Rotor-constant two-rotor aircraft

Abstract

A kind of rotor constant speed two-rotor aircraft, the lower part of fuselage is connected with landing gear, universal rocker arm seat, universal joint core, universal rocker arm, large motor, seesaw type paddle swing hub, large rotor etc. are coupled in the top of fuselage, above the center of gravity;Left rudder machine seat, left rudder machine, rocker arm, pull rod etc. are coupled with the left end of universal rocker arm, right rudder machine seat, right rudder machine, rocker arm, pull rod etc. are coupled with the right end of universal rocker arm;The tail of fuselage is connected with tail machine arm, airfoil I seat, transverse assembly seat, shaft longitudinal one-way rocker arm seat, one-way rocker arm, tail rotor, tail rudder machine seat, tail rudder machine, rocker arm, pull rod, etc. are coupled in the end of tail machine arm, large rotor rotates counterclockwise, the lift of tail rotor is inclined to the right upper, the included angle with horizontal plane is α, change the size of the lift of tail rotor inclined to the right upper, realize steering direction, change the lift direction of large rotor to realize steering pitch and roll, large rotor can adopt larger size, has the advantages of large load, high flight efficiency, becomes general vertical lift aircraft.

Description

Technical Field

[0001] This invention relates to a multi-rotor aircraft, particularly a constant-speed bi-rotor aircraft in which the rotor speed remains constant during the rolling, pitching, and yaw maneuvers of the aircraft. Background Technology

[0002] Currently known multi-rotor aircraft require each rotor to change its rotational speed to achieve corresponding lift changes during the control of the aircraft's climb, pitch, roll, and yaw. In order to achieve sensitive control of pitch, roll, and yaw, the corresponding drive motors of each rotor need to change speed sensitively. Rapid speed changes result in significant power loss of the motors. In addition, as the payload increases, the rotor diameter increases, the rotor weight increases, and the rotor's moment of inertia increases, reducing the sensitivity of rotor speed changes. Aircraft that use variable speed control to control the pitch, roll, and yaw of the aircraft have smaller rotor diameters. With increased payload, the number of rotors needs to be increased. More rotors lead to increased interference between them. More rotors require a corresponding increase in the number of arms, which increases the aircraft's drag. Summary of the Invention

[0003] To address the problems of frequent rotor speed changes, frequent speed changes of the corresponding drive motors, and large power losses in existing multi-rotor aircraft, this invention provides a constant-speed dual-rotor aircraft. During the roll, pitch, and yaw maneuvers of the aircraft, the rotor speed remains constant, and the corresponding drive motor speed remains constant, reducing the power losses of the drive motors during speed changes, improving the overall flight efficiency of the aircraft, and extending its endurance.

[0004] The technical solution adopted by the present invention to solve its technical problem is as follows: the landing gear is connected to the lower part of the fuselage, the universal rocker arm is connected to the top of the fuselage, the universal rocker arm is coupled to the universal shaft core and the universal rocker arm, the universal rocker arm is connected to the large motor, and the seesaw-type blade flapping hub connects the large rotor to the large motor.

[0005] The left rear of the universal rocker arm mount connects to the left servo mount, the left servo mount connects to the left servo, and the left servo, left servo rocker arm, left servo lever, etc., are coupled to the left end of the universal rocker arm. The right rear of the universal rocker arm mount connects to the right servo mount, the right servo mount connects to the right servo, and the right servo, right servo rocker arm, right servo lever, etc., are coupled to the right end of the universal rocker arm.

[0006] The tail arm is connected to the tail section of the fuselage. The tail arm is connected to the airfoil I-beam mount at its end. The top of the airfoil I-beam mount is connected to the transverse assembly mount. The tail servo mount and the longitudinal one-way rocker arm mount are coupled on the transverse assembly mount. The one-way rocker arm is hinged on the longitudinal one-way rocker arm mount. The tail motor is connected to the one-way rocker arm. The tail rotor hub connects the tail rotor to the tail motor. The tail servo mount is connected to the tail servo. The tail servo, tail servo rocker arm, tail servo lever, etc. are coupled to the one-way rocker arm.

[0007] In the initial state, the large rotor is set to rotate counterclockwise, the lift of the large rotor is upward, the one-way rocker arm tilts to the upper right, the lift of the tail rotor tilts to the upper right, and the blades below the tail rotor rotate forward.

[0008] At the same throttle, the lift of the large rotor is more than three times that of the tail rotor.

[0009] Configure two ESCs to connect to two motors, and configure the flight controller to connect to two ESCs and three servos. The flight controller can control the voltage changes of the ESC, change the speed of the motor, and change the lift of the main rotor and tail rotor. The flight controller can also control the swing of the servo arm to change the lift direction of the main rotor and tail rotor. This constitutes a constant speed birotor aircraft.

[0010] The flight principle of a constant-speed birotor aircraft is: The flight controller can control the tail servo arm and tail servo lever to swing left and right, which in turn causes the one-way rocker arm to tilt up and down, changing the lift direction of the tail rotor to the upper right. This changes the magnitude of the horizontal component of the lift, and consequently, the magnitude of the torque of this horizontal component relative to the center of gravity. This rightward horizontal torque causes the aircraft to turn left, while the counter-clockwise torque of the main rotor causes the aircraft to turn right. When the flight controller manipulates the tail servo to adjust the tail rotor's lift relative to the horizontal plane... As the angle decreases, the horizontal component of the tail rotor's lift increases. When the horizontal component torque exceeds the counter-torque of the main rotor, the aircraft turns left. When the flight controller manipulates the tail servo to increase the angle between the tail rotor's lift and the horizontal plane, the horizontal component of the tail rotor's lift decreases. When the horizontal component torque is less than the counter-torque of the main rotor, the counter-torque of the main rotor causes the aircraft to turn right. The flight controller achieves heading control by changing the angle between the tail rotor's lift tilt to the right and the horizontal plane.

[0011] The flight controller can control the left servo arm to swing up and down, which in turn moves the left servo stick up and down to pull the gimbal arm. The flight controller can also control the right servo arm to swing up and down, which in turn moves the right servo stick up and down to pull the gimbal arm. When the flight controller controls the left servo arm, left servo stick, and right servo arm and right servo stick to push the gimbal arm upward in the same way, the gimbal arm tilts forward, tilting the lift of the large rotor forward, and the aircraft pitches forward. When the flight controller controls the left servo arm, left servo stick, and right servo arm and right servo stick to pull the gimbal arm downward in the same way, the gimbal arm tilts backward, tilting the lift of the large rotor backward, and the aircraft pitches backward. The flight controller achieves pitch control by coordinating the left and right servos to tilt the lift of the large rotor forward or backward.

[0012] When the flight controller controls the left servo arm and left servo stick to push the gimbal upwards, and simultaneously controls the right servo arm and right servo stick to pull the gimbal downwards, the gimbal tilts to the right, the lift of the large rotor tilts to the right, and the aircraft rolls to the right. When the flight controller controls the left servo arm and left servo stick to pull the gimbal downwards, and simultaneously controls the right servo arm and right servo stick to push the gimbal upwards, the gimbal tilts to the left, the lift of the large rotor tilts to the left, and the aircraft rolls to the left, the flight controller achieves roll control by changing the left and right tilt of the large rotor's lift.

[0013] By increasing the rotational speed of the drive motors for both the main rotor and the tail rotor, the lift of the main rotor and the tail rotor increases. When the lift of the main rotor is greater than the weight of the aircraft, the aircraft ascends vertically. When the lift of the main rotor is less than the weight of the aircraft, the aircraft descends vertically. When the lift of the main rotor is equal to the weight of the aircraft, the aircraft hovers.

[0014] The technical solution of this invention utilizes a large rotor whose lift direction can be varied both longitudinally and laterally to control the pitch and roll of the aircraft, and a tail rotor whose lift is tilted upwards and to the right. By changing the horizontal component of the tail rotor's lift torque, the aircraft's heading is controlled. During the control of the aircraft's pitch, roll, and heading, the rotational speeds of the large rotor and tail rotor remain constant, and the corresponding drive motor speeds also remain constant. The rotor lift only changes during the ascent and descent of the aircraft, reducing the frequency of speed changes in each drive motor and minimizing power loss in the corresponding drive motors. This reduces energy consumption, improves the overall flight efficiency of the aircraft, and extends its endurance. Because the rotational speed of each rotor remains constant during the pitch, roll, and yaw maneuvers, the rotor diameter can be larger, increasing the payload without increasing the number of rotors. This is achieved by increasing the rotor diameter and the power of the drive motor. The large rotor uses a seesaw-type blade flapping hub connected to a large motor. The large rotor can flap up and down around the horizontal axis of the seesaw-type blade flapping hub, eliminating the alternating torque at the blade root caused by the asymmetry of lift between the advancing and retreating blades when the aircraft is flying forward.

[0015] The constant-speed birotor aircraft has the advantages of high flight efficiency, large payload, and long endurance. It has become a new type of general-purpose vertical take-off and landing flight platform with a brand-new architecture. It can be used in cargo transportation, agricultural operations, forestry operations, surveying, exploration and other fields. It can adopt a mechanical control system, which has high safety and can be used for manned flight. Attached Figure Description

[0016] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0017] Figure 1 This is a schematic diagram of the structure of a constant-speed two-rotor aircraft according to the first embodiment of the present invention.

[0018] Figure 2 This is a schematic diagram of the pitch and roll control of a constant-speed birotor aircraft according to the first embodiment of the present invention.

[0019] Figure 3 This is a schematic diagram of the heading control of a constant-speed two-rotor aircraft according to the first embodiment of the present invention.

[0020] Figure 4 This is a schematic diagram of the structure of a constant-speed two-rotor aircraft according to the second embodiment of the present invention.

[0021] Figure 5 This is a schematic diagram of the heading control of a constant-speed two-rotor aircraft according to the second embodiment of the present invention.

[0022] Figure 6 This is a schematic diagram of the pitch and roll control structure of the mechanical control system of a constant-speed birotor aircraft according to the first embodiment of the present invention.

[0023] Figure 7 This is a schematic diagram of the heading control structure of the mechanical control system of a constant-speed two-rotor aircraft according to the first embodiment of the present invention.

[0024] Figure 8 This is a schematic diagram of the heading control structure of the mechanical control system of a rotor constant speed birotor aircraft according to the second embodiment of the present invention.

[0025] Figure 9 This is a schematic diagram of the pitch and roll control of the mechanical and electronic control systems of the constant-speed birotor aircraft of the present invention.

[0026] Figure 10 This is a schematic diagram of the heading control structure of the mechanical control system and the electronic control system of the constant speed dual-rotor aircraft of the present invention.

[0027] Figure 11 The present invention relates to a constant-speed dual-rotor aircraft that uses an overrunning clutch to connect a seesaw. A schematic diagram of the structure of the wing flapping rotor hub.

[0028] Figure 12 This is a schematic diagram of the structure of a constant-speed two-rotor aircraft according to the third embodiment of the present invention.

[0029] Figure 13 This is a schematic diagram of the structure of a constant-speed two-rotor aircraft according to the fourth embodiment of the present invention.

[0030] Figure 14 This is a schematic diagram of the mechanical control system of a constant-speed dual-rotor aircraft according to the third embodiment of the present invention.

[0031] Figure 15 This is a schematic diagram of the mechanical control system of a constant-speed dual-rotor aircraft according to the fourth embodiment of the present invention.

[0032] Figure 16 This is a schematic diagram of the structure of a constant-speed two-rotor aircraft according to the fifth embodiment of the present invention.

[0033] Figure 17 This is a schematic diagram of the mechanical control system of a constant-speed dual-rotor aircraft according to the fifth embodiment of the present invention.

