Rotorcraft based on vertical take-off and landing

Abstract

The invention belongs to the technical field of autorotorcrafts, and particularly relates to a vertical take-off and landing based autorotorcraft which comprises a fuselage main truss, a power structure is arranged on the side, away from the gravity, of the fuselage main truss, a self-adaptive calibration structure is arranged in the power structure, and a gradient buffer structure is arranged outside the self-adaptive calibration structure; by utilizing the relative vertical distance between the single-head ball rod and the coaxial disc and the elastic variable of the telescopic spring, the radial mechanical runout of the rotor wing main shaft is converted into relative movement between the single-head ball rod and the coaxial disc, and the limitation that the instantaneous radial displacement of the rotor wing main shaft cannot be captured in real time through a traditional structure is broken through; any tiny radial run-out caused by aerodynamic load change in a reflux area is accurately responded, and even burst type radial run-out caused by sudden increase of reverse airflow velocity gradient in the process that the inclination angle of the rotor disc is increased can be sensed without delay through immediate movement of the rubber plug.

Description

Technical Field

[0001] This invention belongs to the field of autogyro technology, specifically relating to an autogyro based on vertical takeoff and landing. Background Technology

[0002] Autogyro: A rotorcraft that relies on the relative airflow to drive the main rotor to rotate passively without power to generate lift, and is driven by an engine to provide forward thrust to the propeller. It is an important branch of rotorcraft. Its core feature is that the main rotor and engine have no continuous power transmission, and the rotation is achieved entirely through aerodynamic action.

[0003] During the transition of the rotor disk tilt angle of an autogyro from a vertical to a horizontal state, the forward speed continuously increases and the rotor aerodynamic load is redistributed, resulting in a significant difference in rotational speed between the combined rotor speed and the rotor tip speed, forming a reverse flow zone.

[0004] As the rotor disk deflects horizontally, the reverse flow zone gradually expands from the rotor root to the rotor tip, covering the rotor blades. During this process, the reverse airflow velocity gradient increases, leading to a sharp increase in the instability of the shear layer. The evolution and vibration behavior of the reverse flow zone will exhibit significant nonlinear deterioration characteristics.

[0005] The rotor main shaft is the core component that supports the rotor's rotation and transmits aerodynamic loads. Increased vibration and asymmetric loads in the reverse flow region will generate multi-dimensional mechanical impacts on the main shaft. For example, asymmetric aerodynamic loads in the reverse flow region (such as vortex impact loads) are transmitted to the main shaft through the hinge structure of the rotor hub, causing the main bearing to be subjected to alternating bending stress and alternating torsional stress, which are eventually transmitted to the entire fuselage, causing the entire aircraft to roll and pitch vibrations. Moreover, the vibration amplitude increases significantly with the increase of the rotor disk tilt angle, which can seriously affect the pilot's control stability.

[0006] Furthermore, since the lift of the rearward-side blades is much lower than that of the forward-side blades, the rotor's center of mass will deviate from the main shaft axis, causing radial vibration of the main shaft. In other words, the asymmetric aerodynamic load in the reverse flow region leads to a significant increase in the rotor's dynamic imbalance. Radial vibration further exacerbates the wear of the main shaft bearings, and the wear leads to a further increase in dynamic imbalance, forming a vicious cycle between dynamic imbalance, wear, and more severe dynamic imbalance, ultimately affecting the service life of the main shaft. Summary of the Invention

[0007] To solve the above problems, the present invention adopts the following technical solution: a vertical take-off and landing autogyro, including a fuselage main truss, a power structure is provided on the side of the fuselage main truss away from gravity, an adaptive calibration structure is provided inside the power structure, and a gradient buffer structure is provided outside the adaptive calibration structure.

[0008] The adaptive calibration structure includes:

[0009] There are two shaft discs, coaxially distributed and symmetrically arranged on the side of the main fuselage truss away from gravity;

[0010] The ring-wing compartment is coaxially positioned at the center of the shaft disk.

[0011] The corner plate is coaxially positioned on the side of the shaft plate closer to the gravity, and the corner plate is rotatably fitted with the shaft plate; in addition, the inner diameter of the corner plate is larger than the inner diameter of the shaft plate.

[0012] The fixed ring is snapped onto the end face of the angular disc on the side opposite to the shaft disc;

[0013] Angle ring is snapped onto the end face of the shaft disk near the gravity side, and the outer diameter of the angle ring is smaller than the inner diameter of the angle disk;

[0014] The roller-type one-way clutch has its coaxial center set on the side of the angular disc closer to gravity, and the fixed ring is snapped into the outer ring of the roller-type one-way clutch, while the angular ring is snapped into the inner ring of the roller-type one-way clutch.

[0015] The collar is coaxially located at the shaft center of the roller-type one-way clutch.

[0016] Angle sleeve, snap-fitted and installed in the middle of the outer wall on one side of the collar.

[0017] Preferably, a resonant cylinder is plugged into and snapped onto the middle of one side of the outer wall of the ring-wing compartment, and the resonant cylinder and the corner cylinder are directly opposite each other. A corner tube is snapped onto the end of the resonant cylinder near the axis of the ring-wing compartment, and the vertical cross-section of the corner tube is L-shaped. In addition, the other end of the corner tube also penetrates the horizontal plane of the ring-wing compartment near the gravity side, and the inner diameter of the horizontal section of the corner tube is larger than the inner diameter of the vertical section. A washer is slidably snapped onto the inner wall of the resonant cylinder. A single-headed ball rod is slidably snapped onto the center of the washer. A telescopic spring sleeved on the outer wall of the single-headed ball rod is snapped onto the inner wall of the resonant cylinder on the side away from the axis of the ring-wing compartment together with the washer. A pressure sensing ring is snapped onto the outer wall of the single-headed ball rod on the side away from the washer, and a rubber stopper is snapped onto the side of the single-headed ball rod away from the pressure sensing ring.

[0018] Preferably, a sealing cylinder located outside the annular wing compartment is snapped onto the other end of the corner tube. A washer ring is slidably snapped onto the inner wall of the sealing cylinder near the corner tube. A single-ended plunger, which is fitted and slidably assembled with the inner wall of the corner tube, is snapped onto the center of the washer ring. A roller clutch is snapped onto the inner wall of the sealing cylinder away from the corner tube. A return spring sleeved on the outer wall of the single-ended plunger is snapped onto the roller clutch and the washer ring. A shaft positioner that cooperates with the roller clutch is snapped onto the middle position of the outer wall of the single-ended plunger.

[0019] Preferably, a single-headed striker is slidably and continuously mounted on the end of the angle cylinder away from the shaft ring axis. A support ring, which is slidably and continuously mounted on the outer wall of the end of the single-headed striker near the shaft ring axis, is mounted together with the inner wall of the end of the angle cylinder away from the shaft ring axis. A serpentine groove is formed on the inner wall of the roller-type one-way clutch, and a straight groove is formed on the inner wall of the roller-type one-way clutch that is connected to the head and tail of the serpentine groove.

