Self-balancing single-shaft multi-shaft rotor fuel oil heavy-load helicopter capable of ensuring safe landing

Abstract

Symmetrical balance of the helicopter is achieved by selecting a symmetrically-designed novel piston type engine, a fixed horizontal umbrella wing is arranged on the top, and when the helicopter flies normally and horizontally, linear resistance is small; the damping effect of avoiding too high speed is achieved during up-and-down rising and falling. The helicopter is completely balanced in a static state, and when the helicopter flies, the thrust formed by airflow entering the upper portion of the main rotor to the small louver fan wings with a certain inclination angle on the upper portion of the main rotor and the thrust formed by airflow flowing out of the lower portion of the main rotor to the balance wings with the adjustable inclination angle are utilized. And the resultant force equivalently counteracts the counter-acting force of the engine by adjusting the inclination angle, so that the aircraft is stable in direction. A novel piston type engine is adopted, due to the unique structural design, the rotating speed and variable work of the engine can be accurately adjusted in a high-precision mode, and a power shaft of the engine vertically operates. A small-diameter turbofan'main rotor 'with a fixed attack angle is adopted, so that conversion of horizontal power into vertical power through a bevel gear is omitted. The aircraft flies at a low speed through forward or backward force generated by downwash airflow of the main rotor to the angle-adjustable driving wings on the lower portion of the main rotor.

Description

Technical Field

[0001] This invention is a helicopter with a fully safe landing function and the ability to maintain balance during flight or in the event of a crash, thereby ensuring a safe and slow landing. It is suitable for various ultralight, light, large, and ultra-large heavy-duty helicopters. Background Technology

[0002] Current fuel-powered helicopters rely on their tail rotors to maintain balance during takeoff, landing, flight, and hovering. The tail rotor is powered by the engine. If the engine or any other related mechanical failure occurs and stops working, the helicopter will immediately lose balance, making a safe emergency landing impossible. The failure will inevitably lead to the destruction of the aircraft and loss of life.

[0003] Current helicopters include single-shaft single-rotor, single-shaft coaxial twin-rotor, and twin-shaft helicopters, all powered by fuel-powered piston and turboshaft engines. Piston engines are mostly used in small, light helicopters. Current piston engines have an asymmetrical design, meaning the center of gravity can only deviate from the center point, and power can only be output horizontally, then transmitted to the vertical axis under the rotor. This makes it impossible for current helicopters to maintain balance, requiring multi-dimensional control for takeoff, landing, and flight; any loss of control will result in a crash. Heavy-duty helicopters mostly use fuel-powered turboshaft engines, which also suffer from all the drawbacks of piston engines. Their operating principle leads to high speed, high fuel consumption, low thermal efficiency, difficult maintenance, significant mechanical wear, high failure rate, and severe atmospheric pollution. They also lack parachutes and parachute-assisted landing capabilities, making safe emergency landing impossible in case of any malfunction, resulting in a helicopter accident rate six times higher than that of fixed-wing aircraft. Summary of the Invention

[0004] To ensure that the helicopter's parachute is always in the deployed state, regardless of engine or other mechanical and electronic control failures that cause it to lose normal flight, thus guaranteeing a safe emergency landing.

[0005] By selecting a suitable piston-type fuel engine, small single-shaft single-rotor helicopters can be realized, while multi-shaft multi-rotor helicopters can achieve large or ultra-large payloads. Detailed implementation methods and key features of the invention

[0006] None of the existing single-axis or twin-axis helicopters have a fixed parachute malfunction protection function; once an accident occurs, the helicopter will inevitably be destroyed and the crew will die.

[0007] Existing single-axis helicopters must have a tail rotor to ensure balance and control of the direction of travel. The tail rotor is powered by an engine, which increases the engine's output power and adds many necessary auxiliary mechanical equipment, while also increasing the corresponding operation.

[0008] A twin-rotor helicopter is powered by a single shaft consisting of two turboshaft engines connected in series. The turboshaft engines work by burning fuel to consume air, which in turn propels a turbofan engine to rotate. This rotating turbofan then powers the main rotor. However, when the turbofan shaft speed is below 800 rpm, it is difficult to generate effective power. This results in significant fuel waste, low efficiency, and the inability to precisely control the rotational speed of turboshaft engines. The balance and direction control of a twin-rotor helicopter are achieved by changing the angle of attack and direction of the main rotor blades. Like single-rotor helicopters, they lack parachute protection.

[0009] Adding any part or step to the design and manufacturing process increases the likelihood of a failure.

[0010] Existing single-axis and dual-axis helicopters all use full-width rotor blades for their top propellers. Because the maximum linear velocity at the wingtip cannot exceed the speed of sound, the larger the rotor diameter, the more limited the effective wing surface becomes, thus making it impossible to obtain a large lift and preventing helicopters from achieving ultra-large payloads.

[0011] For single-rotor helicopters, this technology involves designing a fixed, wide annular top of appropriate size around the rotor. The rotor itself uses a turbofan structure (with a base disk in the center and a ring of densely distributed blades of a certain pitch on the outside), significantly increasing the effective area for rotor lift and thus greatly increasing rotor lift. Simultaneously, the rotor diameter is reduced to maximize the area of ​​the fixed, wide annular top, which functions as a parachute. Furthermore, two fixed auxiliary parachutes are designed above and below the rotor's central axis, each automatically retracting due to the airflow generated by the rotor's rotation. When the engine fails and the helicopter loses power during descent, the two auxiliary parachutes positioned above and below the rotor's central axis automatically open due to the upward airflow during descent, thereby increasing the overall parachute area and ensuring a safe emergency landing.

