Fully differential course steering principle and structure of ultra-light coaxial dual-rotor helicopter

Abstract

Aiming at the fully differential course steering principle and structure of the ultra-light coaxial dual-rotor helicopter, the ultra-light coaxial dual-rotor helicopter is very suitable for flying in a narrow space, a complex environment and a forest. The ultra-light coaxial double-rotor helicopter can be used for blowing down washing flow to harvest walnut tree fruits for thousands of years when the ultra-light coaxial double-rotor helicopter flies close to the tops of the walnut trees. The walnut tree fruits are best in hundreds of years and thousands of years, the yield of a single tree is highest, and the value of the single tree is more than ten thousand yuan. The height of each tree is more than 20 meters, green walnuts with the maturity of 80% are shaken off when people climb on the trees every year, people accidentally slip, are injured and even lose life, and the research on the kernel picking and harvesting technology is facilitated, and the fully differential heading steering technology of the ultra-light coaxial dual-rotor helicopter is found. Therefore, the walnuts can be blown and shaken off by utilizing the lower washing flow of the helicopter, the danger that personnel slip off is avoided, and the aim of the invention is achieved.

Description

Technical Field

[0001] The present invention relates to the field of research, design, manufacture and flight technology of low-level atmospheric aviation and helicopters. Background Art

[0002] The advantages of coaxial twin-rotor helicopters include safer flight compared to single-rotor helicopters, with a flight safety factor four times that of single-rotor helicopters. They are also easier to control. Compared to multi-rotor helicopters, they are smaller and more convenient to take off and land. There are various methods for steering a coaxial twin-rotor helicopter, but the most effective method is to change the upper and lower blade pitch (blade angle) by equal and opposite amounts, creating a counter-torque on the coaxial twin-rotor fuselage to control the helicopter's turning and heading. This is known as a fully differential pitch steering control system. Because the upper and lower rotor pitch (blade angle) change by equal and opposite amounts, the helicopter's total lift remains unchanged, and the coaxial twin-rotor helicopter's flight altitude remains unchanged. This makes it particularly advantageous for helicopters operating at ultra-low altitudes and in complex environments. The advantages of a fully differential coaxial twin-rotor helicopter's steering control system are significant. Currently, the only successfully implemented fully differential yaw steering system for coaxial twin-rotor helicopters is the Russian Kamov configuration (Ka-52 helicopter). Because the Kamov configuration controls the upper rotor pitch through the internal shaft, it is only practical for large coaxial twin-rotor helicopters. Ultralight coaxial twin-rotor helicopters in the 150-200 kg class have relatively thin rotor shafts, making the Kamov configuration unsuitable. Consequently, there is no effective fully differential yaw steering system. Summary of the Invention

[0003] This innovative design addresses the design of a steering control mechanism specifically designed for 150-200 kg ultralight coaxial twin-rotor helicopters, specifically for flight safety. Its structure and operating principle: The pitch control points of the upper and lower propellers on the helicopter's pitch and pitch controllers are decomposed into components that move up and down along the axis of the controller's base. Controlled by these components, the pitch control points of the upper and lower propellers can either align with the designed spherical plane of the pitch and pitch controller base (no steering) or move away from it by an equal amount (steering).

[0004] Since the upper and lower blades rotate in opposite directions, there must be a pitch steering reversing device between the upper and lower blades. BRIEF DESCRIPTION OF THE DRAWINGS

[0005] The specific structure and working principle are shown in the attached figure. Figure 19 Zhang, respectively: Figure 1-9 This is the controller diagram. Figure 10 It is the pitch steering reversing device. Figure 11 The lower propeller steering control base, Figure 12 The upper propeller steering distance control matrix, Figure 13Cross-sectional view of the manipulator base, Figure 14 The view from the bottom of the controller body looking up. Figure 15 Steering distance control base arm (size and shape are the same for upper and lower propellers), Figure 16 Tilt (total pitch) control arm, Figure 17 Angular contact bearing outer ring stop sleeve, Figure 18 Steering synchronous wheel, Figure 19 Overall structure diagram

[0006] Figure 1 :Top view of the controller

[0007] Looking down from the top, a 90-degree section has been cut away behind the controller (including the upper and lower propeller bodies) for easier understanding. The full view can be seen in the structural component diagram.

[0008] Figure 2 : Cross-section view of the controller

[0009] The collective pitch tilt control ball, control base, lower pitch control body (yellow), and upper pitch control body (green) rotate together with the main shaft.