[0034] In the diagram: 1. Main rotor, 2. Tail rotor, 3. Rear main rotor, 11. Seesaw-type blade flapping hub, 11-1. Seesaw-type blade flapping hub with overrunning clutch, 11-2. Seesaw-type blade flapping hub transverse shaft, 12. Tail rotor hub, 13. Rear seesaw-type blade flapping hub, 21. Main motor, 22. Tail motor, 23. Rear main motor, 31. Universal rocker arm, 31-1. Universal rocker arm transverse shaft, 32. One-way rocker arm, 33. Rear universal rocker arm, 33-1. Rear universal rocker arm transverse shaft, 34. Universal shaft core, 34-1. Universal shaft core transverse bore, 34-2. Universal shaft core longitudinal bore, 34-3. Rear universal shaft core, 41. Universal rocker arm mount, 41-1. 42. Longitudinal axis of the universal rocker arm; 42-1. Vertical axis one-way rocker arm mount; 43. Rear universal rocker arm mount; 43-1. Rear universal rocker arm longitudinal axis; 45. Lateral assembly mount; 45-1. Base of the second vertical steering rocker arm mount; 46. Longitudinal assembly mount; 51. Left servo; 51-1. Left servo rocker arm; 51-2. First left lever; 51-3. Left servo mount; 52. Tail servo; 52-1. Tail servo rocker arm; 52-2. First tail lever; 52-3. Tail servo mount; 53. Rear left servo; 53-1. Rear left servo rocker arm; 53-2. First rear left lever; 53-3. Rear left servo mount; 61. Right servo; 61-1. Right servo rocker arm. 61-2. Right first lever, 61-3. Right servo mount, 63. Rear right servo, 63-1. Rear right servo rocker arm, 63-2. Rear right first lever, 63-3. Rear right servo mount, 72. Airfoil I-beam mount, 81. Fuselage, 81-1. Fuselage top plate, 81-2. Fuselage floor, 82. Tail arm, 83. Landing gear, 91. Left first vertical directional control mount, 91-1. Right first vertical directional control mount, 91-2. Rear left first vertical directional control mount, 91-3. Rear right first vertical directional control mount, 92. Left first vertical directional control rocker arm, 92-1. Right first vertical directional control rocker arm, 92-2. Rear left first vertical directional control rocker arm, 92-3. 93. Rear right first vertical directional rocker arm, 93-1. Right second pull rod, 93-2. Rear left second pull rod, 93-3. Rear right second pull rod, 94. Left second vertical directional rocker arm, 94-1. Right second vertical directional rocker arm, 94-2. Rear left second vertical directional rocker arm, 94-3. Rear right second vertical directional rocker arm, 95. Left third pull rod, 95-1. Right third pull rod, 95-2. Rear left third pull rod, 95-3. Rear right third pull rod, 96. Bi-directional rocker arm, 96-1. Bi-directional rocker arm longitudinal axis, 96-2. Rear bi-directional rocker arm, 96-3. Rear bi-directional rocker arm longitudinal axis, 97.Pitch and roll combined control stick, 97-1. Pitch and roll combined control stick universal joint, 97-2. Lateral hole of pitch and roll combined control stick universal joint, 97-3. Longitudinal hole of pitch and roll combined control stick universal joint, 98. Master throttle knob, 99. Pitch and roll combined control stick seat, 99-1. Lateral shaft of pitch and roll combined control stick seat, 100. Tail first vertical steering rocker arm, 101. Tail first vertical steering rocker arm seat, 102. Tail second pull rod, 104. Tail second vertical steering rocker arm seat, 105. Tail second vertical steering rocker arm, 106. Tail third pull rod, 107. Tail third vertical steering rocker arm, 108. 109. Tail third vertical directional rocker arm mount; 110. Tail fourth pull rod; 111. Tail fourth vertical directional rocker arm; 112. Tail fifth pull rod; 113. Foot pedal yaw rocker arm; 113-1. Right foot pedal of foot pedal yaw rocker arm; 113-2. Left foot pedal of foot pedal yaw rocker arm; 114. Foot pedal yaw rocker arm mount; 120. Left linear motor mount; 121. Left linear motor; 122. Left linear motor reciprocating rod; 123. Right linear motor mount; 124. Right linear motor; 125. Right linear motor reciprocating rod; 130. Yaw linear motor mount; 131. Yaw linear motor; 132. Yaw linear motor reciprocating rod; 140. One-way rotation shaft; 141. U-shaped frame; 141-1. Center view of U-frame section, 141-2. Bearing hole of U-frame, 141-3. Retaining ring of bearing hole of U-frame, 142. Overrunning clutch, 143. Bearing, 144. Surface bearing, 145. Screw, 146. One-way rotating shaft seat, 147. One-way rotating shaft seat connecting pin, 150. Horizontal directional rocker arm seat, 151. Horizontal directional rocker arm, 152. Sixth tail lever, 153. Fifth tail vertical directional rocker arm seat, 197. Pitch and roll combined control stick, 213. Forward longitudinal lever, 220. Roll and yaw fork, 221. Yaw rocker arm, 222. Yaw rocker arm bracket, 223. Radial spherical bearing, 224. Radial spherical bearing seat, 297. Pitch, roll, and yaw combined control stick, 313. Rear longitudinal lever, 397. Rear pitch and roll combined control stick, 399. Rear pitch and roll combined control stick base, 399-1. Lateral axis of the rear pitch and roll combined control stick base, F1. Lift of the main rotor, F2. Lift of the tail rotor, SP. Horizontal plane, Sp1. Horizontal line, α. Angle between the lift of the tail rotor tilted to the upper left or upper right and the horizontal plane, β. Angle between the lift of the tail rotor tilted to the left forward or right forward and the horizontal line perpendicular to the longitudinal axis of the fuselage. Implementation

[0035] Figure 1This is a perspective view of the structure of a constant-speed birotor aircraft according to the first embodiment of the present invention.

[0036] Figure 1 In the middle, the landing gear 83 is connected to the lower part of the fuselage 81.

[0037] See Figure 2 The top of the fuselage 81 is connected to the universal rocker arm base 41 above the center of gravity. The universal rocker arm base 41 is hinged to the universal shaft core 34 by the longitudinal axis 41-1 of the universal rocker arm. The universal shaft core 34 is hinged to the universal rocker arm 31 by the transverse axis 31-1 of the universal rocker arm. The large motor 21 is connected to the universal rocker arm 31. The seesaw-type blade flapping hub 11 connects the large rotor 1 to the large motor 21.

[0038] The left rear of the universal rocker arm 31 is hinged to the left first pull rod 51-2 by a spherical bearing. The left first pull rod 51-2 is hinged to the left servo rocker arm 51-1 by a spherical bearing. The left servo rocker arm 51-1 is connected to the left servo 51. The left servo 51 is connected to the left servo mount 51-3. The left servo mount 51-3 is connected to the top left side of the fuselage 81.

[0039] The right rear of the universal rocker arm 31 is hinged to the right first pull rod 61-2 by a spherical bearing. The right first pull rod 61-2 is hinged to the right servo rocker arm 61-1 by a spherical bearing. The right servo rocker arm 61-1 is connected to the right servo 61. The right servo 61 is connected to the right servo mount 61-3. The right servo mount 61-3 is connected to the top right side of the fuselage 81.

[0040] See Figure 3 The tail arm 82 is connected to the tail section of the fuselage 81. The tail arm 82 is connected to the airfoil I-beam 72 at its end. The airfoil I-beam 72 is connected to the top of the transverse assembly 45. The right side of the transverse assembly 45 is connected to the longitudinal one-way rocker arm 42. The one-way rocker arm 32 is hinged to the longitudinal one-way rocker arm 42. The one-way rocker arm 32 can tilt to the right and up and down around the longitudinal axis of the longitudinal one-way rocker arm 42. The tail motor 22 is connected to the one-way rocker arm 32. The tail rotor hub 12 connects the tail rotor 2 to the tail motor 22. The tail servo mount 52-3 is connected to the left side of the transverse assembly 45. The tail servo 52 is connected to the tail servo mount 52-3. The tail servo rocker arm 52-1 is connected to the tail servo 52. The tail servo rocker arm 52-1 is hinged to the tail first tie rod 52-2 with a spherical bearing. The tail first tie rod 52-2 is hinged to the one-way rocker arm 32 with a spherical bearing.

[0041] In the initial state, the large rotor 1 is set to rotate counterclockwise, the lift of the large rotor 1 is upward, the one-way rocker arm 32 tilts to the upper right, the lift of the tail rotor 2 tilts to the upper right, and the blades below the tail rotor 2 rotate forward.

[0042] At the same throttle position, the lift of the large rotor 1 is more than three times that of the tail rotor 2.

[0043] Two electronic speed controllers (ESCs) are connected to two motors. A flight controller is connected to the two ESCs and three servos. The flight controller can control the voltage changes of the ESCs, thereby changing the motor speeds and thus the lift of the main rotor 1 and tail rotor 2. The flight controller can manipulate the servos to change the direction of the lift of the main rotor 1 and tail rotor 2. This constitutes the first embodiment of a constant-speed dual-rotor aircraft. The flight principle is described in [link to documentation]. Figure 2 , Figure 3 illustrate.

[0044] Figure 2 This is a schematic diagram of the pitch and roll control of a constant-speed birotor aircraft according to the first embodiment of the present invention.

[0045] Figure 2 It consists of the top and bottom images.

[0046] Figure 2 In the diagram above, in the initial state, the lift F1 of the counterclockwise rotating rotor is vertically upward.

[0047] The flight controller manipulates the left servo arm 51-1 and the right servo arm 61-1 to swing upwards in the same way, which in turn pushes the omnidirectional rocker arm 31 upwards in the same way as the left first lever 51-2 and the right first lever 61-2. The omnidirectional rocker arm 31 tilts forward around the horizontal axis 31-1 of the omnidirectional rocker arm, which in turn drives the large motor 21, the seesaw-type propeller blades to flap the propeller hub 11, and the large rotor 1 to tilt forward. The lift F1 of the large rotor 1 tilts forward, and the aircraft pitches forward.

[0048] The flight controller manipulates the left servo arm 51-1 and the right servo arm 61-1 to swing downwards in the same way, which in turn causes the left first lever 51-2 and the right first lever 61-2 to pull the universal rocker arm 31 downwards in the same way. The universal rocker arm 31 tilts backwards around the universal rocker arm horizontal axis 31-1, which in turn causes the large motor 21, the seesaw-type propeller blades to flap the propeller hub 11, and the large rotor 1 to tilt backwards. The lift F1 of the large rotor 1 tilts backwards, and the aircraft pitches backwards.

[0049] The flight controller controls the pitch by linking the left rudder 51 and the right rudder 61 to tilt the lift F1 of the large rotor 1 forward or backward.

[0050] When the flight controller controls the left servo arm 51-1 to swing upward, it pushes the left side of the universal rocker arm 31 upward with the first left lever 51-2, and at the same time controls the right servo arm 61-1 to swing downward, it pulls the right side of the universal rocker arm 31 downward with the first right lever 61-2. The universal rocker arm 31 tilts to the right around the longitudinal axis 41-1 of the universal rocker arm, the lift F1 of the large rotor 1 tilts to the right, and the aircraft rolls to the right.

[0051] When the flight controller controls the left servo arm 51-1 to swing downwards, it pulls the left side of the universal rocker arm 31 downwards in conjunction with the first lever 51-2 on the left. At the same time, it controls the right servo arm 61-1 to swing upwards, and pushes the right side of the universal rocker arm 31 upwards in conjunction with the first lever 61-2 on the right. The universal rocker arm 31 tilts to the left around the longitudinal axis 41-1 of the universal rocker arm, the lift F1 of the large rotor 1 tilts to the left, and the aircraft rolls to the left.

[0052] The flight controller uses differential left rudder 51 and right rudder 61 to tilt the lift F1 of the large rotor 1 to the left or right to achieve roll control.

[0053] During the pitch and roll maneuvers of the aircraft, the rotational speed of the large rotor and large motor remains constant. Figure 2 The image below is a 3D view of the universal joint core 34. See the image above. Figure 2 In the diagram below, the universal joint core 34 is a hollow square prism. A transverse shaft hole 34-1 is provided on the top of the universal joint core 34 for the passage of the transverse shaft 31-1 of the universal rocker arm, so that the universal joint core 34 and the universal rocker arm 31 are hinged, and the universal rocker arm 31 can tilt longitudinally around the transverse shaft 31-1. A longitudinal shaft hole 34-2 is provided on the bottom of the universal joint core 34 for the passage of the longitudinal shaft 41-1 of the universal rocker arm, so that the universal joint core 34 and the universal rocker arm seat 41 are hinged, and the universal rocker arm 31 can tilt laterally around the longitudinal shaft 41-1, and the universal rocker arm 31 can tilt in all directions.

[0054] Figure 3 This is a schematic diagram of the heading control of a constant-speed two-rotor aircraft according to the first embodiment of the present invention.

[0055] Figure 3 In the initial state, the one-way rocker arm 32 tilts to the upper right, the rotating surface of the tail rotor 2 tilts to the upper right, the lift F2 of the tail rotor 2 tilts to the upper right, perpendicular to the longitudinal axis of the fuselage, and the angle between it and the horizontal plane SP is α, where α > 4°. The torque of the horizontal component of the lift F2 of the tail rotor 2 to the center of gravity of the aircraft causes the aircraft to rotate counterclockwise; the counter-clockwise rotation of the large rotor 1 causes the aircraft to rotate clockwise.

[0056] When the throttle is set to the mid-position, the torque of the horizontal component of the lift F2 of the tail rotor 2 to the center of gravity of the aircraft is equal to the counter-torque of the main rotor 1, and the heading remains stable. At this time, the angle α between the lift F2 of the tail rotor 2 and the horizontal plane SP is the initial installation angle.

[0057] The flight controller controls the tail servo arm 52-1 to swing to the right, which in turn moves the first linkage rod 52-2 to the right, pushing the right-tilting one-way rocker arm 32 to tilt downward. The lift force F2 of the tail rotor 2 tilts downward, and the angle α between it and the horizontal plane SP decreases. The horizontal component of the lift force F2 of the tail rotor 2 increases (the horizontal component is equal to F2*cos(α)). The torque of the horizontal component of the lift force F2 of the tail rotor 2 to the center of gravity of the aircraft increases. This torque is greater than the counter-torque of the large rotor 1, and the aircraft turns counterclockwise, that is, turns to the left.

[0058] The flight controller controls the tail servo arm 52-1 to swing to the left, which in turn moves the first linkage rod 52-2 to the left, pulling the right-tilting one-way rocker arm 32 to tilt upward. The upward tilt of the tail rotor 2's lift F2 increases the angle α between it and the horizontal plane SP, reducing the horizontal component of the tail rotor 2's lift F2. This reduces the torque of the horizontal component of the tail rotor 2's lift F2 to the aircraft's center of gravity. Since this torque is less than the counter-torque of the large rotor 1, the aircraft turns clockwise, i.e., turns to the right.

[0059] The flight controller manipulates the tail servo to change the angle at which the lift F2 of the tail rotor 2 tilts to the right, thereby achieving steering control.

[0060] During the course control of the aircraft, the rotational speeds of the tail rotor and tail motor remain constant. By increasing the rotational speed of the drive motors for both the main rotor 1 and the tail rotor 2, the lift of both rotors increases. When the lift F1 of the main rotor 1 exceeds the weight of the aircraft, the aircraft ascends vertically. By manipulating the forward tilt, the aircraft flies forward. When the lift F1 of the large rotor 1 is less than the weight of the aircraft, the aircraft descends vertically. When the lift F1 of the large rotor 1 is equal to the weight of the aircraft, the aircraft hovers.

[0061] Figure 4 This is a schematic diagram of the structure of a constant-speed two-rotor aircraft according to the second embodiment of the present invention.

[0062] Figure 4 In the middle, the landing gear 83 is connected to the lower part of the fuselage 81.