[0012] A single-axis helicopter has an engine located directly above the cockpit, with its power output shaft connected to a turbofan rotor. Directly below the turbofan rotor duct (in front of and behind the cockpit) are two sets of vertical rotors (one set for balance and one set for directional control), and another set of vertical rotors (to the left and right of the cockpit) for forward or backward movement.

[0013] During helicopter takeoff, the torque generated by the change in engine power also changes. It is necessary to adjust the angle of a set of vertical blades (ahead and behind the cockpit) that play a balancing role to generate equal counteracting forces so that the helicopter does not rotate and maintains balance. This set of vertical blades only performs the balancing function. When turning is required, the angle is adjusted by another set of directional vertical blades.

[0014] After completing the ascent and hovering, the aircraft is propelled forward or backward by adjusting the angle of another set of vertical sprockets distributed on the left and right sides of the cockpit.

[0015] A twin-rotor helicopter uses two engines of the same power, rotating in opposite directions and connected in parallel. The left and right rotors counteract the torque generated by the engines themselves, and without the need for a balancing vertical rotor, only a directional vertical rotor and a forward vertical rotor are required.

[0016] Multi-rotor helicopters can achieve ultra-heavy load capacity, and have irreplaceable advantages for special needs in extreme environments, such as aerial hoisting and transfer of heavy equipment in mountainous and canyonous areas without roads, and fire fighting and personnel rescue and transfer in high-rise buildings by hoisting ten-ton large-capacity fire tanks, etc.

[0017] Existing helicopters have numerous sensors and compatible flight control systems. In all-weather environments, any sensor, computer, or software system can malfunction or crash. Any damage or failure will inevitably prevent the helicopter from guaranteeing normal flight. Operations involving rotor angle of attack, rotor direction changes, and tail rotor maneuvers will all inevitably lead to accidents. Turboshaft engines have extremely high fuel consumption, requiring large amounts of fuel, and crashes often result in massive fires.

[0018] This technology employs a simple, all-mechanical structure, ensuring that the helicopter performs only the most basic mechanical operations throughout its flight. Even in the event of operational errors such as altering the engine's fuel intake, only low-speed ascent and descent (due to the overhead parachute design, which generates significant drag during ascent and descent) will occur; misoperation of the front and rear vertical stabilizers will only result in left and right turns; and misoperation of the left and right vertical stabilizers will only result in forward and backward movements, with normal flight maintained. In the event of engine power failure, the rigid, fixed overhead parachute design will ensure a safe, low-speed landing (with airbags under the cockpit to assist with landing), whereas existing helicopters, upon losing power, will crash into the ground in various ways. Attached Figure Description Figure 1 This is a front view of the cross-sectional structure of a self-balancing single-axis or multi-axis rotor fuel-intensive helicopter that ensures safe landing, provided in an embodiment of the present invention. In the diagram: 1. Louvered movable wing; 2. Top support; 3. Fixed safety parachute wing; 4. Rotor; 5. Engine; 6. Forward and backward wings; 7. Balance steering wing; 8. Manned operation cabin; 9. Landing support; 10. Landing counterweight anchor; 11. Inflatable airbag.

Claims

1. Through a completely symmetrical design, the center of gravity remains always in the center, and the large fixed main parachute wing at the top ensures a safe descent regardless of whether the engine is running normally or has stopped abnormally. The louvered, automatically opening and closing auxiliary parachute fixed to the upper part of the rotor increases the parachute area.

2. By maintaining horizontal balance through claim 1, and controlling directional stability, the aircraft utilizes a single-direction, non-adjustable louvered fan at the top and a single-direction, adjustable vertical directional wing (single or multiple blades) at the bottom of the main rotor. The varying airflow caused by different rotor speeds results in different forces, enabling automatic adjustment and control of the aircraft. Furthermore, by controlling the angles of single or multiple sets of balancing winglets at the bottom of the rotor, the aircraft's directional control is constantly corrected.

3. By changing the angle of a single or multiple sets of forward or backward vertical drive wings, the helicopter can perform forward or backward movements while maintaining horizontal and north-south balance as required by claim 2.

4. By adjusting the engine throttle of the turbofan fixed-pitch rotor in claim 3, the speed of the rotor blade can be adjusted to achieve takeoff or landing.

5. The top-mounted louvered parachute can be opened and closed via claim 4. When the engine is running, it opens under the action of gravity and airflow. When the main rotor is not working, the updraft generated during descent causes the louvered parachute to close automatically, maximizing the parachute area and thus ensuring a safe landing.

6. By adopting a fully symmetrical engine as required by claim 5, the helicopter also adopts a fully symmetrical design, so that the helicopter is always in a balanced state during the ascent, level flight and landing during the mission.

7. By adopting a detachable suspension for the engine in claim 6, the engine can be detached and jettisoned when it fails to work, significantly reducing the helicopter's weight, essentially making it land with only a parachute and cabin.

8. According to claim 7, the aircraft is to be able to take off and land with a heavy anchor. Before landing, the heavy anchor with a certain length of rope is released. After the heavy anchor lands, the aircraft will hover naturally and then the anchor cable will be tightened, which will make the landing safer.

9. Based on claim 8, install a buffer airbag of appropriate volume in the landing support to enable it to take off and land on the water surface.

10. By expanding the single-axis single-rotor helicopter to include dual-axis dual-rotor, quadcopter quadcopter, hexacopter hexacopter, and dual multi-axis multi-rotor super-large aircraft, as proposed in Request 9.

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