuel pipe, and the fuel pipe is communicated with the fuel inlet of the jet engine.

[0008] Further, the rotor hub includes an inner ring, an outer ring, a bottom plate and a cover plate. A centrifugal fan is installed inside the inner ring. One end of the central trachea is communicated with the air holes provided on the inner ring, and the other end passes through the outer ring and is communicated with the rotor trachea of the rotor. A fuel distribution chamber is formed among the inner ring, the outer ring, the bottom and the cover plate. Through holes are provided on the outer ring and communicated with the fuel pipe.

[0009] Further, a jet engine is installed at the outer end of the rotor. The jet direction of the jet engine forms an angle greater than 90 degrees with the rotation radius of the rotor, and the jet directions of two opposite jet engines are opposite. Part of the thrust generated by the jet is used to offset part of the centrifugal force.

[0010] Furthermore, a motor for cooling and pulse clock is installed inside the jet engine. One end of the motor is connected to a cooling fan, and a nozzle is provided at the other end opposite to the cooling fan. The required high-pressure air is generated by the centrifugal fan located inside the rotor hub and is transported to the inside of the jet engine through a pipeline.

[0011] Further, the centrifugal fan is driven by a motor connected thereto.

[0012] Further, the impeller of the centrifugal fan is a multi-wing impeller.

[0013] The beneficial technical effects of the present invention are as follows: The structure is simple. A small jet engine located at the end of the rotor generates rotational power, which can drive a large-span rotor to generate a large lift with relatively low kinetic energy. Moreover, since the air wake at the wing tip is diverted from the rotor center by the jet engine and ejected backward, the tip vortex is greatly reduced, the overall resistance is small, the noise is low, the power is strong, and it is more energy-efficient. Description of the Drawings

[0014] The present invention will be further described below with reference to the drawings and embodiments.

[0015] Figure 1 Schematic structural diagram of Embodiment 1 of the present invention.

[0016] Figure 2 Schematic cross-sectional structural diagram of Embodiment 1 of the present invention In the figure: 1. Jet engine, 1-1. Nozzle, 1-2. Cooling fan, 2. Rotor, 2-1. Rotor trachea, 2-2. Fuel pipe, 3. Rotor hub, 3-1. Fuel distribution chamber, 3-2. Central trachea, 3-3. Inner ring, 3-4. Fuel outlet, 4. Mounting flange, 5. Centrifugal fan, 5-1. Impeller, 6. Motor. Detailed Embodiments Embodiment

[0017] As Figure 1The power rotor of the shown aircraft includes a rotor hub 3. Two rotors 2 are provided and symmetrically arranged with the rotor hub 3 as the center. The rotors 2 are hollow. A jet engine 1 that provides rotational power is installed at the end of each rotor 2. A rotor air pipe 2-1 and a fuel pipe 2-2 are arranged in the rotor 2. A centrifugal fan 5, a fuel distribution bin 3-1, and a central air pipe 3-2 are arranged in the rotor hub 3. The central air pipe 3-2 is communicated with the rotor air pipe 2-1 of the rotor 2 to provide a high-pressure air gas path channel for the jet engine 1 by the centrifugal fan 5. The fuel outlet of the fuel distribution bin 3-1 is communicated with the fuel pipe 2-2, and the fuel pipe 2-2 is communicated with the fuel inlet of the jet engine 1. The centrifugal fan 5 is driven by a motor 6 connected thereto, and the impeller 5-1 of the centrifugal fan 5 is a multi-wing impeller.

[0018] The rotor hub 3 includes an inner ring 3-3, an outer ring, a bottom plate, and a cover plate. The centrifugal fan 5 is installed inside the inner ring 3-3. One end of the central air pipe 3-2 is communicated with the air holes provided on the inner ring 3-3, and the other end passes through the outer ring and is communicated with the rotor air pipe 2-1 of the rotor 2. A fuel distribution bin 3-1 is formed between the inner ring 3-3, the outer ring, the bottom, and the cover plate. Through holes are provided on the outer ring to communicate with the fuel pipe 2-2.

[0019] A jet engine 1 is installed at the outer end of the rotor 2. The angle a between the jet direction of the jet engine 1 and the rotation radius of the rotor is 105 degrees, and the jet directions of the two opposite jet engines 1 are opposite. Part of the thrust generated by the jet is used to offset part of the centrifugal force, preventing the jet engine from being structurally damaged due to excessive centrifugal force during the high-speed rotation of the rotor, thus solving the problem of making the structure too heavy.

[0020] As Figure 2 shown, a motor for cooling and pulse clock is installed in the jet engine 1. One end of the motor is connected to a cooling fan 1-2, and a nozzle 1-1 is provided at the end opposite to the cooling fan 1-2. A supercharger turbine is not provided. The required high-pressure air is generated by the centrifugal fan 5 located in the rotor hub 3 and is transported to the inside of the jet engine through a pipeline, and the purpose is also to reduce the weight of the engine itself.

[0021] The above embodiments are used to illustrate the technical solutions of the present invention and cannot be used as a limitation on the technical solutions of the present invention. All simple improvements based on the technical solutions of the present invention should be regarded as the protection scope of the present invention.

Claims

1. A powered rotor of an aircraft, characterized in that: It includes a rotor hub, a hollow rotor arranged with the rotor hub as the center, and no less than two rotors. A jet engine providing rotational power is installed at the end of each rotor. A rotor air pipe and a fuel pipe are arranged in the rotor. A centrifugal fan, a fuel distribution bin and a central air pipe are arranged in the rotor hub. The central air pipe is connected with the rotor air pipe. The centrifugal fan provides high-pressure air to the air path of the jet engine. The fuel outlet of the fuel distribution bin is connected with the fuel pipe, and the fuel pipe is connected with the fuel inlet of the jet engine.

2. The powered rotor of the aircraft according to claim 1, characterized in that: The rotor hub includes an inner ring, an outer ring, a base plate and a cover plate. A centrifugal fan is installed in the inner ring. One end of the central air pipe is connected to the air hole set on the inner ring, and the other end passes through the outer ring to be connected to the rotor air pipe of the rotor. A fuel distribution bin is formed between the inner ring, the outer ring, the bottom and the cover plate, and a through hole is set on the outer ring to be connected to the fuel pipe.

3. The powered rotor of the aircraft according to claim 1, characterized in that: A jet engine is installed at the outer end of the rotor, the jet direction of the jet engine is at an angle greater than 90 degrees to the rotor rotation radius, and the jet directions of the two relative jet engines are opposite, and a part of the thrust generated by the jet is used to offset part of the centrifugal force.

4. The powered rotor of the aircraft according to claim 3, characterized in that: A motor for cooling and pulse clocking is installed in the jet engine. One end of the motor is connected to a cooling fan, and a nozzle is arranged at the end opposite to the cooling fan. The required high-pressure air is generated by a centrifugal fan located in the rotor hub and transported to the inside of the jet engine through a pipeline.

5. The powered rotor of the aircraft according to claim 1, characterized in that: The centrifugal fan is driven by a motor connected thereto.

6. The powered rotor of an aircraft according to claim 1, characterized in that: The impeller of the centrifugal fan is a multi-wing impeller.

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