[0020] Preferably, a tail boom is snapped onto one end of the main fuselage truss, a tail fin mounting bracket is snapped onto the end of the tail boom away from the main fuselage truss, a tail fin plate is snapped onto the end face of the tail fin mounting bracket in a symmetrical manner, a power assembly is snapped onto the middle position of the tail fin plate, a propulsion propeller is snapped onto the outer wall of the power assembly near the gravity side, an wing plate is snapped onto the end of the main fuselage truss away from the tail boom in a symmetrical manner, a landing gear is snapped onto the end face of the main fuselage truss near the gravity side in a triangular position, a wheel is rotatably mounted on the end of the landing gear away from the main fuselage truss, and a monitoring bracket is snapped onto the end of the main fuselage truss opposite the tail fin.

[0021] Preferably, the power structure includes:

[0022] The collective variable pitch base is snapped into the middle position of the end face of the main truss of the fuselage on the side away from gravity.

[0023] The rotor main shaft is rotatably mounted at the center of the collective pitch base; in addition, the annular wing compartment is snapped onto the outer wall of the rotor main shaft, and the rotor main shaft is slidably snapped onto the coaxial ring.

[0024] The rotor blade is attached to the mounting base on the outer wall of the rotor shaft at the end away from the main fuselage truss.

[0025] The main rotor blades are evenly distributed around the outside of the main rotor shaft, and the main rotor blades are snap-fitted to the rotor blades.

[0026] The rotor pre-spin support is snapped onto the outer wall of the rotor main shaft and is located between the rotor blade and the collective pitch base;

[0027] The protective sleeve is snapped onto the side of the collective pitch base away from gravity, and the shaft disc is rotated and assembled with the inner wall of the protective sleeve, while the corner disc is snapped onto the inner wall of the protective sleeve.

[0028] Preferably, a dustproof deflector is snap-fitted onto the end of the wingplate away from the main fuselage truss. A lug is positioned opposite the dustproof deflector on the gravity side, and is plugged into the wingplate. A rotor sub-shaft is plugged into and rotatably fitted onto the lug on the end away from the wingplate. A rotating cylinder is snap-fitted onto the middle of the outer wall of the rotor sub-shaft. A secondary rotor pitch base is snap-fitted onto the end of the rotating cylinder away from the wingplate. A secondary rotor shaft is plugged into and rotatably fitted onto the center of the secondary rotor pitch base. An auxiliary propeller is snap-fitted onto the end of the secondary rotor shaft away from the wingplate. A permanent magnet motor is snap-fitted onto the inner wall of the lug on the end near the wingplate. A speed-changing gear set is snap-fitted between the permanent magnet motor and the rotor sub-shaft.

[0029] Preferably, the gradient buffer structure includes:

[0030] The shaped hoop is evenly distributed circumferentially on the side of the shaft disc away from gravity, and is installed in a detachable snap-fit ​​manner with the shaft disc by bolts;

[0031] The buffer chamber is snap-fitted between the sizing clamp and the shaft disc;

[0032] The support rings are symmetrically snapped onto the inner wall of the buffer chamber.

[0033] The U-shaped tube is set at the center of the buffer chamber and is installed with a plug-in snap-fit ​​connection to the support ring.

[0034] The sealing rings are symmetrically snapped onto the inner wall of the U-shaped pipe at the end facing away from gravity.

[0035] A single-sided telescopic gripper is slidably engaged between the two sealing rings;

[0036] The piston is snapped into place at the end of the single-sided telescopic gripper that is away from the rotor main shaft axis.

[0037] A single-way valve is snap-fitted into the arc surface area of ​​a U-shaped tube.

[0038] The air valve is a plug-in snap-fit ​​device installed on the outer wall of the U-shaped tube, located between the one-way valve and the piston.

[0039] Preferably, the inner wall of the U-shaped tube near the gravity end is symmetrically fitted with guide rings, and the guide rings are close to the one-way valve. An angle rod is slidably fitted between the two guide rings. An air plug is fitted to the end of the angle rod near the one-way valve. A spiral groove is formed on the outer wall of the end of the angle rod away from the air plug. A guide rod fitted to the inner wall of the spiral groove is slidably fitted with a guide rod fitted to the inner wall of the U-shaped tube. A cross post is fitted to the end of the angle rod away from the air plug. An angle connecting ring is symmetrically set on the side of the angle rod away from the air plug and fitted to the inner wall of the U-shaped tube. A ratchet and pawl assembly is slidably fitted between the two angle connecting rings and fitted to the cross post. A toothed ring that mates with the ratchet and pawl assembly is rotatably fitted to the inner wall of the U-shaped tube.

[0040] Preferably, the angle ring at the end away from the air plug is slidably snapped onto a compression ring that is threadedly fitted to the inner wall of the U-shaped tube via a connecting rod. The end of the compression ring away from the air plug is coaxially provided with an inner ring that is slidably snapped onto the inner wall of the U-shaped tube. A compression spring is snapped onto the inner ring and the compression ring together. A pawl that is slidably fitted onto the compression ring is through-fitted onto the axis of the inner ring, and the pawl is in contact with the rotor shaft via a bearing on the side of the rotor shaft closest to the rotor shaft.

[0041] The method for suppressing radial runout in the reverse flow region of an autogyro employs one of the aforementioned methods based on a vertical takeoff and landing autogyro. The specific steps are as follows:

[0042] S1: First, by presetting the relative vertical distance between the inner walls of the single-headed ball rod and the inner wall of the coaxial disk, as well as the elastic variable of the telescopic spring, the initial relative force between the single-headed ball rod and the coaxial disk is ensured. Then, by the relative movement between the one-way ball rod and the coaxial disk, the instantaneous radial runout of the rotor shaft is expressed in real time. Then, during the movement of the rubber plug, the gas between the single-headed plunger is compressed, causing the single-headed plunger to control the shaft ring to move to a predetermined depth along the axis of the rotor shaft under the joint support and guidance of the corner tube and the sealing cylinder.

[0043] During this process, the washer ring compresses the return spring to a predetermined degree. As the shaft moves, the shaft on its outer wall generates a unilateral relative motion with the inner wall groove of the roller clutch (the combined groove between the helical groove and the strip groove, with the beginning and end of the helical groove connected to the strip groove). That is, the roller clutch, through the groove and its own unidirectional rotational property, expresses the arbitrary movement variable of the rubber plug in real time in an cumulative manner (and when the instantaneous movement of the rubber plug reaches the preset value, the maximum displacement of the single plunger can also be realized, that is, the shaft and the roller clutch complete this complete relative motion), thereby ensuring the expression of arbitrary radial runout of the rotor main shaft.

[0044] S2: Then, through the relative movement between the single-headed striker and the inner wall of the roller-type one-way clutch, the relative relationship between the single-headed plunger and the shaft ring is expressed in real time until the single-headed striker enters the straight groove from the snake groove. At this time, the roller-type one-way clutch synchronous control angular ring drives the shaft disc to change the relative position of the buffer chamber (based on the initial position) under the support and guidance of the angular disc, until the rubber plug no longer compresses the relative space between it and the single-headed plunger.