[0063] See Figure 2 The top of the fuselage 81 is connected to the universal rocker arm base 41 above the center of gravity. The universal rocker arm base 41 is hinged to the universal shaft core 34 by the longitudinal axis 41-1 of the universal rocker arm. The universal shaft core 34 is hinged to the universal rocker arm 31 by the transverse axis 31-1 of the universal rocker arm. The large motor 21 is connected to the universal rocker arm 31. The seesaw-type blade flapping hub 11 connects the large rotor 1 to the large motor 21.

[0064] The left rear of the universal rocker arm 31 is hinged to the left first pull rod 51-2 by a spherical bearing. The left first pull rod 51-2 is hinged to the left servo rocker arm 51-1 by a spherical bearing. The left servo rocker arm 51-1 is connected to the left servo 51. The left servo 51 is connected to the left servo mount 51-3. The left servo mount 51-3 is connected to the top left side of the fuselage 81.

[0065] The right rear of the universal rocker arm 31 is hinged to the right first pull rod 61-2 by a spherical bearing. The right first pull rod 61-2 is hinged to the right servo rocker arm 61-1 by a spherical bearing. The right servo rocker arm 61-1 is connected to the right servo 61. The right servo 61 is connected to the right servo mount 61-3. The right servo mount 61-3 is connected to the top right side of the fuselage 81.

[0066] See Figure 5 The tail section of the fuselage 81 is connected to the tail arm 82. The tail arm 82 is connected to the airfoil I-beam 72 at its end. The top of the airfoil I-beam 72 is connected to the transverse assembly 45. The left side of the transverse assembly 45 is connected to the longitudinal one-way rocker arm 42. The longitudinal one-way rocker arm 42 is hinged to the one-way rocker arm 32. The one-way rocker arm 32 can tilt left and up and down around the longitudinal axis of the longitudinal one-way rocker arm 42. The one-way rocker arm 32 is connected to the tail motor 22. The tail rotor hub 12 connects the tail rotor 2 to the tail motor 22. The tail servo mount 52-3 is connected to the right side of the transverse assembly 45. The tail servo mount 52-3 is connected to the tail servo 52. The tail servo rocker arm 52-1 is connected to the tail servo 52. The tail servo rocker arm 52-1 is hinged to the tail first tie rod 52-2 with a spherical bearing. The tail first tie rod 52-2 is hinged to the one-way rocker arm 32 with a spherical bearing.

[0067] In the initial state, the large rotor 1 is set to rotate clockwise, the lift of the large rotor 1 is upward, the one-way rocker arm 32 tilts to the upper left, the lift of the tail rotor 2 is to the upper left, and the blades below the tail rotor 2 rotate forward.

[0068] At the same throttle position, the lift of the large rotor 1 is more than three times that of the tail rotor 2.

[0069] Two ESCs are connected to two motors, and a flight controller is connected to the two ESCs and three servos. The flight controller can control the voltage changes of the ESCs to change the speed of the motors, thereby changing the lift of the main rotor 1 and the tail rotor 2. The flight controller can manipulate the servos to change the lift direction of the main rotor 1 and the tail rotor 2. This constitutes the rotor constant speed birotor aircraft of the second embodiment.

[0070] The difference between the second embodiment of the constant-speed birotor aircraft and the first embodiment is that the rotation direction of the large rotor is opposite, and the tilt direction of the tail rotor is a mirror image of the first embodiment. Therefore, the methods for controlling the pitch and roll of the aircraft are the same. See [link to relevant documentation]. Figure 2 Note that the method for controlling the aircraft's heading is similar; see [link to previous section]. Figure 5 illustrate.

[0071] Figure 5 This is a schematic diagram of the heading control of a constant-speed two-rotor aircraft according to the second embodiment of the present invention.

[0072] Figure 5 In the initial state, the one-way rocker arm 32 tilts to the upper left, the rotation surface of the tail rotor 2 tilts to the upper left, the lift F2 of the tail rotor 2 tilts to the upper left, perpendicular to the longitudinal axis of the fuselage, and the angle between it and the horizontal plane SP is α, where α > 4°. The torque of the horizontal component of the lift F2 of the tail rotor 2 to the center of gravity of the aircraft causes the aircraft to rotate clockwise; the counter-torque of the clockwise rotating large rotor 1 causes the aircraft to rotate counterclockwise.

[0073] When the throttle is set to the mid-position, the torque of the horizontal component of the lift F2 of the tail rotor 2 to the center of gravity of the aircraft is equal to the counter-torque of the main rotor 1, and the heading remains stable. At this time, the angle α between the lift F2 of the tail rotor 2 and the horizontal plane SP is the initial installation angle.

[0074] The flight controller controls the tail servo arm 52-1 to swing to the right, which in turn moves the first linkage rod 52-2 to the right, pulling the one-way rocker arm 32, which is tilted to the upper left, to tilt upward. The lift F2 of the tail rotor 2 tilts upward, and the angle α between it and the horizontal plane SP increases. The horizontal component of the lift F2 of the tail rotor 2 decreases (the horizontal component is equal to F2*cos(α)). The torque of the horizontal component of the lift F2 of the tail rotor 2 to the center of gravity of the aircraft decreases. This torque is less than the counter-torque of the large rotor 1, so the aircraft turns counterclockwise, that is, turns to the left.

[0075] The flight controller controls the tail servo arm 52-1 to swing to the left, which in turn moves the first linkage rod 52-2 to the left, pushing the one-way rocker arm 32, which is tilted upwards to the left, to tilt downwards. The lift F2 of the tail rotor 2 tilts downwards, and the angle α between it and the horizontal plane SP decreases. The horizontal component of the lift F2 of the tail rotor 2 increases, and the torque of the horizontal component of the lift F2 of the tail rotor 2 to the center of gravity of the aircraft increases. This torque is greater than the counter-torque of the large rotor 1, and the aircraft turns clockwise, that is, turns to the right.

[0076] The flight controller manipulates the tail servo to change the angle at which the lift F2 of the tail rotor 2 tilts to the upper left to achieve steering control.

[0077] Figure 6 This is a schematic diagram of the pitch and roll control structure of the mechanical control system of a constant-speed birotor aircraft according to the first embodiment of the present invention.

[0078] In addition to using servo motors to control the lift direction of the rotors, constant-speed birotor aircraft can also use mechanical control systems to improve the reliability of control.

[0079] Figure 6 It consists of the top and bottom images.

[0080] Figure 6 In the above figure, the left rear of the universal rocker arm 31 is hinged to the left first pull rod 51-2 by a spherical bearing. The left first pull rod 51-2 is hinged to one end of the left first vertical directional rocker arm 92 by a spherical bearing. The center of the left first vertical directional rocker arm 92 is hinged to the left first vertical directional seat 91. The left first vertical directional seat 91 is connected to the fuselage floor 81-2. The other end of the left first vertical directional rocker arm 92 is hinged to the left second pull rod 93 by a spherical bearing. The left second pull rod 93 is hinged to one end of the left second vertical directional rocker arm 94 by a spherical bearing. The center of the left second vertical directional rocker arm 94 is hinged to the lower left side of the pitch and roll combined control stick seat 99. The other end of the left second vertical directional rocker arm 94 is hinged to the left third pull rod 95 by a spherical bearing. The left third pull rod 95 is hinged to the left end of the bidirectional rocker arm 96 by a spherical bearing.

[0081] The right rear of the omnidirectional rocker arm 31 is hinged to the right first pull rod 61-2 by a spherical bearing. The right first pull rod 61-2 is hinged to one end of the right first vertical directional rocker arm 92-1 by a spherical bearing. The center of the right first vertical directional rocker arm 92-1 is hinged to the right first vertical directional seat 91-1. The right first vertical directional seat 91-1 is connected to the fuselage floor 81-2. The other end of the right first vertical directional rocker arm 92-1 is hinged to the right second pull rod 93-1 by a spherical bearing. The right second pull rod 93-1 is hinged to one end of the right second vertical directional rocker arm 94-1 by a spherical bearing. The center of the right second vertical directional rocker arm 94-1 is hinged to the lower right side of the pitch and roll control stick seat 99. The other end of the right second vertical directional rocker arm 94-1 is hinged to the right third pull rod 95-1 by a spherical bearing. The right third pull rod 95-1 is hinged to the right end of the bidirectional rocker arm 96 by a spherical bearing.

[0082] Referring to the figure below, the lateral shaft 99-1 of the pitch and roll combined control stick seat passes through the lateral hole 97-2 of the pitch and roll combined control stick universal joint core, hinges the lower end of the pitch and roll combined control stick universal joint core 97-1 to the pitch and roll combined control stick seat 99, and the pitch and roll combined control stick universal joint core 97-1 can swing back and forth around the lateral shaft 99-1 of the pitch and roll combined control stick seat; the longitudinal shaft 96-1 of the two-way rocker arm is hinged to the longitudinal hole 97-3 of the pitch and roll combined control stick universal joint core, and the two-way rocker arm longitudinal shaft 96-1 can swing back and forth around the pitch and roll combined control stick seat 99. The control lever rotates within the longitudinal hole 97-3 of the universal joint shaft. The center of the bidirectional rocker arm 96 is fastened to the longitudinal shaft 96-1 of the bidirectional rocker arm behind the universal joint shaft 97-1 of the pitch and roll control lever. The lower end of the pitch and roll control lever 97 is fastened to the longitudinal shaft 96-1 of the bidirectional rocker arm inside the universal joint shaft 97-1 of the pitch and roll control lever. The pitch and roll control lever 97 swings left and right on the universal joint shaft 97-1 of the pitch and roll control lever, and the bidirectional rocker arm 96 swings left and right synchronously behind the universal joint shaft 97-1 of the pitch and roll control lever.

[0083] The operating principle is as follows: the flight controller is connected to the main throttle knob 98. Rotating the main throttle knob 98 increases the lift of the main rotor 1 and the tail rotor 2. When the lift of the main rotor 1 is greater than the weight of the aircraft, the aircraft rises into the air.

[0084] Push the pitch and roll control stick 97 forward with your right hand, which will cause the bidirectional rocker arm longitudinal axis 96-1, the bidirectional rocker arm 96, and the pitch and roll control stick universal joint core 97-1 to swing forward around the pitch and roll control stick seat transverse axis 99-1; the two ends of the bidirectional rocker arm 96 will simultaneously pull the left third lever 95 and the right third lever 95-1 upward, which will cause the left second lever 93 and the right second lever 93-1 to move backward, and the left first lever 51-2 and the right first lever 61-2 to move upward, which will cause the universal rocker arm 31 to tilt forward around the universal rocker arm transverse axis 31-1, which will cause the large rotor 1 to tilt forward, the lift F1 of the large rotor 1 to tilt forward, and the aircraft to pitch forward.

[0085] Pulling the pitch and roll control stick 97 backward with the right hand causes the bidirectional rocker arm longitudinal axis 96-1, the bidirectional rocker arm 96, and the pitch and roll control stick universal joint core 97-1 to swing backward around the pitch and roll control stick base transverse axis 99-1; the bidirectional rocker arm 96 moves backward and simultaneously pushes the left third lever 95 and the right third lever 95-1 downward, causing the left second lever 93 and the right second lever 93-1 to move forward simultaneously, causing the left first lever 51-2 and the right first lever 61-2 to move downward simultaneously, causing the universal rocker arm 31 to tilt backward around the universal rocker arm transverse axis 31-1, causing the large rotor 1 to tilt backward, the lift F1 of the large rotor 1 to tilt backward, and the aircraft to pitch backward.

[0086] Pushing and pulling the pitch and roll control stick 97 with the right hand forward and backward enables pitch control of the aircraft.

[0087] Pushing the pitch and roll control stick 97 to the right with the right hand causes the bidirectional rocker arm 96-1 and the bidirectional rocker arm 96 to tilt to the right around the longitudinal shaft hole 97-3 of the universal joint core of the pitch and roll control stick. The left end of the bidirectional rocker arm 96 pulls the left third lever 95 upward, causing the left second lever 93 to move backward and the left first lever 51-2 to move upward, pushing the left end of the universal rocker arm 31 to swing upward. At the same time, the right end of the bidirectional rocker arm 96 pushes the right third lever 95-1 downward, causing the right second lever 93-1 to move forward and the right first lever 61-2 to move downward, pulling the right end of the universal rocker arm 31 to swing downward. Under the combined action of the left first lever 51-2 and the right first lever 61-2, the universal rocker arm 31 tilts to the right around the universal rocker arm longitudinal axis 41-1, causing the large rotor 1 to tilt to the right. The lift F1 of the large rotor 1 tilts to the right, and the aircraft rolls to the right.

[0088] Pushing the pitch and roll control stick 97 to the left with the right hand causes the bidirectional rocker arm 96-1 and the bidirectional rocker arm 96 to tilt to the left around the longitudinal shaft hole 97-3 of the universal joint core of the pitch and roll control stick. The left end of the bidirectional rocker arm 96 pushes the third left lever 95 downward, causing the second left lever 93 to move forward and the first left lever 51-2 to move downward, pulling the left end of the universal rocker arm 31 downward. At the same time, the right end of the bidirectional rocker arm 96 pulls the third right lever 95-1 upward, causing the second right lever 93-1 to move backward and the first right lever 61-2 to move upward, pushing the right end of the universal rocker arm 31 upward. Under the combined action of the first left lever 51-2 and the first right lever 61-2, the universal rocker arm 31 tilts to the left around the longitudinal axis 41-1 of the universal rocker arm, causing the large rotor 1 to tilt to the left. The lift F1 of the large rotor 1 tilts to the left, and the aircraft rolls to the left.

[0089] Push the pitch and roll control stick 97 with your right hand to achieve roll control of the aircraft.