[0010] The collective pitch tilt control arm is isolated by the four-corner contact bearings A, B, and C. The outer ring anti-rotation sleeves of bearings B and C are fixed on the collective pitch tilt control arm and do not rotate with the main shaft under the action of the anti-rotation plate of the collective pitch tilt control arm.

[0011] The collective tilt arm's left, right, and forward / backward control balls are simultaneously raised (the collective tilt ball also rises along the aircraft's propeller shaft), increasing the blade pitch (blade angle) and allowing the helicopter to ascend. Simultaneously lowering the collective tilt arm's left, right, and forward / backward control balls (the collective tilt ball also descends along the aircraft's propeller shaft) decreases the blade pitch (blade angle) and allows the helicopter to descend.

[0012] When the left control ball of the collective tilt arm descends, the right control ball ascends by the same amount, causing the aircraft to move horizontally to the left. When the left control ball descends and the right control ball remains stationary, the aircraft slides downward and to the left. When the left control ball remains stationary and the right control ball ascends, the aircraft moves upward and to the left.

[0013] When the left control ball of the collective tilt arm rises, the right control ball falls by the same amount, and the aircraft moves horizontally to the right. When the left control ball remains stationary, the right control ball falls, and the aircraft slides downward and to the right. When the left sway ball rises, the right control ball remains stationary, and the aircraft moves upward and to the right.

[0014] The collective tilt arm moves forward and backward to control the ball to descend, and the helicopter flies forward. The collective tilt arm moves forward and backward to control the ball to ascend, and the helicopter flies backward.

[0015] Figure 3 : Manipulator left to right view.

[0016] Figure 4 : Manipulator left to right view.

[0017] The steering pulley and steering operating chain (timing belt) are shielded, showing the steering cam.

[0018] Figure 5 : Manipulator left to right view.

[0019] exist Figure 4 On the basis of the figure, the steering cam is shielded, showing the anti-rotation stabilizing sleeve of the steering distance bearing B and C housing, and the torque guide groove of the anti-rotation stabilizing sleeve.

[0020] Figure 6 : Manipulator left to right view.

[0021] exist Figure 4 、 Figure 5 On this basis, the anti-rotation stabilizing sleeve is shielded, showing: the lower propeller steering distance control bearing B shell (sleeve), the upper propeller steering distance control bearing C shell (sleeve).

[0022] Interpretation of the fully differential heading steering action of the ultralight coaxial twin-rotor helicopter:

[0023] Figure 2 The horizontal center plane of the collective pitch tilt ball is always perpendicular to the center line of the aircraft propeller shaft, and the (theoretical) design spherical plane of the control matrix is perpendicular to the center axis of the control matrix. No matter what kind of flight operation is performed: the center point of the collective pitch tilt ball coincides with the center point of the design spherical surface of the control matrix.

[0024] In order to facilitate the interpretation and explanation of the working and control principles of the steering distance, in addition to shielding Figure 3 、 Figure 4 、 Figure 5 The shielded parts also include: collective pitch tilt control arm, collective pitch tilt control arm anti-rotation plate, steering control bearings B and C. Only the upper propeller steering control body (green), lower propeller steering control body (yellow), and control base (gray) are displayed. Figure 7 shown.

[0025] Figure 7 : This figure shows the location characteristics:

[0026] The center lines of the arm pins of the upper blade steering control body (green) and the lower blade steering control body (yellow) coincide with the center plane of the collective pitch tilt ball (to illustrate the principle, the theoretical plane of the control base design ball also coincides with it). This ensures that the sum of the upper and lower blade steering distances is zero, ensuring that the helicopter body does not turn. In order to stabilize this position: through the four-corner contact bearings B and C ( Figure 5 The housing (shown) supports the shaft, which is turned to the cam ( Figure 4 Display) stable segment control and stability. Figure 7Under the displayed turning distance control, the helicopter will not turn regardless of whether it is flying forward, backward, left or right.

[0027] Figure 8 : This figure shows the location characteristics:

[0028] exist Figure 4 When the steering cam is fully rotated clockwise, the upper propeller steering wheel (green) bearing C is closest to the lower propeller steering wheel (yellow) bearing B. During this operation, the centerline of the upper propeller steering wheel (green) arm pin rises, while the centerline of the lower propeller steering wheel (yellow) arm pin descends, equidistant from the center plane of the collective pitch sphere (the theoretical plane of the control base design sphere). This increases the upper propeller pitch (blade angle) and decreases the lower propeller pitch (blade angle), causing the aircraft to turn in the direction of the lower propeller's rotation. Because lift remains unchanged, altitude remains constant during the turn. Figure 8 The position with the fastest turning speed is shown.