[0045] In practice, the buffer chambers are arranged in a three-point distribution, with the included angle between adjacent buffer chambers being 120 degrees and the meshing range between the snake groove and the straight groove being 180 degrees. Therefore, when the single-headed firing pin completes a single complete relative motion with the roller-type one-way clutch, it can ensure that one of the buffer chambers can coincide exactly with the radial maximum point of the rotor main shaft (the relative force between the single-headed ball and the inner wall of the coaxial disc is consistent with the preset force).

[0046] S3: Finally, by using the real-time relative contact relationship between the single-sided telescopic gripper and the rotor main shaft as the buffer chamber rotates, the radial force of the nonlinear gradient change between the rotor main shaft and the single-sided telescopic gripper is continuously expressed. Specifically, the piston instantaneously compresses the gas between the piston and the single-way valve, and dynamically replenishes the relative gas volume between the single-way valve and the piston through the gas valve. Then, by using the relative incompressibility of the gas, the angle rod is synchronously pushed to drive the cross column to move to a predetermined depth in the direction of the rotor main shaft axis.

[0047] During this process, the relative movement between the spiral groove on the outer wall of the angle bar and the guide rod controls the cross pin to move horizontally, simultaneously driving the ratchet pawl and the gear ring to rotate in one direction. This achieves gradient control of the initial compression amount of the compression spring under the dual action of the tangential guidance of the U-shaped tube inner wall thread and the support guidance of the angle ring. This gradient adjusts the relative contact clamping force between the pawl and the rotor main shaft (i.e., specifically strengthens the relative positive and negative support of the pawl on the radial runout of different points on the rotor main shaft, and specifically reduces the radial runout).

[0048] The present invention has the following beneficial effects:

[0049] This invention utilizes the relative vertical spacing of the coaxial discs of the single-headed ball joint and the elastic variable of the telescopic spring to transform the radial mechanical runout of the rotor main shaft into relative motion between them. This overcomes the limitation of traditional structures that cannot capture the instantaneous radial displacement of the rotor main shaft in real time, and accurately responds to any tiny radial runout caused by changes in aerodynamic load in the reverse flow zone. Even sudden radial runout caused by a sudden increase in the reverse airflow velocity gradient during the increase of the rotor disc tilt angle can be detected without delay through the instantaneous movement of the rubber plug.

[0050] This invention utilizes the unidirectional rotational characteristics of a roller clutch to cumulatively record arbitrary movement variables of the rubber plug. Simultaneously, it limits the conversion of the single-ended plunger to the maximum displacement when the instantaneous movement of the rubber plug meets a preset value, thereby achieving dual quantification of the instantaneous and cumulative variables of the radial runout of the spindle. This solves the problem that the nonlinear characteristics of radial runout in traditional scenarios lead to the inability to quantify the displacement and the lack of precise control basis, providing quantifiable mechanical signals for targeted compensation in subsequent steps.

[0051] Furthermore, by employing a dual threshold linkage protection mechanism between the roller-type one-way clutch and the roller clutch, the lack of emergency scenarios due to single threshold protection is avoided, thereby improving the accuracy of the single-ended plunger's precise feedback to any external radial runout. Simultaneously, by releasing the relative contact degree of freedom between the single-ended striker and the roller-type one-way clutch, the real-time engagement relative action accuracy between the single-ended striker and the inner wall groove of the roller-type one-way clutch is ensured during the radial runout of the single-ended striker following the collar.

[0052] This invention utilizes the full coverage characteristic of the meshing angle between the snake groove and the straight groove on the three-point buffer chamber layout angle, ensuring that during a single complete relative motion of the single-headed striker, one buffer chamber is precisely aligned with the point of maximum radial runout of the rotor main shaft. This effectively solves the problem of radial runout caused by asymmetric aerodynamic loads in traditional technologies, which lacks a fixed point and cannot achieve targeted compensation. It achieves a targeted effect of precisely compensating for the point of maximum runout, correcting the problem of rotor center of mass deviating from the main shaft axis from the root, and effectively reducing rotor dynamic imbalance.

[0053] This invention utilizes the real-time relative contact between a single-sided telescopic gripper and the main shaft to convert the nonlinear radial force of the main shaft into the compression of gas by the piston. The relative incompressibility of the gas then enables the force to be transmitted without delay. Subsequently, the relative movement between the helical groove and the guide rod drives the cross pin to move horizontally, which in turn drives the ratchet pawl and the gear ring to rotate unidirectionally. This ultimately achieves gradient control of the initial compression of the compression spring within the U-shaped tube, thereby providing continuous and adjustable gradient control of the gripper's clamping force, rather than the traditional fixed force support. This precisely adapts to the gradient change of radial force in the reverse flow zone from low to high, ensuring that throughout the entire process of increasing rotor tilt angle and expanding reverse flow zone, the gripper always provides a reverse positive-position support force that matches the radial runout, continuously suppressing the radial vibration of the main shaft and achieving dynamic matching of the support force to the load.

[0054] This invention provides gradient-adaptive positive positioning support force through the chucks to continuously reduce the radial runout of the rotor main shaft, thereby reducing the radial alternating load on the rotor main shaft bearings and alleviating the bearing wear rate. At the same time, the reduction in bearing wear can prevent the dynamic imbalance caused by wear from further increasing, completely breaking the vicious cycle between dynamic imbalance and bearing wear, and effectively maintaining the dynamic balance accuracy of the rotor main shaft. Attached Figure Description

[0055] Figure 1 This is a schematic diagram of the overall structure of the present invention.

[0056] Figure 2 This is an appendix to the present invention. Figure 1 Rear view of the middle structure.

[0057] Figure 3This is a partial three-dimensional view of the power structure in this invention.

[0058] Figure 4 This is a three-dimensional view of another part of the power structure in this invention.

[0059] Figure 5 This is an appendix to the present invention. Figure 4 A cross-sectional view of the internal structure of the central structure.

[0060] Figure 6 This is an appendix to the present invention. Figure 5 Partial plan view of the structure.

[0061] Figure 7 This is an appendix to the present invention. Figure 6 Partial plan view of the structure.

[0062] Figure 8 This is a plan view showing the assembly of the collar and its partial structures in this invention.

[0063] Figure 9 This is a planar representation of the gradient buffer structure in this invention.

[0064] Figure 10 This is an appendix to the present invention. Figure 9 A magnified schematic diagram of the local structure at point A in the middle.

[0065] The diagram labels are: 1. Main fuselage truss; 2. Power structure; 3. Adaptive calibration structure; 4. Gradient buffer structure.