[0090] Figure 6In the diagram below, the pitch and roll control stick universal joint 97-1 is a hollow square prism. A transverse hole 97-2 is provided below the pitch and roll control stick universal joint 97-1 for the transverse shaft 99-1 of the pitch and roll control stick seat to pass through, hinged to the pitch and roll control stick universal joint 97-1 and the pitch and roll control stick seat 99. The pitch and roll control stick universal joint 97-1 can rotate around the pitch and roll... The transverse shaft 99-1 of the combined pitch and roll control lever seat can tilt back and forth; the pitch and roll combined control lever universal joint core 97-1 is provided with a longitudinal hole 97-3 for the bidirectional rocker arm longitudinal shaft 96-1 to pass through. The bidirectional rocker arm longitudinal shaft 96-1 is hinged in the longitudinal hole 97-3 of the pitch and roll combined control lever universal joint core, and the bidirectional rocker arm longitudinal shaft 96-1 can rotate in the longitudinal hole 97-3 of the pitch and roll combined control lever universal joint core.

[0091] Figure 7 This is a schematic diagram of the heading control structure of the mechanical control system of a constant-speed two-rotor aircraft according to the first embodiment of the present invention.

[0092] Figure 7In the middle, the one-way rocker arm 32 is hinged to one end of the first tail tie rod 52-2 by a spherical bearing, and the other end of the first tie rod 52-2 is hinged to the upper end of the first vertical directional rocker arm 100 by a spherical bearing. The center of the first vertical directional rocker arm 100 is hinged to the first vertical directional rocker arm seat 101, which is connected to the transverse assembly seat 45. The lower end of the first vertical directional rocker arm 100 is hinged to the upper end of the second tail tie rod 102 by a spherical bearing. The lower end of rod 102 is hinged to the upper end of the second vertical directional rocker arm 105 at the tail via a spherical bearing. The center of the second vertical directional rocker arm 105 is hinged to the second vertical directional rocker arm seat 104 at the tail. The second vertical directional rocker arm seat 104 is connected to the base 45-1 of the second vertical directional rocker arm seat at the tail. The base 45-1 of the second vertical directional rocker arm seat at the tail is connected to the underside of the airfoil I-beam seat 72. The lower end of the second vertical directional rocker arm 105 is hinged to the third tail tie rod 106 at the tail via a spherical bearing. The third tie rod 106 is hinged to the upper end of the third vertical steering rocker arm 107 at the tail via a spherical bearing. The center of the third vertical steering rocker arm 107 is hinged to the third vertical steering rocker arm seat 108 at the tail. The third vertical steering rocker arm seat 108 is connected to the bottom of the fuselage top plate 81-1. The lower end of the third vertical steering rocker arm 107 is hinged to the fourth tie rod 109 at the tail via a spherical bearing. The lower end of the fourth tie rod 109 is hinged to the fourth vertical steering rocker arm 110 at the tail via a spherical bearing. The center of the directional rocker arm 110 is hinged to the fourth vertical directional rocker arm seat 111. The fourth vertical directional rocker arm seat 111 is connected to the fuselage floor 81-2. The lower end of the fourth vertical directional rocker arm 110 is hinged to the fifth tail lever 112 by a spherical bearing. The fifth tail lever 112 is hinged to the right end of the foot yaw rocker arm 113 by a spherical bearing. The foot yaw rocker arm 113 is hinged to the foot yaw rocker arm seat 114. The foot yaw rocker arm seat 114 is connected to the fuselage floor 81-2.

[0093] The operating principle is as follows: Step forward with your right foot onto the right foot pedal 113-1 of the yaw rocker arm 113. This pushes the right end of the yaw rocker arm 113 forward, pulling the fifth tail lever 112 forward. This causes the fourth tail lever 109 to move downward, the third tail lever 106 to move forward, the second tail lever 102 to move downward, and the first tail lever 52-2 to move to the left. This pulls the one-way rocker arm 32 upward, causing the tail motor 22 and tail rotor 2 to tilt upward. (See also...) Figure 3 As the angle α between the lift F2 of the tail rotor 2 and the horizontal plane SP increases, the component of the lift F2 of the tail rotor 2 in the horizontal plane decreases. The torque of this component is less than the counter torque of the large rotor 1, and the counter torque of the large rotor 1 causes the aircraft to turn to the right.

[0094] Step forward with your left foot onto the left foot pedal 113-2 of the yaw rocker arm 113. The left end of the yaw rocker arm 113 moves forward, and the right end moves backward, pushing the fifth tail lever 112 backward. This triggers the fourth tail lever 109 upward, the third tail lever 106 backward, the second tail lever 102 upward, and the first tail lever 52-2 to the right. This pushes the one-way rocker arm 32 downward, causing the tail motor 22 and tail rotor 2 to tilt downward. (See below) Figure 3 As the angle α between the lift F2 of the tail rotor 2 and the horizontal plane SP decreases, the component of the lift F2 of the tail rotor 2 in the horizontal plane increases. The torque of this component is greater than the counter torque of the large rotor 1, and this torque causes the aircraft to turn to the left.

[0095] Pushing forward with the right foot onto the right foot pedal 113-1 of the heading rocker arm 113 turns the aircraft to the right. Pushing forward with the left foot onto the left foot pedal 113-2 of the heading rocker arm 113 turns the aircraft to the left, thus achieving heading control.

[0096] Figure 8 This is a schematic diagram of the heading control structure of the mechanical control system of a rotor constant speed birotor aircraft according to the second embodiment of the present invention.

[0097] Compare Figure 6 and Figure 8 The pitch and roll mechanical control systems of the first embodiment of the constant-speed birotor aircraft and the second embodiment of the constant-speed birotor aircraft have the same structure, therefore, the control principles are the same. See [link to relevant documentation]. Figure 6 To explain, similarly, pushing and pulling the pitch and roll control stick 97 forward and backward with the right hand achieves pitch control of the aircraft, while pushing and pulling the pitch and roll control stick 97 left and right with the right hand achieves roll control of the aircraft.

[0098] Figure 8In the middle section, for ease of observation, the top plate 81-1 of the fuselage is concealed. One end of the unidirectional rocker arm 32 is hinged to the first tail lever 52-2 via a spherical bearing. The other end of the first lever 52-2 is hinged to the upper end of the first vertical directional rocker arm 100 via a spherical bearing. The center of the first vertical directional rocker arm 100 is hinged to the first tail vertical directional rocker arm seat 101. The first tail vertical directional rocker arm seat 101 is connected to the transverse assembly seat 45. The lower end of the first vertical directional rocker arm 100 is hinged to the upper end of the second tail lever 102 via a spherical bearing. The lower end of the second tail lever 102 is hinged to the upper end of the second tail vertical directional rocker arm 105 via a spherical bearing. The second vertical directional rocker arm... The center of the rocker arm 105 is hinged to the tail second vertical directional rocker arm seat 104. The tail second vertical directional rocker arm seat 104 is connected to the base 45-1 of the tail second vertical directional rocker arm seat. The base 45-1 of the tail second vertical directional rocker arm seat is connected to the underside of the airfoil I-beam seat 72. The lower end of the second vertical directional rocker arm 105 is hinged to the tail third tie rod 106 by a spherical bearing. The tail third tie rod 106 is hinged to the upper end of the tail third vertical directional rocker arm 107 by a spherical bearing. The center of the tail third vertical directional rocker arm 107 is hinged to the tail third vertical directional rocker arm seat 108. The tail third vertical directional rocker arm seat 108 is connected to the underside of the fuselage top plate 81-1 (see...). Figure 7 The lower end of the third vertical steering rocker arm 107 is hinged to the fourth tail rod 109 by a spherical bearing. The lower end of the fourth tail rod 109 is hinged to the fourth tail vertical steering rocker arm 110 by a spherical bearing. The center of the fourth tail vertical steering rocker arm 110 is hinged to the fourth tail vertical steering rocker arm seat 111. The fourth tail vertical steering rocker arm seat 111 is connected to the fuselage floor 81-2. The lower end of the fourth tail vertical steering rocker arm 110 is hinged to the sixth tail rod 152 by a spherical bearing. The other end of the sixth tail rod 152 is connected to a... The right end of the horizontal directional rocker arm 151 is hinged to the spherical bearing, the center of the horizontal directional rocker arm 151 is hinged to the horizontal directional rocker arm seat 150, the horizontal directional rocker arm seat 150 is connected to the fuselage floor 81-2, the left end of the horizontal directional rocker arm 151 is hinged to the fifth tail lever 112 by a spherical bearing, the fifth tail lever 112 is hinged to the right end of the foot yaw rocker arm 113 by a spherical bearing, the foot yaw rocker arm 113 is hinged to the foot yaw rocker arm seat 114, the foot yaw rocker arm seat 114 is connected to the fuselage floor 81-2.

[0099] The operating principle is as follows: Step forward with your right foot onto the right foot pedal 113-1 of the yaw rocker arm 113. Stepping on the right end of the yaw rocker arm 113 moves it forward, pulling the fifth tail lever 112 forward, which in turn moves the sixth tail lever 152 to the right, the fourth tail lever 109 upward, the third tail lever 106 forward, the second tail lever 102 upward, and the first tail lever 52-2 to the left. This pushes the one-way rocker arm 32 downward, causing the tail motor 22 and tail rotor 2 to tilt downward. (See also...) Figure 5As the angle α between the lift F2 of the tail rotor 2 and the horizontal plane SP decreases, the component of the lift F2 of the tail rotor 2 in the horizontal plane increases. The torque of this component is greater than the counter torque of the large rotor 1, and this torque causes the aircraft to turn to the right.

[0100] Pushing the left foot forward onto the left foot pedal 113-2 of the yaw rocker arm 113 causes the left end of the yaw rocker arm 113 to move forward and the right end to move backward, pushing the fifth tail lever 112 backward, which in turn moves the sixth tail lever 152 to the left, the fourth tail lever 109 downward, the third tail lever 106 backward, the second tail lever 102 downward, and the first tail lever 52-2 to the right, pulling the one-way rocker arm 32 upward, which in turn causes the tail motor 22 and tail rotor 2 to tilt upward. See below. Figure 5 As the angle α between the lift F2 of the tail rotor 2 and the horizontal plane SP increases, the component of the lift F2 of the tail rotor 2 in the horizontal plane decreases. The torque of this component is less than the counter torque of the large rotor 1, and the counter torque of the large rotor 1 causes the aircraft to turn to the left.

[0101] Pushing forward with the right foot onto the right foot pedal 113-1 of the heading rocker arm 113 turns the aircraft to the right. Pushing forward with the left foot onto the left foot pedal 113-2 of the heading rocker arm 113 turns the aircraft to the left, thus achieving heading control.

[0102] By adding a linear motor to drive the pull rod on the basis of a mechanical control system, a manual-automatic integrated control system can be formed, such as... Figure 9 , Figure 10 As shown.

[0103] Figure 9 This is a schematic diagram of the pitch and roll control of the mechanical and electronic control systems of the constant-speed birotor aircraft of the present invention.

[0104] Figure 9 In this design, the second left pull rod 93 is divided into two sections, connected by the reciprocating rod 122 of the left linear motor 121 to form a complete second left pull rod 93. The left linear motor 121 is connected to the left linear motor mount 120, which is connected to the fuselage floor 81-2. Similarly, the second right pull rod 93-1 is divided into two sections, connected by the reciprocating rod 125 of the right linear motor 124 to form a complete second right pull rod 93-1. The right linear motor 124 is connected to the right linear motor mount 123, which is connected to the fuselage floor 81-2. The structure of other components remains unchanged. See [reference needed]. Figure 6 The flight controller connects two linear motors to form a manual / automatic integrated pitch and roll control system.

[0105] The operating principle is: see Figure 6The flight controller manipulates the reciprocating lever 122 of the left linear motor 121 and the reciprocating lever 125 of the right linear motor 124 to push the left second lever 93 and the right second lever 93-1 backward (equivalent to pushing the pitch and roll control stick 97 forward), causing the aircraft to pitch forward. The flight controller manipulates the reciprocating lever 122 of the left linear motor 121 and the reciprocating lever 125 of the right linear motor 124 to pull the left second lever 93 and the right second lever 93-1 forward (equivalent to pulling the pitch and roll control stick 97 backward), causing the aircraft to pitch backward, thus achieving pitch control.

[0106] The flight controller moves the reciprocating stick 122 of the left linear motor 121 forward and the reciprocating stick 125 of the right linear motor 124 backward (equivalent to pushing the pitch and roll control stick 97 to the left), causing the aircraft to roll to the left; the flight controller moves the reciprocating stick 122 of the left linear motor 121 backward and the reciprocating stick 125 of the right linear motor 124 forward (equivalent to pushing the pitch and roll control stick 97 to the right), causing the aircraft to roll to the right, thus achieving roll control.

[0107] Figure 10 This is a schematic diagram of the heading control structure of the mechanical control system and the electronic control system of the constant speed dual-rotor aircraft of the present invention.

[0108] Figure 10 In the middle section, the fifth tail tie rod 112 is divided into two sections and connected into a whole tail fifth tie rod 112 by the reciprocating rod 132 of the yaw linear motor 131. The yaw linear motor 131 is connected to the yaw linear motor mount 130, and the yaw linear motor mount 130 is connected to the fuselage floor 81-2. The structure of other components remains unchanged. See [reference needed]. Figure 7 , Figure 8 The flight controller is connected to the heading linear motor 131 to form a manual and automatic integrated heading control system.

[0109] The control principle is as follows: the flight controller manipulates the reciprocating lever 132 of the heading linear motor 131 to pull the fifth tail lever 112 forward (equivalent to the right foot stepping on the right foot pedal 113-1 of the heading rocker arm 113), and the aircraft turns right; the flight controller manipulates the reciprocating lever 132 of the heading linear motor to pull the fifth tail lever 112 backward (equivalent to the left foot stepping on the left foot pedal 113-2 of the heading rocker arm 113), and the aircraft turns left, thus achieving heading control.