[0029] Figure 9 : This figure shows the location characteristics:

[0030] exist Figure 4 When the steering cam is fully rotated counterclockwise, the upper propeller steering wheel is at its greatest distance from bearing C on the control body (green), and the lower propeller steering wheel is at its greatest distance from bearing B on the control body (yellow). During this operation, the upper propeller steering wheel is positioned downward from the centerline of the control body (green), and the lower propeller steering wheel is positioned upward from the centerline of the control body (yellow), an equal distance away from the center plane of the collective pitch sphere (the theoretical plane of the control base design sphere). This results in a decrease in the upper propeller pitch (blade angle) and an increase in the lower propeller pitch (blade angle). This causes the aircraft to steer in the direction of the upper propeller's rotation. Because lift remains unchanged, altitude remains unchanged during steering. Figure 9 : Three shows the position with the fastest turning speed.

[0031] When the aircraft is tilted to the left, right, forward, or backward, the reference plane for analysis of the full differential steering principle is the theoretical plane of the control base design sphere.

[0032] Figure 10 :The pitch steering commutator, the structural principle is described as follows:

[0033] Pitch controller ( Figure 1 ), the upper and lower pitch control members rotate with the lower propeller shaft. The lower blade pitch can be directly controlled by connecting to the control arm of the lower blade.

[0034] Upper blade pitch control: pitch controller ( Figure 2 )'s upper pitch link and pitch steering commutator ( Figure 10) is connected to the upper pitch control component (green) of the control, and rotates in the same direction as the lower propeller shaft under the control of the slot of the lower wing hub bearing cover.

[0035] Under the separation of the pitch steering commutator's angular contact bearing, the other parts of the pitch steering commutator rotate in the opposite direction relative to the controller (lower propeller shaft) along with the upper propeller shaft ( Figure 19 ).

[0036] During pitch operation: the pitch steering commutator shaft moves up and down along the upper propeller shaft, accurately following the controller to control the pitch.

[0037] The pitch steering commutator maintains the theoretically designed upper and lower planes parallel to each other thanks to the connecting arm, accurately following the manipulator's tilt control.

[0038] The interconnection of various components, such as Figure 19 General map display. DETAILED DESCRIPTION

[0039] The first inventor can provide reference engineering design drawings (which was the title of mechatronics engineer in 1987) and submit the reference engineering drawings to relevant national agencies for review and manufacturing of verification prototypes.

[0040] After the prototype is verified and before obtaining a manned airworthiness certificate, artificial intelligence (AI) will be used to enable manual control of the drone. After obtaining a manned airworthiness certificate, it will become a flying motorcycle.

[0041] After extensive exploration and simulation, we determined that the downwash of an ultralight coaxial twin-rotor helicopter can achieve the effect of a force 7-9 wind, capable of blowing down walnuts at 80% maturity. Hovering slightly above the tree and employing vertical ascent and descent maneuvers can achieve the same effect, dropping walnuts at 50% maturity. The best results are achieved by flying a 150-200 kg ultralight coaxial twin-rotor helicopter close to the tree.

[0042] Walnut trees that are hundreds or even thousands of years old produce the highest quality fruit, with a single tree producing over 10,000 yuan. The trees, often exceeding 20 meters in height, require manual labor every year to shake out the 80%-ripe walnuts. This is inconvenient due to the inconvenience of using safety harnesses, and every year people accidentally fall, becoming disabled or even losing their lives. This prompted us to research walnut harvesting technology. We discovered that using an ultralight coaxial twin-rotor helicopter's downwash to shake out the walnuts is effective, preventing the risk of people falling. This led to the invention of a fully differential heading steering technology for ultralight coaxial twin-rotor helicopters.

Claims

1. Structure and Operating Principle: On a helicopter's pitch and pitch controller, the upper and lower propeller pitch control points are decomposed into components that move up and down along the axis of the controller's base. Controlled by the heading control components, the upper and lower propeller pitch control points can either coincide with the design spherical plane of the pitch and pitch controller base (no steering) or move away from it by equal amounts (steering).

2. The pitch steering commutator, the structural principle is described as follows: During pitch operation: the pitch steering commutator shaft moves up and down along the upper propeller shaft, accurately following the controller to control the pitch. The pitch steering commutator maintains the theoretically designed upper and lower planes parallel to each other through the connecting arm, accurately following the steering and tilt control of the manipulator.

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