[0066] 11. Tail boom; 12. Tail fin mounting bracket; 13. Tail fin plate; 14. Power unit; 15. Propulsion propeller; 16. Wing plate; 17. Landing gear; 18. Wheels; 19. Monitoring bracket;

[0067] 21. Collective pitch base; 22. Rotor main shaft; 23. Rotor blade; 24. Main rotor blade; 25. Rotor pre-spin support; 26. Protective sleeve;

[0068] 211. Dustproof shroud; 212. Opening lug; 213. Rotor secondary shaft; 214. Rotor drum; 215. Secondary rotor pitch base; 216. Secondary rotor shaft; 217. Auxiliary propeller; 218. Permanent magnet motor; 219. Speed ​​change gear set;

[0069] 31. Shaft disc; 32. Ring wing compartment; 33. Angle disc; 34. Fixed ring; 35. Angle ring; 36. Roller type one-way clutch; 37. Shaft collar; 38. Angle cylinder;

[0070] 311. Resonant cylinder; 312. Angle tube; 313. Washer; 314. Single-headed cue stick; 315. Telescopic spring; 316. Pressure sensing ring; 317. Rubber stopper;

[0071] 321. Sealing cylinder; 322. Washer ring; 323. Single-ended plunger; 324. Roller clutch; 325. Return spring; 326. Shaft positioner; 331. Single-ended firing pin; 332. Support ring; 333. Helical spring; 334. Snake groove; 335. Straight groove;

[0072] 41. Shaping clamp; 42. Buffer chamber; 43. Support ring; 44. U-tube; 45. Sealing ring; 46. Single-sided telescopic gripper; 47. Piston; 48. One-way valve; 49. Air valve;

[0073] 411. Guide ring; 412. Angle bar; 413. Air plug; 414. Helical groove; 415. Guide rod; 416. Cross post; 417. Angle joint ring; 418. Ratchet and pawl assembly; 419. Gear ring;

[0074] 421. Compression ring; 422. Inner ring; 423. Compression spring; 424. Clamping claw. Detailed Implementation

[0075] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0076] It should be noted that the terms "vertical," "horizontal," "left," "right," and similar expressions used in this article are for illustrative purposes only and do not represent the only possible implementation.

[0077] The specific implementation of the present invention will be described in detail below with reference to specific embodiments.

[0078] Reference Figure 1 , Figure 4 and Figure 5 It is known that a vertical take-off and landing-based autogyro includes a main fuselage truss 1, a power structure 2 is provided on the side of the main fuselage truss 1 away from gravity, an adaptive calibration structure 3 is provided inside the power structure 2, and a gradient buffer structure 4 is provided outside the adaptive calibration structure 3.

[0079] Reference Figure 1 and Figure 2It can be seen that a tail boom is snapped onto one end of the main fuselage truss 1, a tail fin mounting bracket 12 is snapped onto the end of the tail boom away from the main fuselage truss 1, a tail fin plate 13 is snapped onto the end face of the tail fin mounting bracket 12 in a symmetrical manner, a power assembly 14 is snapped onto the middle position of the tail fin plate 13, a propeller 15 is snapped onto the outer wall of the power assembly 14 near the gravity side, an wing plate 16 is snapped onto the end of the main fuselage truss 1 away from the tail boom in a symmetrical manner, a landing gear 17 is snapped onto the end face of the main fuselage truss 1 near the gravity side in a triangular position, a wheel 18 is rotatably fitted onto the end of the landing gear 17 away from the main fuselage truss 1, and a monitoring bracket 19 is snapped onto the end of the main fuselage truss 1 away from the tail fin.

[0080] Reference Figure 1 , Figure 2 and Figure 4 It can be seen that the power structure 2 includes: a collective pitch base 21, which is snap-fitted and installed at the middle position of the end face of the main fuselage truss 1 on the side away from gravity; a rotor main shaft 22, which is rotatably fitted at the axis of the collective pitch base 21; in addition, the annular wing compartment 32 is snap-fitted and installed on the outer wall of the rotor main shaft 22, and the rotor main shaft 22 is slidably snap-fitted and assembled with the coaxial ring 37; a rotor blade 23, which is snap-fitted and installed on the outer wall of the end of the rotor main shaft 22 away from the main fuselage truss 1; and a main rotor blade. The blades 24 are evenly distributed around the outside of the main rotor shaft 22, and the main rotor blades 24 are snapped together with the rotor blades 23; the rotor pre-spin support 25 is snapped together on the outer wall of the main rotor shaft 22, and is located between the rotor blades 23 and the collective pitch base 21; the protective sleeve 26 is snapped together on the side of the collective pitch base 21 away from gravity, and the shaft disk 31 is rotatably assembled with the inner wall of the protective sleeve 26, and the angle disk 33 is snapped together with the inner wall of the protective sleeve 26.

[0081] Reference Figure 1 , Figure 2 and Figure 3 It can be seen that a dust shield 211 is snap-fitted onto the end of the wingplate 16 away from the main fuselage truss 1. A lug 212, which is plug-fitted onto the side of the dust shield 211 closest to gravity, is positioned opposite to the wingplate 16. A rotor sub-shaft 213 is plug-fitted and rotatably fitted onto the end of the lug 212 away from the wingplate 16. A rotating cylinder 214 is snap-fitted onto the middle of the outer wall of the rotor sub-shaft 213. The rotating cylinder 214 is located away from the wingplate 16. A secondary rotor pitch base 215 is snapped onto one end, and a secondary rotor shaft 216 is inserted and rotatably fitted at the axis of the secondary rotor pitch base 215. An auxiliary propeller 217 is snapped onto the end of the secondary rotor shaft 216 away from the wingplate 16. A permanent magnet motor 218 is snapped onto the inner wall of the end of the ear seat 212 near the wingplate 16. A speed change gear set 219 is snapped onto both the permanent magnet motor 218 and the secondary rotor shaft 213.

[0082] Simplified takeoff and landing process of an autogyro:

[0083] The pilot activates the power unit 14 (in practice, the main engine is built in), which is engaged through a centrifugal clutch (not shown in the figure, but supported by existing technology) to drive the propeller 15 to rotate, generating forward thrust. After that, the wheels 18 move relative to the external slide until the wheels 18 separate from the ground.

[0084] During this process, the rotor shaft 22 is controlled by the pre-selection mechanism to drive the main rotor blades 24 to rotate until the preset speed (critical autorotation speed) is reached. The pre-selection mechanism is disconnected from the rotor blades 23. Under the relative drive of the external airflow, the main rotor blades 24 gradually control the fuselage main truss 1 to operate the autorotor body to fly stably in the air.

[0085] Prerequisites: In the initial state, the auxiliary propeller 217 is perpendicular to the wingplate 16, and the blades are pointing towards the ground;

[0086] At the same time, the auxiliary rotor shaft 216 can be driven by the built-in motor to control the auxiliary propeller 217 to rotate at a predetermined speed (to provide lift assistance to the main fuselage truss 1), thereby reducing the relative interaction period between the wheel 18 and the ground slide, reducing the dependence of the autogyro on the takeoff environment, and in the specific implementation process, the auxiliary rotor variable pitch base 215 provides corresponding variable pitch support to the blades of the auxiliary propeller 217.