[0110] Figure 11 The present invention relates to a constant-speed dual-rotor aircraft that uses an overrunning clutch to connect a seesaw. A schematic diagram of the structure of the wing flapping rotor hub.

[0111] Figure 1The large rotor 1 shown is directly connected to the large electric motor 21 via a seesaw-type blade flapping hub 11. When the large electric motor 21 fails and stops rotating, the large rotor 1, due to inertia, drags the rotor of the large electric motor 21 to rotate as well. The attraction between the permanent magnets of the rotor and the stator of the large electric motor 21 becomes a resistance to the rotation of the large rotor 1, causing a rapid decrease in the rotor speed and lift, potentially leading to a crash. To improve safety, the seesaw-type blade flapping hub 11 is modified by adding components such as an overrunning clutch 142, forming a seesaw-type blade flapping hub 11-1 with an overrunning clutch. This seesaw-type blade flapping hub 11-1 with an overrunning clutch connects the large rotor 1 to the large electric motor 21. (See the structure below.) Figure 11 .

[0112] When the large motor 21 fails and stops rotating, the large rotor 1 continues to rotate due to inertia. The overrunning clutch 142 does not drive the large motor 21 to rotate, reducing the resistance to the rotation of the large rotor 1. The rotor speed of the large rotor 1 decreases more slowly, and the lift decreases more slowly. The large rotor 1 enters a spin state, and the aircraft spins to make an emergency landing. To improve safety... Figure 11 It consists of the top and bottom images.

[0113] Figure 11 In the above figure, a bearing hole 141-2 is provided at the center of the lower part of the U-shaped frame 141 (see the center sectional view 141-1 of the U-shaped frame on the left). From top to bottom, the retaining ring 141-3 of the bearing hole of the U-shaped frame connects to the overrunning clutch 142 (commonly known as a one-way bearing) and the bearing 143. The retaining ring 141-3 of the bearing hole of the U-shaped frame is connected to the flat bearing 144 below. The one-way rotating shaft 140 passes through the overrunning clutch 142 and the bearing 143 from top to bottom. The flat bearing 144 is connected to the one-way rotating shaft seat 146. The one-way rotating shaft 140 and the one-way rotating shaft seat 146 are fastened together by the one-way rotating shaft seat connecting pin 147. The screw 145 connects the one-way rotating shaft seat 146 to the large motor 21.

[0114] Figure 11 The image below shows the completed diagram of the seesaw-type blade flapping hub 11-1 with overrunning clutch connecting the large rotor 1 to the large motor 21. When the aircraft flies forward, the forward blade of the large rotor 1 accelerates, increasing the lift of the forward blade, while the backward blade decelerates, decreasing the lift of the backward blade. The lift of the forward and backward blades of the large rotor 1 is asymmetrical, allowing the large rotor 1 to flap up and down around the horizontal axis 11-2 of the seesaw-type blade flapping hub, reducing the alternating torque at the blade root and extending the blade life.

[0115] Figure 12 This is a schematic diagram of the structure of a constant-speed two-rotor aircraft according to the third embodiment of the present invention.

[0116] Figure 12 It consists of the top and bottom images.

[0117] Figure 12 In the image above, the landing gear 83 is connected to the fuselage 81.

[0118] See Figure 2 The top of the fuselage 81 is connected to the universal rocker arm base 41 above the center of gravity. The universal rocker arm base 41 is hinged to the universal shaft core 34 by the longitudinal axis 41-1 of the universal rocker arm. The universal shaft core 34 is hinged to the universal rocker arm 31 by the transverse axis 31-1 of the universal rocker arm. The large motor 21 is connected to the universal rocker arm 31. The seesaw-type blade flapping hub 11 connects the large rotor 1 to the large motor 21.

[0119] The left rear of the universal rocker arm 31 is hinged to the left first pull rod 51-2 by a spherical bearing. The left first pull rod 51-2 is hinged to the left servo rocker arm 51-1 by a spherical bearing. The left servo rocker arm 51-1 is connected to the left servo 51. The left servo 51 is connected to the left servo mount 51-3. The left servo mount 51-3 is connected to the top left side of the fuselage 81.

[0120] The right rear of the universal rocker arm 31 is hinged to the right first pull rod 61-2 by a spherical bearing. The right first pull rod 61-2 is hinged to the right servo rocker arm 61-1 by a spherical bearing. The right servo rocker arm 61-1 is connected to the right servo 61. The right servo 61 is connected to the right servo mount 61-3. The right servo mount 61-3 is connected to the top right side of the fuselage 81.

[0121] Referring to the diagram below, the tail section of the fuselage 81 is connected to the tail arm 82. The tail arm 82 is connected to the airfoil I-beam mount 72 at its end. The top of the airfoil I-beam mount 72 is connected to the longitudinal assembly mount 46. The rear of the longitudinal assembly mount 46 is connected to a vertical axis one-way rocker arm mount 42-1. A one-way rocker arm 32 is hinged to the vertical axis one-way rocker arm mount 42-1. The one-way rocker arm 32 can tilt and rotate back and forth around the vertical axis of the vertical axis one-way rocker arm mount 42-1. Tail motor 22 is connected to 32, and tail rotor hub 12 connects tail rotor 2 to tail motor 22; tail servo mount 52-3 is connected to the front of longitudinal assembly mount 46, tail servo 52 is connected to tail servo mount 52-3, tail servo rocker arm 52-1 is connected to tail servo 52, tail servo rocker arm 52-1 is hinged to tail first tie rod 52-2 with spherical bearing, and tail first tie rod 52-2 is hinged to one-way rocker arm 32 with spherical bearing.

[0122] Two electronic speed controllers (ESCs) are set up to connect two motors, and a flight controller is set up to connect two ESCs and three servos. The flight controller can control the voltage changes of the ESCs to change the speed of the motors, thereby changing the lift of the main rotor 1 and the tail rotor 2. The flight controller can manipulate the servos to change the lift direction of the main rotor 1 and the tail rotor 2. This constitutes the rotor constant speed birotor aircraft of the third embodiment.

[0123] Figure 12 The image below is a top view. Figure 12In the diagram below, in the initial state, the large rotor 1 is set to rotate counterclockwise. The counter-torque of the large rotor 1 causes the aircraft to rotate clockwise. The lift of the large rotor 1 is upward, the one-way rocker arm 32 is to the left and rear, and the lift F2 of the tail rotor 2 is horizontally to the right and front. The angle between the lift F2 of the tail rotor 2 and the horizontal line Sp1 perpendicular to the longitudinal axis of the fuselage is β, where β > 4°. The torque of the component of the lift F2 of the tail rotor 2 on the horizontal line Sp1 perpendicular to the longitudinal axis of the fuselage to the center of gravity of the aircraft causes the aircraft to rotate counterclockwise, and the blades below the tail rotor 2 rotate forward.

[0124] When the throttle is set to the neutral position, the lift F2 of the tail rotor 2 is at the horizontal line Sp1 perpendicular to the fuselage longitudinal axis. The component torque is equal to the counter-torque of the large rotor 1, and the heading remains stable. At this time, the angle β between the lift F2 of the tail rotor 2 and the horizontal line SP1 perpendicular to the longitudinal axis of the fuselage is the initial installation angle.

[0125] At the same throttle, the lift F1 of the large rotor 1 is more than 3 times the lift F2 of the tail rotor 2.

[0126] Comparing the first embodiment of the constant-speed birotor aircraft and the third embodiment of the constant-speed birotor aircraft, the tail structure is slightly different, but the structure of other parts is the same. Therefore, the pitch and roll controls are the same. See [link to documentation]. Figure 2 illustrate.

[0127] The heading control principle is as follows: the flight controller manipulates the tail servo 52's rocker arm 52-1 to swing backward, which in turn moves the first linkage rod 52-2 of the tail to move backward, causing the linkage one-way rocker arm 32 to tilt backward, which in turn causes the lift F2 of the tail rotor 2 to tilt forward. The angle β between the lift F2 of the tail rotor 2 and the horizontal line Sp1 perpendicular to the longitudinal axis of the fuselage increases, and the horizontal component of the lift F2 of the tail rotor 2 to the right on the horizontal line Sp1 perpendicular to the longitudinal axis of the fuselage decreases. The torque of this component decreases, and the counter-torque of the large rotor 1 causes the aircraft to rotate clockwise.

[0128] The flight controller manipulates the rocker arm 52-1 of the tail servo 52 to swing forward, which in turn moves the first linkage rod 52-2 of the tail forward, causing the one-way rocker arm 32 to tilt forward and the lift F2 of the tail rotor 2 to tilt backward. The angle β between the lift F2 of the tail rotor 2 and the horizontal line Sp1 perpendicular to the longitudinal axis of the fuselage decreases, and the horizontal component of the lift F2 of the tail rotor 2 to the right on the horizontal line Sp1 perpendicular to the longitudinal axis of the fuselage increases. The torque of this component increases, and this torque causes the aircraft to rotate counterclockwise.

[0129] The flight controller manipulates the tail The servo arm 52-1 swings back and forth to control the aircraft's heading.

[0130] Figure 13 This is a schematic diagram of the structure of a constant-speed two-rotor aircraft according to the fourth embodiment of the present invention.

[0131] Figure 13 It consists of the top and bottom images.

[0132] Figure 13 In the image above, the landing gear 83 is connected to the fuselage 81.

[0133] See Figure 2 The top of the fuselage 81 is connected to the universal rocker arm base 41 above the center of gravity. The universal rocker arm base 41 is hinged to the universal shaft core 34 by the longitudinal axis 41-1 of the universal rocker arm. The universal shaft core 34 is hinged to the universal rocker arm 31 by the transverse axis 31-1 of the universal rocker arm. The large motor 21 is connected to the universal rocker arm 31. The seesaw-type blade flapping hub 11 connects the large rotor 1 to the large motor 21.

[0134] The left rear of the universal rocker arm 31 is hinged to the left first pull rod 51-2 by a spherical bearing. The left first pull rod 51-2 is hinged to the left servo rocker arm 51-1 by a spherical bearing. The left servo rocker arm 51-1 is connected to the left servo 51. The left servo 51 is connected to the left servo mount 51-3. The left servo mount 51-3 is connected to the top left side of the fuselage 81.

[0135] The right rear of the universal rocker arm 31 is hinged to the right first pull rod 61-2 by a spherical bearing. The right first pull rod 61-2 is hinged to the right servo rocker arm 61-1 by a spherical bearing. The right servo rocker arm 61-1 is connected to the right servo 61. The right servo 61 is connected to the right servo mount 61-3. The right servo mount 61-3 is connected to the top right side of the fuselage 81.

[0136] Referring to the diagram below, the tail section of the fuselage 81 is connected to the tail arm 82. The tail arm 82 is connected to the airfoil I-beam mount 72 at its end. The top of the airfoil I-beam mount 72 is connected to the longitudinal assembly mount 46. The rear of the longitudinal assembly mount 46 is connected to a vertical axis one-way rocker arm mount 42-1. A one-way rocker arm 32 is hinged to the vertical axis one-way rocker arm mount 42-1. The one-way rocker arm 32 can tilt and rotate back and forth around the vertical axis of the vertical axis one-way rocker arm mount 42-1. Tail motor 22 is connected to 32, and tail rotor hub 12 connects tail rotor 2 to tail motor 22; tail servo mount 52-3 is connected to the front of longitudinal assembly mount 46, tail servo 52 is connected to tail servo mount 52-3, tail servo rocker arm 52-1 is connected to tail servo 52, tail servo rocker arm 52-1 is hinged to tail first tie rod 52-2 with spherical bearing, and tail first tie rod 52-2 is hinged to one-way rocker arm 32 with spherical bearing.

[0137] Two ESCs are connected to two motors, and a flight controller is connected to the two ESCs and three servos. The flight controller can control the voltage changes of the ESCs to change the speed of the motors, thereby changing the lift of the main rotor 1 and the tail rotor 2. The flight controller can manipulate the servos to change the lift direction of the main rotor 1 and the tail rotor 2. This constitutes the rotor constant speed birotor aircraft of the fourth embodiment.

[0138] Figure 13 The image below is a top view. Figure 13 In the diagram below, in the initial state, the large rotor 1 rotates clockwise, and the counter-torque of the large rotor 1 causes the aircraft to rotate counterclockwise. The lift of the large rotor 1 is upward, the one-way rocker arm 32 is to the right and rear, and the lift F2 of the tail rotor 2 is horizontally to the left and front. The angle between the lift F2 of the tail rotor 2 and the horizontal line Sp1 perpendicular to the longitudinal axis of the fuselage is β, where β > 4°. The blades below the tail rotor 2 rotate forward, and the torque of the component of the lift F2 of the tail rotor 2 in the horizontal direction of the horizontal line Sp1 perpendicular to the longitudinal axis of the fuselage to the center of gravity of the aircraft causes the aircraft to rotate clockwise.

[0139] When the throttle is set to the neutral position, the torque of the lift F2 of the tail rotor 2 in the horizontal direction of the horizontal line Sp1 perpendicular to the longitudinal axis of the fuselage is equal to the counter torque of the large rotor 1, and the heading remains stable. At this time, the angle β between the lift F2 of the tail rotor 2 and the horizontal line Sp1 perpendicular to the longitudinal axis of the fuselage is the initial installation angle.

[0140] At the same throttle, the lift F1 of the large rotor 1 is more than 3 times the lift F2 of the tail rotor 2.

[0141] Comparing the first embodiment of the constant-speed birotor aircraft with the fourth embodiment, the tail structure differs slightly, but the structures of other parts are the same. Therefore, the pitch and roll controls are identical. See [link to documentation]. Figure 2 illustrate.

[0142] The heading control principle is as follows: the flight controller manipulates the tail servo 52's rocker arm 52-1 to swing backward, which in turn moves the first linkage rod 52-2 of the tail to move backward, causing the linkage one-way rocker arm 32 to tilt backward, which in turn causes the lift F2 of the tail rotor 2 to tilt forward. The angle β between the lift F2 of the tail rotor 2 and the horizontal line Sp1 perpendicular to the longitudinal axis of the fuselage increases, and the horizontal component of the lift F2 of the tail rotor 2 to the left on the horizontal line Sp1 perpendicular to the longitudinal axis of the fuselage decreases. The torque of the component force decreases, and the counter-torque of the large rotor 1 causes the aircraft to rotate counterclockwise.

[0143] The flight controller manipulates the tail servo arm 52-1 of the tail servo 52 to swing forward, which in turn moves the first linkage rod 52-2 of the tail forward, causing the linkage one-way rocker arm 32 to tilt forward and the linkage tail rotor 2 to tilt backward. The angle β between the tail rotor 2's lift F2 and the horizontal line Sp1 perpendicular to the fuselage longitudinal axis decreases, and the horizontal component of the tail rotor 2's lift F2 on the horizontal line Sp1 perpendicular to the fuselage longitudinal axis to the left increases. The torque of this component increases, and this torque causes the aircraft to rotate clockwise.

[0144] The flight controller controls the aircraft's heading by manipulating the tail rudder arm 52-1 to swing back and forth.

[0145] Figure 14This is a schematic diagram of the mechanical control system of a constant-speed dual-rotor aircraft according to the third embodiment of the present invention.

[0146] Similar to the constant-speed birotor aircraft of the first embodiment, the constant-speed birotor aircraft of the third embodiment can use a mechanical control system to control the pitch, roll and yaw of the aircraft.

[0147] The third embodiment of the constant-speed birotor aircraft and the first embodiment of the constant-speed birotor aircraft have the same structure and control method for pitch and roll in their mechanical control systems. See [link to relevant documentation]. Figure 6 illustrate.

[0148] The mechanical control system of the constant-speed rotor birotor in the third embodiment is similar to that of the constant-speed rotor birotor in the first embodiment in terms of the structure for controlling the heading.

[0149] Figure 14 In the middle, the one-way rocker arm 32 is hinged to one end of the first tail tie rod 52-2 by a spherical bearing, and the other end of the first tie rod 52-2 is hinged to the upper end of the first vertical directional rocker arm 100 by a spherical bearing. The center of the first vertical directional rocker arm 100 is hinged to the fifth vertical directional rocker arm seat 153, which is connected to the longitudinal assembly seat 46. The lower end of the first vertical directional rocker arm 100 is hinged to the upper end of the second tail tie rod 102 by a spherical bearing, and the lower end of the second tail tie rod 102 is hinged to the upper end of the second tail vertical directional rocker arm 105 by a spherical bearing. The center of the second vertical directional rocker arm 105 is hinged to... The second vertical directional rocker arm mount 104 is connected to the base 45-1 of the second vertical directional rocker arm mount. The base 45-1 of the second vertical directional rocker arm mount is connected to the underside of the airfoil I-beam mount 72. The lower end of the second vertical directional rocker arm 105 is hinged to the third tail tie rod 106 by a spherical bearing. The third tail tie rod 106 is hinged to the upper end of the third tail vertical directional rocker arm 107 by a spherical bearing. The center of the third tail vertical directional rocker arm 107 is hinged to the third tail vertical directional rocker arm mount 108. The third tail vertical directional rocker arm mount 108 is connected to the underside of the fuselage top plate 81-1 (see...). Figure 7The lower end of the third vertical steering rocker arm 107 is hinged to the fourth tail lever 109 by a spherical bearing. The lower end of the fourth tail lever 109 is hinged to the fourth tail vertical steering rocker arm 110 by a spherical bearing. The center of the fourth tail vertical steering rocker arm 110 is hinged to the fourth tail vertical steering rocker arm seat 111. The fourth tail vertical steering rocker arm seat 111 is connected to the fuselage floor 81-2. The lower end of the fourth tail vertical steering rocker arm 110 is hinged to the sixth tail lever 152 by a spherical bearing. The other end of the sixth lever 152 is hinged to the horizontal directional rocker arm 151 by a spherical bearing. The center of the horizontal directional rocker arm 151 is hinged to the horizontal directional rocker arm seat 150. The horizontal directional rocker arm seat 150 is connected to the fuselage floor 81-2. The other end of the horizontal directional rocker arm 151 is hinged to the fifth tail lever 112 by a spherical bearing. The fifth tail lever 112 is hinged to the right end of the foot yaw rocker arm 113 by a spherical bearing. The foot yaw rocker arm 113 is hinged to the foot yaw rocker arm seat 114. The foot yaw rocker arm seat 114 is connected to the fuselage floor 81-2.

[0150] The operating principle is as follows: The right foot pushes forward on the right foot pedal 113-1 of the yaw rocker arm 113. Pushing the right end of the yaw rocker arm 113 forward pulls the fifth tail lever 112 forward, causing the sixth tail lever 152 to move to the right, the fourth tail lever 109 to move downward, the third tail lever 106 to move backward, the second tail lever 102 to move upward, and the first tail lever 52-2 to move backward, pushing the one-way rocker arm 32 to tilt backward. This causes the tail motor 22 and tail rotor 2 to tilt backward. (See also...) Figure 12 The lift F2 of the tail rotor 2 tilts forward, and the angle β between the lift F2 of the tail rotor 2 and the horizontal line Sp1 increases. The horizontal component of the lift F2 of the tail rotor 2 on the horizontal line Sp1 perpendicular to the longitudinal axis of the fuselage decreases, and the torque of the horizontal component decreases. This torque is less than the counter torque of the large rotor 1, and the counter torque of the large rotor 1 causes the aircraft to turn to the right.

[0151] Step forward with your left foot onto the left foot pedal 113-2 of the yaw rocker arm 113. This pushes the right end of the yaw rocker arm 113 backward, causing the fifth tail lever 112 to move backward. This moves the sixth tail lever 152 to the left, the fourth tail lever 109 upward, the third tail lever 106 forward, the second tail lever 102 downward, and the first tail lever 52-2 forward. This pulls the one-way rocker arm 32 forward, causing it to tilt forward. This also tilts the tail motor 22 and tail rotor 2 forward. (See below) Figure 12 The lift F2 of the tail rotor 2 tilts backward, and the angle β between the lift F2 of the tail rotor 2 and the horizontal line Sp1 decreases. The horizontal component of the lift F2 of the tail rotor 2 on the horizontal line Sp1 perpendicular to the longitudinal axis of the fuselage increases, and the horizontal component torque increases. This horizontal component torque is greater than the counter torque of the large rotor 1, and this component torque causes the aircraft to turn to the left.

[0152] Pushing forward with the right foot onto the right foot pedal 113-1 of the heading rocker arm 113 turns the aircraft to the right. Pushing forward with the left foot onto the left foot pedal 113-2 of the heading rocker arm 113 turns the aircraft to the left, thus achieving heading control.

[0153] Figure 15 This is a schematic diagram of the mechanical control system of a constant-speed dual-rotor aircraft according to the fourth embodiment of the present invention.

[0154] Similar to the constant-speed birotor aircraft of the first embodiment, the constant-speed birotor aircraft of the fourth embodiment can use a mechanical control system to control the pitch, roll and yaw of the aircraft.

[0155] The fourth embodiment of the constant-speed birotor aircraft and the first embodiment of the constant-speed birotor aircraft have the same structure and control method for pitch and roll in their mechanical control systems. See [link to relevant documentation]. Figure 6 illustrate.

[0156] The mechanical control system of the constant-speed rotor birotor in the fourth embodiment is similar in structure to that of the constant-speed rotor birotor in the first embodiment, which controls the heading.

[0157] Figure 15 In the middle, the one-way rocker arm 32 is hinged to one end of the first tail tie rod 52-2 by a spherical bearing, and the other end of the first tie rod 52-2 is hinged to the upper end of the first vertical directional rocker arm 100 by a spherical bearing. The center of the first vertical directional rocker arm 100 is hinged to the fifth vertical directional rocker arm seat 153, which is connected to the longitudinal assembly seat 46. The lower end of the first vertical directional rocker arm 100 is hinged to the upper end of the second tail tie rod 102 by a spherical bearing, and the lower end of the second tail tie rod 102 is hinged to the upper end of the second tail vertical directional rocker arm 105 by a spherical bearing. The center of the second vertical directional rocker arm 105 is hinged to... The second vertical directional rocker arm mount 104 is connected to the base 45-1 of the second vertical directional rocker arm mount. The base 45-1 of the second vertical directional rocker arm mount is connected to the underside of the airfoil I-beam mount 72. The lower end of the second vertical directional rocker arm 105 is hinged to the third tail tie rod 106 by a spherical bearing. The third tail tie rod 106 is hinged to the upper end of the third tail vertical directional rocker arm 107 by a spherical bearing. The center of the third tail vertical directional rocker arm 107 is hinged to the third tail vertical directional rocker arm mount 108. The third tail vertical directional rocker arm mount 108 is connected to the underside of the fuselage top plate 81-1 (see...). Figure 7The lower end of the third vertical steering rocker arm 107 is hinged to the fourth tail lever 109 by a spherical bearing. The lower end of the fourth tail lever 109 is hinged to the fourth tail vertical steering rocker arm 110 by a spherical bearing. The center of the fourth tail vertical steering rocker arm 110 is hinged to the fourth tail vertical steering rocker arm seat 111. The fourth tail vertical steering rocker arm seat 111 is connected to the fuselage floor 81-2. The lower end of the fourth tail vertical steering rocker arm 110 is hinged to the sixth tail lever 152 by a spherical bearing. The other end of the sixth lever 152 is hinged to the horizontal directional rocker arm 151 by a spherical bearing. The center of the horizontal directional rocker arm 151 is hinged to the horizontal directional rocker arm seat 150. The horizontal directional rocker arm seat 150 is connected to the fuselage floor 81-2. The other end of the horizontal directional rocker arm 151 is hinged to the fifth tail lever 112 by a spherical bearing. The fifth tail lever 112 is hinged to the right end of the foot yaw rocker arm 113 by a spherical bearing. The foot yaw rocker arm 113 is hinged to the foot yaw rocker arm seat 114. The foot yaw rocker arm seat 114 is connected to the fuselage floor 81-2.

[0158] The operating principle is as follows: Step forward with your right foot onto the right foot pedal 113-1 of the yaw rocker arm 113. This pushes the right end of the yaw rocker arm 113 forward, pulling the fifth tail lever 112 forward. This moves the sixth tail lever 152 to the right, lowers the fourth tail lever 109, moves the third tail lever 106 forward, lowers the second tail lever 102, and moves the first tail lever 52-2 forward. This pulls the one-way rocker arm 32 forward, causing it to tilt forward. This also tilts the tail motor 22 and tail rotor 2 forward. (See also...) Figure 13 The lift F2 of the tail rotor 2 tilts backward, the angle β between the lift F2 of the tail rotor 2 and the horizontal line Sp1 decreases, the horizontal component of the lift F2 of the tail rotor 2 on the horizontal line Sp1 perpendicular to the longitudinal axis of the fuselage increases, the horizontal component torque increases, and this component torque is greater than the counter torque of the large rotor 1, which causes the aircraft to turn to the right.

[0159] Pushing the left foot forward onto the left foot pedal 113-2 of the yaw rocker arm 113, the right end of the yaw rocker arm 113 moves backward, pushing the fifth tail lever 112 backward, causing the sixth tail lever 152 to move to the left, the fourth tail lever 109 to move upward, the third tail lever 106 to move backward, the second tail lever 102 to move upward, and the first tail lever 52-2 to move backward, pushing the one-way rocker arm 32 to tilt backward, causing the tail motor 22 and tail rotor 2 to tilt backward. See below. Figure 13 The lift F2 of the tail rotor 2 tilts forward, and the angle β between the lift F2 of the tail rotor 2 and the horizontal line Sp1 increases. The horizontal component of the lift F2 of the tail rotor 2 on the horizontal line Sp1 perpendicular to the longitudinal axis of the fuselage decreases, and the torque of the horizontal component decreases. This torque is less than the counter torque of the large rotor 1, and the counter torque of the large rotor 1 causes the aircraft to turn to the left.

[0160] Pushing forward with the right foot onto the right foot pedal 113-1 of the heading rocker arm 113 turns the aircraft to the right. Pushing forward with the left foot onto the left foot pedal 113-2 of the heading rocker arm 113 turns the aircraft to the left, thus achieving heading control.

[0161] Similarly, the mechanical control systems of the constant-speed birotor aircraft in the third and fourth embodiments, like those in the first and second embodiments, can be augmented with linear motors to form an integrated manual / automatic control system. See [link to documentation]. Figure 9 , Figure 10 .

[0162] Figure 16 This is a schematic diagram of the structure of a constant-speed two-rotor aircraft according to the fifth embodiment of the present invention.

[0163] Figure 16 In the middle, the landing gear 83 is connected to the lower part of the fuselage 81.

[0164] See Figure 2 The upper front part of the fuselage 81 is connected to the universal rocker arm seat 41. The universal rocker arm seat 41 is hinged to the universal shaft core 34 by the longitudinal axis 41-1 of the universal rocker arm. The universal shaft core 34 is hinged to the universal rocker arm 31 by the transverse axis 31-1 of the universal rocker arm. The large motor 21 is connected to the universal rocker arm 31. The seesaw-type blade flapping hub 11 connects the large rotor 1 to the large motor 21.

[0165] The left rear of the universal rocker arm 31 is hinged to the left first pull rod 51-2 by a spherical bearing. The left first pull rod 51-2 is hinged to the left servo rocker arm 51-1 by a spherical bearing. The left servo rocker arm 51-1 is connected to the left servo 51. The left servo 51 is connected to the left servo mount 51-3. The left servo mount 51-3 is connected to the top left side of the fuselage 81.