[0087] When the pre-selection mechanism is disconnected from the rotor blade 23: under the stable torque transmission of the permanent magnet motor 218, the transmission gear set 219 dynamically changes the relative rotation angle between the rotor subshaft 213 and the lug seat 212 until the rotor 214 changes from a vertical state to a horizontal state (relative to the ground). At this time, the auxiliary propeller 217 drives the propeller 15 in conjunction, jointly providing forward power to the fuselage main truss 1, further ensuring the relative interaction between the main rotor blade 24 and the airflow, stabilizing the flight stability and multi-directional maneuver control of the autogyro main body;

[0088] It should be understood that the rotation of the rotor subshaft 213 driven by the variable speed gear set 219 and the permanent magnet motor 218 in this application is only one way of implementation;

[0089] The pilot reduces the thrust output of the power unit 14 to decrease the forward speed, and at the same time, by operating the collective pitch control stick (not shown in the figure, but can be supported by existing technology), the pilot reduces the blade installation angle through the pitch control mechanism of the rotor blade 23, thereby reducing the rotor lift and making the fuselage descend smoothly.

[0090] Similarly, during this process, the aforementioned permanent magnet motor 218 controls the rotor sub-shaft 213 to drive the rotary drum 214 back to its initial position. At this time, the auxiliary propeller 217 is perpendicular to the wingplate 16. The auxiliary propeller 217 provides upward thrust to the entire fuselage, ensuring that the autogyro can be more stably parked in the designated area (i.e., while achieving slow forward flight, it gradually tilts upward to generate upward thrust, reducing the dependence on runway length in the existing technology, reducing the difficulty of takeoff and landing, and improving takeoff and landing stability).

[0091] Dustproof deflector 211: Optimizes forward airflow and reduces the entry of debris into the power structure 2;

[0092] Monitoring bracket 19: integrates vibration sensors and attitude sensors to detect the initial state of the whole machine and confirm that there is no looseness in the connection structure and that the load is evenly distributed;

[0093] Landing gear 17: Supports the weight of the entire aircraft and absorbs minor ground vibrations through rubber shock-absorbing pads to maintain the horizontal attitude of the fuselage.

[0094] Reference Figure 4 , Figure 5 and Figure 6 It can be seen that the adaptive calibration structure 3 includes: two shaft disks 31, coaxially distributed and symmetrically arranged on the side of the fuselage main truss 1 away from gravity; a ring wing compartment 32, coaxially located at the axis of the shaft disks 31; a corner disk 33, coaxially located on the side of the shaft disks 31 closer to gravity, and the corner disks 33 are rotatably fitted with the shaft disks 31; in addition, the inner diameter of the corner disks 33 is larger than the inner diameter of the shaft disks 31; a fixed ring 34, snapped onto the end face of the corner disks 33 on the side away from the shaft disks 31; and a corner ring. 35, snap-fitted onto the end face of the shaft disc 31 near the gravity side, and the outer diameter of the angle ring 35 is smaller than the inner diameter of the angle disc 33; roller-type one-way clutch 36, coaxially located on the side of the angle disc 33 near the gravity side, with the fixed ring 34 snap-fitted onto the outer ring of the roller-type one-way clutch 36, and the angle ring 35 snap-fitted onto the inner ring of the roller-type one-way clutch 36; shaft collar 37, coaxially located at the shaft center of the roller-type one-way clutch 36; angle cylinder 38, snap-fitted onto the middle position of the outer wall on one side of the shaft collar 37;

[0095] Reference Figure 5 , Figure 6 and Figure 7It can be seen that a resonant cylinder 311 is plugged into and snapped onto the middle of one side of the outer wall of the annular compartment 32, and the resonant cylinder 311 and the corner cylinder 38 are directly opposite each other. A corner tube 312 is snapped onto one end of the resonant cylinder 311 near the axis of the annular compartment 32, and the vertical cross section of the corner tube 312 is L-shaped. In addition, the other end of the corner tube 312 also penetrates the horizontal plane of the annular compartment 32 near the gravity side, and the inner diameter of the horizontal section of the corner tube 312 is larger than the inner diameter of the vertical section. A washer 3 is slidably snapped onto the inner wall of the resonant cylinder 311. 13. A single-headed ball rod 314 is installed in a through-type snap-fit ​​at the axis of the washer 313 and is slidably snap-fitted with the resonant cylinder 311. A telescopic spring 315 is installed on the outer wall of the single-headed ball rod 314 and snap-fitted together with the washer 313 on the inner wall of the resonant cylinder 311 away from the axis of the ring wing chamber 32. A pressure sensing ring 316 is snap-fitted on the outer wall of the single-headed ball rod 314 away from the washer 313. A rubber plug 317 is snap-fitted on the end of the single-headed ball rod 314 away from the pressure sensing ring 316.

[0096] Reference Figure 6 and Figure 7 It is known that a sealing cylinder 321 located outside the ring wing compartment 32 is snapped onto the other end of the corner tube 312. A washer ring 322 is slidably snapped onto the inner wall of the sealing cylinder 321 near the corner tube 312. A single-ended plunger 323 is snapped onto the shaft of the washer ring 322 in a through-type snap-fit ​​manner with the inner wall of the corner tube 312. A roller clutch 324 is snapped onto the inner wall of the sealing cylinder 321 away from the corner tube 312. A return spring 325 sleeved on the outer wall of the single-ended plunger 323 is snapped onto the roller clutch 324 and the washer ring 322. A shaft positioner 326 that cooperates with the roller clutch 324 is snapped onto the middle position of the outer wall of the single-ended plunger 323.

[0097] Reference Figure 5 and Figure 8 It can be seen that a single-headed firing pin 331 is installed in a through-type sliding snap-fit ​​at the end of the angle cylinder 38 away from the axis of the collar 37. A support ring 332, which is slidably snap-fitted with the collar 37, is installed on the outer wall of the end of the single-headed firing pin 331 near the axis of the collar 37. A helical spring 333 is installed together between the support ring 332 and the inner wall of the end of the angle cylinder 38 away from the axis of the collar 37. A snake groove 334 is opened on the inner wall of the roller one-way clutch 36. A straight groove 335 is opened on the inner wall of the roller one-way clutch 36, which is connected to the snake groove 334 at both ends.

[0098] The automatic "alignment" process of the arbitrary buffer chamber 42 (gradient buffer structure 4) with the "maximum" radial runout of the rotor main shaft 22 during rotation:

[0099] Prerequisites: There is an initial relative force between the inner walls of the coaxial disk 31 of the single-headed club 314 (preset). Therefore, regardless of the degree of radial runout of the rotor main shaft 22, there will be relative motion interaction between the inner walls of the coaxial disk 31 of the single-headed club 314.

[0100] Taking a single radial runout of the rotor main shaft 22 as an example:

[0101] First, under the joint support and guidance of the resonant cylinder 311 and the washer 313, the single-headed striker 331 stably expresses any single radial runout. Then, under the synchronous influence of the single-headed striker 331, the rubber stopper 317 instantaneously compresses the space between itself and the single-headed plunger 323 (in specific implementation, a stable inert gas is filled between the single-headed plunger 323 and the rubber stopper 317, and the moving surface between the single-headed plunger 323 and the corner tube 312, and the working surface between the rubber stopper 317 and the resonant cylinder 311 are all sealed by corresponding rubber sealing rings 45; in addition, in specific implementation, an external connecting valve (not shown in the figure) is added at the arc position of the corner tube 312 - gas is supplied to and extracted from the corner tube 312 through an external gas supply structure, thereby ensuring the relative stability of the gas between the single-headed plunger 323 and the rubber stopper 317).