[0166] The right rear of the universal rocker arm 31 is hinged to the right first pull rod 61-2 by a spherical bearing. The right first pull rod 61-2 is hinged to the right servo rocker arm 61-1 by a spherical bearing. The right servo rocker arm 61-1 is connected to the right servo 61. The right servo 61 is connected to the right servo mount 61-3. The right servo mount 61-3 is connected to the top right side of the fuselage 81.

[0167] The rear universal rocker arm mount 43 is connected to the upper rear part of the fuselage 81. The rear universal rocker arm mount 43 is hinged to the rear universal shaft core 34-3 by the longitudinal axis 43-1 of the rear universal rocker arm. The rear universal shaft core 34-3 is hinged to the rear universal rocker arm 33 by the transverse axis 33-1 of the rear universal rocker arm. The rear large motor 23 is connected to the rear universal rocker arm 33. The rear seesaw-type blade flapping hub 13 connects the rear large rotor 3 to the rear large motor 23.

[0168] The rear universal rocker arm mount 33 is hinged to the left front of the rear left first pull rod 53-2 by a spherical bearing. The rear left first pull rod 53-2 is hinged to the rear left servo rocker arm 53-1 by a spherical bearing. The rear left servo rocker arm 53-1 is connected to the rear left servo 53. The rear left servo 53 is connected to the rear left servo mount 53-3. The rear left servo mount 53-3 is connected to the top left side of the fuselage 81.

[0169] The rear universal rocker arm mount 33 is hinged to the rear right first pull rod 63-2 by a spherical bearing on the front right side. The rear right first pull rod 63-2 is hinged to the rear right servo rocker arm 63-1 by a spherical bearing (see right servo rocker arm 61-1 in the figure, which is obscured). The rear right servo rocker arm 63-1 is connected to the rear right servo 63. The rear right servo 63 is connected to the rear right servo mount 63-3. The rear right servo mount 63-3 is connected to the top right side of the fuselage 81.

[0170] In the initial state, the large rotor 1 and the rear large rotor 3 are set to rotate in opposite directions (large rotor 1 rotates counterclockwise and rear large rotor 3 rotates clockwise, or large rotor 1 rotates clockwise and rear large rotor 3 rotates counterclockwise). The lift of large rotor 1 and rear large rotor 3 is upward. The rotation surfaces of large rotor 1 and rear large rotor 3 do not overlap, that is, the distance between the rotation center of large rotor 1 and the rotation center of rear large rotor 3 is greater than the diameter of large rotor 1. The structure of the rear universal rocker arm 43 and the universal rocker arm 41 is the same. The height of the rear universal rocker arm 43 is higher than the height of the universal rocker arm 41, so that the height of the rotation center of the rear large rotor 3 is higher than the height of the rotation center of large rotor 1.

[0171] The large rotor 1 and the rear large rotor 3 are the same size, and the corresponding drive motors have the same parameters. When the throttle is the same, the lift of the large rotor 1 and the rear large rotor 3 is the same, and the counter-torque cancels each other out.

[0172] Two ESCs are connected to two motors, and a flight controller is connected to the two ESCs and four servos. The flight controller can control the voltage changes of the ESCs to change the speed of the motors, thereby changing the lift of the large rotor 1 and the rear large rotor 3. The flight controller can manipulate the servos to change the lift direction of the large rotor 1 and the rear large rotor 3. This constitutes the rotor constant speed birotor aircraft of the fifth embodiment.

[0173] The flight principle is as follows: In the initial state, assume that the lift of the large rotor is F1 and the lift of the rear rotor is F3, which are vertically upward.

[0174] The flight controller increases the lift F1 of the main rotor and the lift F3 of the rear rotor in the same way. When the total lift is greater than the weight of the aircraft, the aircraft rises. The lift F1 of the main rotor and the lift F3 of the rear rotor are reduced in the same way. When the total lift is equal to the weight of the aircraft, the aircraft hovers. The lift F1 of the main rotor and the lift F3 of the rear rotor are reduced in the same way again. When the total lift is less than the weight of the aircraft, the aircraft descends.

[0175] See Figure 2 The flight controller manipulates the left servo 51's rocker arm 51-1 and the right servo 61's rocker arm 61-1 to swing upwards in the same manner, which in turn drives the left first lever 51-2 and the right first lever 61-2 to push the universal rocker arm 31 upwards in the same manner. The universal rocker arm 31 tilts forward around the universal rocker arm's horizontal axis 31-1, which in turn drives the large motor 21, the seesaw-type propeller blades to flap the rotor hub 11, and the large rotor 1 to tilt forward. The lift F1 of the large rotor 1 tilts forward. At the same time, the flight controller manipulates... The left rear servo motor 53's rocker arm 53-1 and the right rear servo motor 63's rocker arm 63-1 swing downwards in the same way. After linkage, the left first lever 53-2 and the right first lever 63-2 pull downwards in the same way, causing the rear universal rocker arm 33 to tilt forward around the rear universal rocker arm's horizontal axis 33-1. After linkage, the large motor 23, the rear seesaw-type propeller blades flap the propeller hub 13, and the rear large rotor 3 tilt forward. The lift F3 of the rear large rotor 3 tilts forward, and the aircraft pitches forward.

[0176] The flight controller manipulates the left servo 51's rocker arm 51-1 and the right servo 61's rocker arm 61-1 to swing downwards in the same manner. This, in turn, causes the left first lever 51-2 and the right first lever 61-2 to pull the universal rocker arm 31 downwards in the same manner. The universal rocker arm 31 tilts backwards around its horizontal axis 31-1, which in turn causes the large motor 21, the seesaw-type propeller hub 11, and the large rotor 1 to tilt backwards. The lift F1 of the large rotor 1 tilts backwards. At the same time, the flight controller manipulates... The rocker arm 53-1 of the rear left servo motor 53 and the rocker arm 63-1 of the rear right servo motor 63 swing upward in the same way. After linkage, the first lever 53-2 on the left and the first lever 63-2 on the rear right push the rear universal rocker arm 33 upward in the same way. The rear universal rocker arm 33 tilts backward around the horizontal axis 33-1 of the rear universal rocker arm. After linkage, the large motor 23, the rear seesaw-type propeller blade flapping hub 13, and the rear large rotor 3 tilt backward. The lift F3 of the rear large rotor 3 tilts backward, and the aircraft pitches backward.

[0177] The flight controller controls pitch by linking the left rudder 51, right rudder 61, rear left rudder 53, and rear right rudder 63 to tilt the lift F1 of the large rotor 1 and the lift F3 of the rear large rotor 3 forward or backward in the same way.

[0178] When the flight controller controls the left rudder 51 to swing the rocker arm 51-1 upward, The left first lever 51-2 pushes the left side of the universal rocker arm 31 upward, controlling the rocker arm 61-1 of the right servo 61 to swing downward. The right first lever 61-2 pulls the right side of the universal rocker arm 31 downward, causing the universal rocker arm 31 to tilt to the right around the longitudinal axis 41-1 of the universal rocker arm. The lift F1 of the large rotor 1 tilts to the right. At the same time, the flight controller manipulates the rocker arm 53-1 of the rear left servo 53 to swing upward. The left first lever 53-2 pushes the left side of the rear universal rocker arm 33 upward, controlling the rocker arm 63-1 of the rear right servo 63 to swing downward. The right first lever 63-2 pulls the right side of the rear universal rocker arm 33 downward, causing the rear universal rocker arm 33 to tilt to the right around the longitudinal axis 43-1 of the rear universal rocker arm. The rear large rotor 3 tilts to the right, and the lift F3 of the rear large rotor 3 tilts to the right, causing the aircraft to roll to the right.

[0179] When the flight controller controls the left servo motor 51 to swing its rocker arm 51-1 downwards, When the left first lever 51-2 is pulled down, the left side of the universal rocker arm 31 is moved downward, controlling the rocker arm 61-1 of the right servo motor 61 to swing upward. Simultaneously, the right first lever 61-2 is pushed upward to the right side of the universal rocker arm 31, causing the universal rocker arm 31 to tilt to the left around the longitudinal axis 41-1 of the universal rocker arm. The lift F1 of the large rotor 1 tilts to the left. At the same time, the flight controller manipulates the rocker arm 53-1 of the rear left servo motor 53 to swing downward. Then, the left first lever 53-2 is pulled down, controlling the left side of the rear universal rocker arm 33 to swing upward. Simultaneously, the right first lever 63-2 is pushed upward to the right side of the rear universal rocker arm 33, causing the rear universal rocker arm 33 to tilt to the left around the longitudinal axis 43-1 of the rear universal rocker arm. The rear large rotor 3 tilts to the left, and the lift F3 of the rear large rotor 3 tilts to the left, causing the aircraft to roll to the left.

[0180] The flight controller manipulates the left rudder 51 and the right rudder 61 to tilt the lift F1 of the large rotor 1 to the left and the rear left rudder 53 and the rear right rudder 63 to tilt the lift F3 of the rear large rotor 3 to the left, or manipulates the left rudder 51 and the right rudder 61 to tilt the lift F1 of the large rotor 1 to the right and the rear left rudder 53 and the rear right rudder 63 to tilt the lift F3 of the rear large rotor 3 to the right, thereby achieving roll control.

[0181] When the flight controller controls the left rudder 51 to swing the rocker arm 51-1 upward, The left first lever 51-2 pushes the left side of the universal rocker arm 31 upward, controlling the rocker arm 61-1 of the right servo 61 to swing downward. The right first lever 61-2 pulls the right side of the universal rocker arm 31 downward, causing the universal rocker arm 31 to tilt to the right around the longitudinal axis 41-1 of the universal rocker arm. The lift F1 of the large rotor 1 tilts to the right. At the same time, the flight controller manipulates the rocker arm 53-1 of the rear left servo 53 to swing downward. The left first lever 53-2 pulls the left side of the rear universal rocker arm 33 downward, controlling the rocker arm 63-1 of the rear right servo 63 to swing upward. The right first lever 63-2 pushes the right side of the rear universal rocker arm 33 upward, causing the rear universal rocker arm 33 to tilt to the left around the longitudinal axis 43-1 of the rear universal rocker arm. The rear large rotor 3 tilts to the left, and the lift F3 of the rear large rotor 3 tilts to the left, causing the aircraft to turn to the right.

[0182] When the flight controller controls the left servo motor 51 to swing its rocker arm 51-1 downwards, When the left first lever 51-2 is pulled down, the left side of the universal rocker arm 31 is moved downward, controlling the rocker arm 61-1 of the right servo motor 61 to swing upward. Simultaneously, the right first lever 61-2 is pushed upward to the right side of the universal rocker arm 31, causing the universal rocker arm 31 to tilt to the left around the longitudinal axis 41-1 of the universal rocker arm. The lift F1 of the large rotor 1 tilts to the left. At the same time, the flight controller manipulates the rocker arm 53-1 of the rear left servo motor 53 to swing upward. Then, the left first lever 53-2 is pushed upward to the left side of the rear universal rocker arm 33, controlling the rocker arm 63-1 of the rear right servo motor 63 to swing downward. Then, the right first lever 63-2 is pulled down to the right side of the rear universal rocker arm 33, causing the rear universal rocker arm 33 to tilt to the right around the longitudinal axis 43-1 of the rear universal rocker arm. The rear large rotor 3 tilts to the right, and the lift F3 of the rear large rotor 3 tilts to the right, causing the aircraft to turn to the left.

[0183] The flight controller manipulates the left rudder 51 and the right rudder 61 to tilt the lift F1 of the large rotor 1 to the left and the rear left rudder 53 and the rear right rudder 63 to tilt the lift F3 of the rear large rotor 3 to the right, or manipulates the left rudder 51 and the right rudder 61 to tilt the lift F1 of the large rotor 1 to the right and the rear left rudder 53 and the rear right rudder 63 to tilt the lift F3 of the rear large rotor 3 to the left, thereby achieving heading control.

[0184] Figure 17 This is a schematic diagram of the mechanical control system of a constant-speed dual-rotor aircraft according to the fifth embodiment of the present invention.

[0185] Similar to the first embodiment, the constant-speed birotor aircraft of the fifth embodiment can also use a mechanical control system to control pitch, roll and yaw.

[0186] Figure 17 It consists of the upper and lower images. The lower image is an enlarged view of the components near the pitch, roll, and yaw control stick 297 in the upper image.

[0187] See Figure 6 , Figure 16 .

[0188] Figure 17 In the diagram above, the left rear of the universal rocker arm 31 is hinged to the left first pull rod 51-2 by a spherical bearing. The left first pull rod 51-2 is hinged to one end of the left first vertical directional rocker arm 92 by a spherical bearing. The center of the left first vertical directional rocker arm 92 is hinged to the left first vertical directional seat 91. The left first vertical directional seat 91 is connected to the fuselage floor 81-2. The other end of the left first vertical directional rocker arm 92 is hinged to the left second pull rod 93 by a spherical bearing. The left second pull rod 93 is hinged to one end of the left second vertical directional rocker arm 94 by a spherical bearing. See the diagram below. In the diagram below, the center of the left second vertical directional rocker arm 94 is hinged to the lower left side of the pitch and roll control stick seat 99. The other end of the left second vertical directional rocker arm 94 is hinged to the left third pull rod 95 by a spherical bearing. The left third pull rod 95 is hinged to the left end of the bidirectional rocker arm 96 by a spherical bearing.