[0102] The elastic potential energy of the extension spring 315 provides a restoring source of power to the single-headed ball joint 314, ensuring the relative force between the single-headed ball joint 314 and the inner wall of the coaxial disk 31 (as the basic condition for sensing any external radial runout). The contact between the pressure sensing ring 316 and the resonant cylinder 311 serves as the criterion for determining the maximum external radial runout. That is, when the pressure sensing ring 316 and the resonant cylinder 311 make contact and maintain the preset relative force, the external PLC control system sends an alarm signal to the corresponding alarm system. After that, the flight maintenance personnel can perform maintenance, upkeep or replacement work on the rotor main shaft 22.

[0103] Next, under the support and guidance of the sealing cylinder 321, the washer ring 322 controls the single-headed plunger 323 to move away from the corner tube 312, and simultaneously drives the shaft ring 37 (in specific implementation, the shaft ring 37 and the rotor main shaft 22 are slidably engaged through corresponding locking blocks and guide grooves to further improve the movement stability and accuracy between the two) to move towards the gravity side, and the return spring 325 is compressed to a predetermined degree;

[0104] During this process, the shaft positioner 326 and the roller clutch 324 generate a one-way meshing motion (in specific implementation, the inner wall of the roller clutch 324 is provided with a connected spiral groove 414 and a bar groove, and the bar groove is connected to the beginning and end of the spiral groove 414. The outer wall of the shaft positioner 326 has a shaft, and the shaft is slidably engaged with the inner wall of the aforementioned spiral groove 414). This is to accumulate the external "non-compliant" radial runout until the "standard (preset value)" is reached after multiple "non-compliant" radial runouts are accumulated, thus achieving relatively lossless transmission.

[0105] Furthermore, when the shaft positioner 326 and the roller clutch 324 complete a single full interaction, the buffer chamber 42 still does not coincide with the "maximum" radial runout point of the rotor main shaft 22. At this time, the single-headed plunger 323 returns to its initial position under the reset action of the return spring 325 (prerequisite: the shaft on the outer wall of the shaft positioner 326 has a helical groove 414 that enters the groove). The above process is repeated until the buffer chamber 42 coincides with the maximum radial runout point.

[0106] Finally, under the cumulative effect of the single-headed plunger 323's "each single" feed stroke, the collar 37 continuously changes the interaction degree between the single-headed striker 331 and the inner wall snake groove 334 of the roller one-way clutch 36. The inner ring of the roller one-way clutch 36 expresses the vertical movement of the single-headed striker 331 by rotating itself. Under the synchronous influence of the inner ring of the roller one-way clutch 36, the corner ring 35 controls the shaft disk 31 to drive the buffer chamber 42 to rotate under the stable support of the corner disk 33, until the buffer chamber 42 (one of them) coincides with the maximum radial runout point of the rotor main shaft 22 (based on the reference that the relative force between the single-headed ball rod 314 and the inner wall of the shaft disk 31 is equal to a preset value).

[0107] Fixed ring 34 and outer ring of roller one-way clutch 36: Through the fixed connection between the two, a stable one-way rotation environment is provided to roller one-way clutch 36;

[0108] The purpose of releasing the relative contact degree of freedom between the single-headed striker 331 and the roller-type one-way clutch 36 is as follows: Considering that when the rotor main shaft 22 experiences radial runout, there is a relative angle between the movement of the collar 37 and the base axis, that is, the single-headed striker 331 is not horizontal during actual operation and has tangential in other directions. Therefore, the single-headed striker 331 is provided with relative dynamic support through the helical spring 333 and the support ring 332 to avoid rigid collision between the single-headed striker 331 and the roller-type one-way clutch 36, while ensuring the continuity of the relative movement between the two.

[0109] In practical implementation: the reverse motion environment layout between the shaft disk 31 and the main rotor blade 24 can be achieved by designing the rotation direction of the snake groove 334 on the inner wall of the inner ring of the roller-type one-way clutch 36.

[0110] Reference Figure 5 and Figure 9 It can be seen that the gradient buffer structure 4 includes: a shaping hoop 41, which is circumferentially and evenly arranged on the side of the shaft disk 31 away from gravity, and is detachably snapped to the shaft disk 31 by bolts; a buffer chamber 42, which is snapped between the shaping hoop 41 and the shaft disk 31; a support ring 43, which is symmetrically snapped to the inner wall of the buffer chamber 42; a U-shaped tube 44, which is located at the axis of the buffer chamber 42 and is plugged into and snapped to the support ring 43; a sealing ring 45, which is symmetrically snapped to the inner wall of the pipe at the end of the U-shaped tube 44 away from gravity; a single-sided telescopic gripper 46, which is slidably snapped to the two sealing rings 45; a piston 47, which is snapped to the end of the single-sided telescopic gripper 46 away from the axis of the rotor main shaft 22; a single-way valve 48, which is snapped to the arc area of ​​the U-shaped tube 44; and a gas valve 49, which is plugged into the outer wall of the U-shaped tube 44 and located between the single-way valve 48 and the piston 47.

[0111] Reference Figure 5 , Figure 9 and Figure 10 It can be seen that guide rings 411 are symmetrically snapped onto the inner wall of the U-shaped tube 44 near the gravity end, and the guide rings 411 are close to the side of the one-way valve 48. An angle rod 412 is slidably snapped onto the two guide rings 411. An air plug 413 is snapped onto the end of the angle rod 412 near the one-way valve 48. A spiral groove 414 is formed on the outer wall of the end of the angle rod 412 away from the air plug 413. The inner wall of the spiral groove 414 is slidably snapped onto the same type of device as the inner wall of the U-shaped tube 44. The guide rod 415, the corner rod 412 away from the air plug 413 is snapped with a cross post 416, the corner rod 412 away from the air plug 413 is symmetrically provided with corner rings 417 snapped with the inner wall of the U-shaped tube 44, the two corner rings 417 are rotatably fitted together and are slidably snapped with the cross post 416 and the inner wall of the U-shaped tube 44 is rotatably fitted with a toothed ring 419 that mates with the ratchet and pawl assembly 418;

[0112] Reference Figure 9 and Figure 10 It is known that the angle ring 417 at the end away from the air plug 413 is slidably snapped onto the compression ring 421 which is threadedly fitted to the inner wall of the U-shaped tube 44 via the connecting rod. The end of the compression ring 421 away from the air plug 413 is coaxially provided with an inner ring 422 which is slidably snapped onto the inner wall of the U-shaped tube 44. The inner ring 422 and the compression ring 421 are jointly snapped onto the compression spring 423. The inner ring 422 is slidably snapped onto the axial center with a claw 424 which is slidably fitted to the compression ring 421. The side of the claw 424 near the rotor shaft 22 is in contact with the rotor shaft 22 via a bearing.

[0113] The dynamic matching process of the chuck 424 against the outer wall of the rotor main shaft 22 during rotation:

[0114] Prerequisites: In specific implementation, when the rotor main shaft 22 experiences radial runout, the single-sided telescopic gripper 46 and the pawl 424 simultaneously generate relative motion with it, and both move into the U-shaped tube 44 to a predetermined depth. The difference between the pawl 424 and the single-sided telescopic gripper 46 is that the relative motion of the pawl 424 can never change the relative gas environment inside the U-shaped tube 44.

[0115] First, when the single-sided telescopic gripper 46 moves relative to the rotor main shaft 22, the piston 47 instantaneously compresses the relative gas between the piston and the air valve 49, and conducts the inert gas between the two to the other side of the air valve 49 (in specific implementation, a one-way valve 48 connected to the outside is provided between the U-shaped pipe 44 between the air valve 49 and the piston 47. When there is a lack of gas between the air valve 49 and the piston 47, due to the pressure difference, the external gas automatically flows into the two through the one-way valve 48 to replenish the difference until it is relatively stable). After completing any amount of single compression, the single-sided telescopic gripper 46 returns to the initial position under the support of the sealing ring 45 (thus creating a basic environment for real-time feedback of any radial runout from the outside).

[0116] Next, under the compression of the aforementioned inert gas, the air plug 413 synchronously drives the angle rod 412 to move towards the axis of the rotor main shaft 22 to a predetermined depth (in specific implementation, the relative movement of the air plug 413 is directly related to any radial runout of the outside). During this process, through the relative movement between the guide rod 415 and the spiral groove 414 on the outer wall of the angle rod 412, the horizontal movement of the air plug 413 is converted into the relative rotation of the angle rod 412 and the cross post 416. Under the support and guidance of the angle ring 417, the ratchet pawl assembly 418 maintains the synchronicity of movement with the cross post 416, and the unidirectional meshing changes the relative rotation angle of the gear ring 419. Subsequently, under the dual influence of the support and guidance of the outer wall of the ratchet pawl assembly 418 and the tangential direction of the thread on the inner wall of the U-shaped tube 44, the compression ring 421 continuously changes the relative compression degree between the compression spring 423 and the inner ring 422, and the gradient adjusts the relative force between the pawl 424 and the rotor main shaft 22.

[0117] Finally, the one-way meshing between the ratchet and pawl assembly 418 and the gear ring 419 avoids the influence of the reverse movement of the cross pin 416 on the compression degree of the compression spring 423 (in actual operation, considering the sealing problem of the gas plug 413 on the gas inside the U-tube 44, that is, when the seal fails, the U-tube 44 will have a "contraction" tendency due to the influence of external environmental factors, which will not have a direct impact on the compression amount of the compression spring 423).

[0118] In practical implementation, the shaft disk 31 can be symmetrically arranged along the axis of the rotor main shaft 22, and the two sets of buffer chambers 42 on the shaft disk 31 can be staggered in the direction of gravity. This can further reduce the time required to find the point of maximum radial runout, and at the same time create a more stable support environment 43 to avoid the problem of local stress concentration.

[0119] The circuits and controls involved in this invention are all existing technologies and will not be described in detail here.

[0120] The above are merely embodiments of the present invention and do not limit the scope of the patent. Any equivalent structural or procedural transformations made based on the description and drawings of the present invention, or direct or indirect applications in other related technical fields, are similarly included within the scope of patent protection of the present invention.

Claims

1. A vertical takeoff and landing-based autogyro, comprising a main fuselage truss (1), characterized in that: The main truss (1) of the fuselage is provided with a power structure (2) on the side away from gravity. An adaptive calibration structure (3) is provided inside the power structure (2), and a gradient buffer structure (4) is provided outside the adaptive calibration structure (3). The adaptive calibration structure (3) includes: Two shaft disks (31) are coaxially distributed and symmetrically arranged on the side of the main fuselage truss (1) away from gravity. The ring-wing compartment (32) is coaxially located at the center of the shaft disk (31); Angle plate (33) is coaxially set on the side of the shaft plate (31) near the gravity, and the angle plate (33) and the shaft plate (31) are rotated together; in addition, the inner diameter of the angle plate (33) is larger than the inner diameter of the shaft plate (31); The fixed ring (34) is snapped onto the end face of the corner plate (33) on the side away from the shaft plate (31); Angle ring (35) is snapped onto the end face of the shaft disk (31) near the gravity side, and the outer diameter of the angle ring (35) is smaller than the inner diameter of the angle disk (33); The roller-type one-way clutch (36) is coaxially set on the side of the angular disc (33) near the gravity, and the fixed ring (34) is snapped into the outer ring of the roller-type one-way clutch (36), and the angular ring (35) is snapped into the inner ring of the roller-type one-way clutch (36). The collar (37) is coaxially located at the shaft center of the roller-type one-way clutch (36); Angle tube (38) is snapped into the middle position of the outer wall on one side of the collar (37).

2. The autogyro based on vertical takeoff and landing according to claim 1, characterized in that: A resonant cylinder (311) is plugged into and snapped onto the middle of one side of the outer wall of the ring-wing compartment (32). The resonant cylinder (311) and the corner cylinder (38) are directly opposite each other. A corner tube (312) is snapped onto one end of the resonant cylinder (311) near the axis of the ring-wing compartment (32). The vertical cross-section of the corner tube (312) is L-shaped. In addition, the other end of the corner tube (312) also penetrates the horizontal plane of the ring-wing compartment (32) near the gravity side. The inner diameter of the horizontal section of the corner tube (312) is larger than the inner diameter of the vertical section. A washer (313) is slidably snapped onto the inner wall of the resonant cylinder (311). A single-headed ball rod (314) is installed in a through-type snap-fit ​​at the axis of the washer (313) and is slidably snap-fitted to the resonant cylinder (311). A telescopic spring (315) sleeved on the outer wall of the single-headed ball rod (314) is installed together with the washer (313) on the inner wall of the resonant cylinder (311) away from the axis of the ring wing chamber (32). A pressure sensing ring (316) is snap-fitted to the outer wall of the single-headed ball rod (314) away from the washer (313). A rubber plug (317) is snap-fitted to the end of the single-headed ball rod (314) away from the pressure sensing ring (316).

3. The autogyro based on vertical takeoff and landing according to claim 2, characterized in that: The other end of the corner tube (312) is fitted with a sealing cylinder (321) located outside the ring wing compartment (32). A washer ring (322) is slidably fitted on the inner wall of the end of the sealing cylinder (321) near the corner tube (312). A single-ended plunger (323) is fitted through the shaft of the washer ring (322) and is fitted with the inner wall of the corner tube (312). A roller clutch (324) is fitted on the inner wall of the end of the sealing cylinder (321) away from the corner tube (312). A return spring (325) sleeved on the outer wall of the single-ended plunger (323) is fitted together with the roller clutch (324) and the washer ring (322). A shaft positioner (326) that cooperates with the roller clutch (324) is fitted in the middle of the outer wall of the single-ended plunger (323).

4. A vertical takeoff and landing-based autogyro according to claim 3, characterized in that: The angle cylinder (38) is fitted with a single-headed striker (331) in a through-type sliding snap-fit ​​at the end away from the axis of the collar (37). The single-headed striker (331) is fitted with a support ring (332) that is slidably snap-fitted to the outer wall of the end of the single-headed striker (331) near the axis of the collar (37). A helical spring (333) is fitted together between the support ring (332) and the inner wall of the end of the angle cylinder (38) away from the axis of the collar (37). A snake groove (334) is opened on the inner wall of the roller-type one-way clutch (36). A straight groove (335) is opened on the inner wall of the roller-type one-way clutch (36) that is connected to the snake groove (334) end to end.

5. A vertical takeoff and landing-based autogyro according to claim 4, characterized in that: One end of the main fuselage truss (1) is fitted with a tail boom, and the end of the tail boom away from the main fuselage truss (1) is fitted with a tail wing mounting bracket (12). The tail wing mounting bracket (12) is fitted with a tail wing plate (13) in a symmetrical manner on its end face. The tail wing plate (13) is fitted with a power assembly (14) in a plug-in manner in the middle position. The power assembly (14) is fitted with a propeller (15) in a plug-in manner on the outer wall of the side closer to gravity. The main fuselage truss (1) is fitted with an wing plate (16) in a symmetrical manner on its end away from the tail boom. The main fuselage truss (1) is fitted with a landing gear (17) in a triangular position on its end face closer to gravity. The landing gear (17) is fitted with a wheel (18) in a rotatable fit on its end away from the main fuselage truss (1). The main fuselage truss (1) is fitted with a monitoring bracket (19) in a plug-in manner on its end away from the tail wing.

6. A vertical takeoff and landing-based autogyro according to claim 5, characterized in that: The power structure (2) includes: The collective variable pitch base (21) is snapped into the middle position of the end face of the main fuselage truss (1) on the side away from gravity. The rotor main shaft (22) is rotatably mounted at the center of the collective variable pitch base (21); in addition, the ring wing compartment (32) is snapped onto the outer wall of the rotor main shaft (22), and the rotor main shaft (22) is slidably snapped onto the coaxial ring (37); The rotor blade (23) is attached to the outer wall of the rotor shaft (22) away from the main fuselage truss (1); The main rotor blades (24) are evenly arranged on the outside of the rotor main shaft (22) in a circumferential direction, and the main rotor blades (24) are snapped together with the rotor blades (23); The rotor pre-spin support (25) is snapped onto the outer wall of the rotor main shaft (22) and is located between the rotor blade (23) and the collective pitch base (21); The protective sleeve (26) is snapped onto the side of the collective variable pitch base (21) away from gravity, and the shaft disk (31) is rotated and assembled with the inner wall of the protective sleeve (26), and the corner disk (33) is snapped onto the inner wall of the protective sleeve (26).

7. A vertical takeoff and landing-based autogyro according to claim 6, characterized in that: A dust shield (211) is snap-fitted onto the end of the wingplate (16) away from the main fuselage truss (1). A lug (212) is positioned opposite the wingplate (16) on the side of the dust shield (211) closest to gravity, and is plugged into the lug (212). A rotor sub-shaft (213) is plugged into and rotatably fitted onto the end of the lug (212) away from the wingplate (16). A rotating cylinder (214) is snap-fitted onto the middle of the outer wall of the rotor sub-shaft (213). The rotating cylinder (214) is located away from the wingplate (16). A secondary rotor pitch base (215) is snapped onto one end. A secondary rotor shaft (216) is inserted and rotated onto the shaft of the secondary rotor pitch base (215). An auxiliary propeller (217) is snapped onto the end of the secondary rotor shaft (216) away from the wingplate (16). A permanent magnet motor (218) is snapped onto the inner wall of the end of the ear seat (212) near the wingplate (16). A speed change gear set (219) is snapped onto both the permanent magnet motor (218) and the rotor secondary shaft (213).

8. A vertical takeoff and landing-based autogyro according to claim 7, characterized in that: The gradient buffer structure (4) includes: The sizing hoop (41) is evenly arranged circumferentially on the side of the shaft disc (31) away from gravity, and is installed in a detachable snap-fit ​​manner between the shaft disc (31) and the shaft disc (31) by bolts; The buffer chamber (42) is snapped between the sizing clamp (41) and the shaft disc (31); The support ring (43) is symmetrically snapped onto the inner wall of the buffer chamber (42); The U-shaped tube (44) is set at the center of the buffer chamber (42) and is installed in a plug-in snap-fit ​​connection with the support ring (43); The sealing ring (45) is symmetrically snapped onto the inner wall of the U-shaped pipe (44) at the end away from gravity; A single-sided telescopic gripper (46) is slidably snapped between the two sealing rings (45); The piston (47) is snapped onto the end of the single-sided telescopic gripper (46) away from the axis of the rotor main shaft (22); A single-way valve (48) is snap-fitted into the arc area of ​​the U-shaped tube (44); The air valve (49) is plugged into and snapped onto the outer wall of the U-tube (44) and is located between the one-way valve (48) and the piston (47).

9. A vertical takeoff and landing-based autogyro according to claim 8, characterized in that: The U-shaped tube (44) has guide rings (411) symmetrically snapped onto the inner wall of the tube near the gravity end. The guide rings (411) are close to the side of the one-way valve (48). An angle rod (412) is slidably snapped onto the two guide rings (411). An air plug (413) is snapped onto the end of the angle rod (412) near the one-way valve (48). A spiral groove (414) is formed on the outer wall of the end of the angle rod (412) away from the air plug (413). A guide ring that is snapped onto the inner wall of the spiral groove (414) is slidably snapped onto the inner wall of the U-shaped tube (44). The angle rod (415) and the corner rod (412) are connected to a cross post (416) at the end away from the air plug (413). The corner rod (412) is symmetrically provided with corner rings (417) that are connected to the inner wall of the U-shaped tube (44) on the side away from the air plug (413). The two corner rings (417) are rotatably fitted together with a ratchet and pawl assembly (418) that is slidably fitted to the cross post (416). The inner wall of the U-shaped tube (44) is rotatably fitted with a toothed ring (419) that mates with the ratchet and pawl assembly (418).

10. A vertical takeoff and landing-based autogyro according to claim 8, characterized in that: The corner ring (417) at the end away from the air plug (413) is slidably snapped onto a compression ring (421) that is threadedly fitted to the inner wall of the U-shaped tube (44) via a connecting rod. The end of the compression ring (421) away from the air plug (413) is coaxially provided with an inner ring (422) that is slidably snapped onto the inner wall of the U-shaped tube (44). The inner ring (422) and the compression ring (421) are jointly snapped onto a compression spring (423). The inner ring (422) is slidably snapped onto a claw (424) that is slidably fitted to the compression ring (421) at the center of the axis. The claw (424) is in contact with the rotor main shaft (22) via a bearing on the side near the rotor main shaft (22).

Images