[0189] In the diagram above, the right rear of the universal rocker arm 31 is hinged to the right first pull rod 61-2 by a spherical bearing. The right first pull rod 61-2 is hinged to one end of the right first vertical directional rocker arm 92-1 by a spherical bearing. The center of the right first vertical directional rocker arm 92-1 is hinged to the right first vertical directional seat 91-1. The right first vertical directional seat 91-1 is connected to the fuselage floor 81-2. The other end of the right first vertical directional rocker arm 92-1 is hinged to the right second pull rod 93-1 by a spherical bearing. The right second pull rod 93-1 is hinged to one end of the right second vertical directional rocker arm 94-1 by a spherical bearing. See the diagram below. In the diagram below, the center of the right second vertical directional rocker arm 94-1 is hinged to the lower right side of the pitch and roll control stick seat 99. The other end of the right second vertical directional rocker arm 94-1 is hinged to the right third pull rod 95-1 by a spherical bearing. The right third pull rod 95-1 is hinged to the right end of the bidirectional rocker arm 96 by a spherical bearing.

[0190] In the diagram below, the lateral shaft 99-1 of the pitch and roll combined control stick mount passes through the lateral hole 97-2 of the universal joint core of the pitch and roll combined control stick (see...). Figure 6 (See the diagram below) The lower end of the pitch and roll combined control stick universal joint 97-1 is hinged to the pitch and roll combined control stick seat 99. The pitch and roll combined control stick universal joint 97-1 can swing back and forth about the transverse axis 99-1 of the pitch and roll combined control stick seat. The longitudinal axis 96-1 of the two-way rocker arm is hinged to the longitudinal hole 97-3 of the pitch and roll combined control stick universal joint 97-1 (see the diagram below). Figure 6As shown in the figure below, the longitudinal axis 96-1 of the bidirectional rocker arm can rotate within the longitudinal hole 97-3 of the universal joint core of the pitch and roll combined control stick. The center of the bidirectional rocker arm 96 is fastened to the longitudinal axis 96-1 behind the universal joint core 97-1 of the pitch and roll combined control stick. The lower end of the pitch and roll combined control short stick 197 is fastened to the longitudinal axis 96-1 of the bidirectional rocker arm within the universal joint core 97-1 of the pitch and roll combined control stick. The pitch and roll combined control short stick 197 swings left and right on the universal joint core 97-1 of the pitch and roll combined control stick, and the bidirectional rocker arm 96 swings left and right synchronously behind the universal joint core 97-1 of the pitch and roll combined control stick. The top of the pitch and roll combined control short stick 197 is hinged to the front longitudinal tie rod 213 with a spherical bearing. The front longitudinal tie rod 213 is hinged to the pitch, roll and yaw combined control stick 297 with a spherical bearing.

[0191] In the above diagram, the left front of the rear universal rocker arm seat 33 is hinged to the left first pull rod 53-2 by a spherical bearing. The left first pull rod 53-2 is hinged to one end of the left first vertical steering rocker arm 92-2 by a spherical bearing. The center of the left first vertical steering rocker arm 92-2 is hinged to the left first vertical steering seat 91-2. The left first vertical steering seat 91-2 is connected to the fuselage floor 81-2. The other end of the left first vertical steering rocker arm 92-2 is hinged to the left first vertical steering arm 92-2 by a spherical bearing. The second lever 93-2 on the left is hinged to one end of the second vertical directional rocker arm 94-2 on the left with a spherical bearing, as shown in the figure below. In the figure below, the center of the second vertical directional rocker arm 94-2 on the left is hinged to the lower left side of the pitch and roll control stick 399. The other end of the second vertical directional rocker arm 94-2 on the left is hinged to the third lever 95-2 on the left with a spherical bearing. The third lever 95-2 on the left is hinged to the left end of the bidirectional rocker arm 96-2 with a spherical bearing.

[0192] In the above diagram, the rear right swivel arm mount 33 is hinged to the right front of the right first pull rod 63-2 by a spherical bearing. The rear right first pull rod 63-2 is hinged to one end of the rear right first vertical steering rocker arm 92-3 by a spherical bearing. The center of the rear right first vertical steering rocker arm 92-3 is hinged to the rear right first vertical steering seat 91-3. The rear right first vertical steering seat 91-3 is connected to the fuselage floor 81-2. The other end of the rear right first vertical steering rocker arm 92-3 is hinged to the right first vertical steering arm 92-3 by a spherical bearing. The second lever 93-3 on the right is hinged to one end of the second vertical directional rocker arm 94-3 on the right with a spherical bearing, as shown in the figure below. In the figure below, the center of the second vertical directional rocker arm 94-3 on the right is hinged to the lower right side of the pitch and roll control stick 399. The other end of the second vertical directional rocker arm 94-3 on the right is hinged to the third lever 95-3 on the right with a spherical bearing. The third lever 95-3 on the right is hinged to the right end of the bidirectional rocker arm 96-2 with a spherical bearing.

[0193] In the diagram below, the lateral shaft 399-1 of the rear pitch and roll combined control stick mount passes through the lateral hole 97-2 of another pitch and roll combined control stick universal joint core 97-1 (see...). Figure 6 (See the diagram below) The lower end of the pitch and roll combined control stick universal joint 97-1 is hinged to the rear pitch and roll combined control stick seat 399. The pitch and roll combined control stick universal joint 97-1 can swing back and forth around the transverse axis 399-1 of the rear pitch and roll combined control stick seat. The longitudinal axis 96-3 of the rear bidirectional rocker arm is hinged to the longitudinal hole 97-3 of the pitch and roll combined control stick universal joint (see the diagram below). Figure 6 (See the diagram below). The longitudinal axis 96-3 of the rear bidirectional rocker arm can rotate within the longitudinal hole 97-3 of the universal joint of the pitch and roll control stick. The center of the rear bidirectional rocker arm 96-2 is fastened to the longitudinal axis 96-3 of the rear bidirectional rocker arm in front of the universal joint of the pitch and roll control stick 97-1. The lower end of the rear pitch and roll control short lever 397 is fastened to the longitudinal axis 96-3 of the rear bidirectional rocker arm in the universal joint of the pitch and roll control stick 97-1. The rear pitch and roll control short lever 397 swings left and right on the universal joint of the pitch and roll control stick 97-1, which in turn causes the longitudinal axis 96-3 of the rear bidirectional rocker arm to swing left and right in front of the universal joint of the pitch and roll control stick 97-1. The top of the rear pitch and roll control short lever 397 is hinged to the rear longitudinal tie rod 313 by a spherical bearing. The rear longitudinal tie rod 313 is hinged to the pitch, roll and yaw control stick 297 by a spherical bearing.

[0194] In the figure below, the roll and yaw fork 220 is fastened to the pitch, roll and yaw combined control stick 297. Below the forward longitudinal lever 213, the front part of the roll and yaw fork 220 is engaged with the short handle of the pitch and roll combined control stick 197, and the rear part of the roll and yaw fork 220 is engaged with the short handle of the rear pitch and roll combined control stick 397.

[0195] In the figure below, the right end of the yaw rocker arm 221 is laterally hinged to the lower part of the pitch, roll and yaw combined control stick 297. The yaw rocker arm bracket 222 supports the left side of the yaw rocker arm 221. The left end of the yaw rocker arm 221 is hinged to the fifth tail lever 112 by a spherical bearing. See the figure above. In the figure above, the fifth tail lever 112 is hinged to the right end of the foot yaw rocker arm 113 by a spherical bearing. The foot yaw rocker arm 113 is hinged to the foot yaw rocker arm seat 114. The foot yaw rocker arm seat 114 is connected to the fuselage floor 81-2.

[0196] In the figure below, a master throttle knob 98 is set at the top of the pitch, roll, and yaw combined control stick 297. The lower end of the pitch, roll, and yaw combined control stick 297 is connected to a radial joint bearing 223. The radial joint bearing 223 is connected to a radial joint bearing housing 224. The radial joint bearing housing 224 is connected to the fuselage floor 81-2. The pitch, roll, and yaw combined control stick 297 can swing back and forth and left and right in all directions on the radial joint bearing 223 and rotate around itself.

[0197] Compare Figure 6 and Figure 17 It can be seen that, Figure 6 The pitch and roll control stick 97 links the direction of the large rotor 1 and Figure 17 The pitch and roll combined control stick 197 is linked to the directional movement of the large rotor 1.

[0198] Figure 17 The pitch and roll control stick 197 in the middle is linked to the direction of the large rotor 1, and the pitch and roll control stick 397 in the rear is linked to the direction of the large rotor 3.

[0199] The operating principle is as follows: the flight controller is connected to the main throttle knob 98. Rotating the main throttle knob 98 increases the lift of the large rotor 1 and the rear large rotor 3. When the sum of the lift of the large rotor 1 and the rear large rotor 3 is greater than the weight of the aircraft, the aircraft rises into the air.

[0200] See Figure 6 Push the pitch, roll and yaw control stick 297 forward with your right hand. This will cause the forward longitudinal lever 213 to push the pitch and roll control stick 197 and the rear longitudinal lever 313 to pull the rear pitch and roll control stick 397 forward. This will cause the lift F1 of the large rotor 1 and the lift F3 of the rear large rotor 3 to tilt forward, causing the aircraft to pitch forward.

[0201] Pulling the pitch, roll, and yaw control stick 297 backward with the right hand will cause the forward longitudinal lever 213 to pull the pitch and roll control stick 197 and the rear longitudinal lever 313 to push the rear pitch and roll control stick 397 to swing backward. This will cause the lift F1 of the large rotor 1 and the lift F3 of the rear large rotor 3 to tilt backward, causing the aircraft to pitch backward and achieve pitch control.

[0202] Pushing the right hand to push the pitch, roll, and yaw control stick 297 to the right, along with the roll and yaw fork 220, pushes the pitch and roll control stick 197 and the rear pitch and roll control stick 397 to the right, causing them to swing to the right. This, in turn, causes the lift F1 of the large rotor 1 and the lift F3 of the rear rotor 3 to tilt to the right, resulting in a right roll for the aircraft.

[0203] Pushing the right hand to the left on the pitch, roll, and yaw control stick 297 causes the roll and yaw fork 220 to push the pitch and roll control stick 197 and the rear pitch and roll control stick 397 to the left, causing the lift F1 of the large rotor 1 and the lift F3 of the rear large rotor 3 to tilt to the left, resulting in the aircraft rolling to the left and achieving roll control.

[0204] With the right foot pushing forward, press the right foot pedal 113-1 of the directional rocker arm 113. The right end of the directional rocker arm 113 moves forward, pulling the fifth tail lever 112 forward. This causes the directional rocker arm 221 to swing forward, and the pitch, roll, and directional control stick 297 to turn right. This also causes the roll and directional fork 220 to turn right. The front end of the roll and directional fork 220 pushes the pitch and roll control stick 197 to swing right, tilting the lift F1 of the large rotor 1 to the right. At the same time, the rear end of the roll and directional fork 220 pushes the rear pitch and roll control stick 397 to swing left, tilting the lift F3 of the rear large rotor 3 to the left, and the aircraft turns right.

[0205] With the left foot pushing forward, the left foot pedal 113-2 of the yaw rocker arm 113 is activated. The right end of the yaw rocker arm 113 is pushed backward, pushing the fifth tail lever 112 backward. This causes the yaw rocker arm 221 to swing backward, which in turn causes the pitch, roll, and yaw combined control stick 297 to turn left. This also causes the roll and yaw fork 220 to turn left. The front end of the roll and yaw fork 220 pushes the pitch and roll combined control stick 197 to swing left, tilting the lift F1 of the large rotor 1 to the left. At the same time, the rear end of the roll and yaw fork 220 pushes the rear pitch and roll combined control stick 397 to swing right, tilting the lift F3 of the rear large rotor 3 to the right, and causing the aircraft to turn left.

[0206] Pushing forward with the right foot onto the right foot pedal 113-1 of the heading rocker arm 113 turns the aircraft to the right. Pushing forward with the left foot onto the left foot pedal 113-2 of the heading rocker arm 113 turns the aircraft to the left, thus achieving heading control.

[0207] In the first and second embodiments, the lift generated by the tail rotor produces a forward pitching interference, which is corrected by manipulating the main rotor to pitch backward; in the third and fourth embodiments, the lift generated by the tail rotor produces a forward flight interference, which is corrected by manipulating the main rotor to pitch backward; the interference generated by the tail rotor becomes an advantageous factor when flying into the wind and hovering in the wind.

Claims

1. A constant-speed birotor aircraft, comprising a landing gear connected to the lower fuselage, a universal joint mount connected to the top of the fuselage, a large rotor, a large motor, a seesaw-type blade flapping hub, a universal joint, and a universal joint shaft coupled to the universal joint mount; a left servo mount, a left servo, a left servo rocker arm, and a left servo lever coupling the left end of the universal joint, and a right servo mount, a right servo, a right servo rocker arm, and a right servo lever coupling the right end of the universal joint; and a tail arm connected to the tail of the fuselage. The tail arm is connected to an airfoil I-beam mount. The tail rotor, tail motor, one-way rocker arm, longitudinal one-way rocker arm mount, and lateral assembly mount are coupled to the top of the airfoil I-beam mount. The tail servo lever, tail servo rocker arm, tail servo, and tail servo mount are coupled to the lateral assembly mount. The tail servo lever is hinged to the one-way rocker arm. Two electronic speed controllers (ESCs) are installed to connect to the two motors, and a flight controller is installed to connect to the two ESCs and three servos. This constitutes a rotor constant-speed multi-rotor aircraft, characterized by: Initially, the main rotor rotates counterclockwise, and its counter-torque causes the aircraft to rotate clockwise. The unidirectional rocker arm tilts upward and to the right, and the tail rotor's rotation surface tilts upward and to the right. The tail rotor's lift is tilted upward and to the right, perpendicular to the fuselage's longitudinal axis, and at an angle α > 4° to the horizontal plane. The torque from the horizontal component of the tail rotor's lift to the aircraft's center of gravity causes the aircraft to rotate counterclockwise. At the same throttle, the lift of the main rotor is more than three times that of the tail rotor. The flight controller can control the voltage changes of the electronic speed controller (ESC) to change the motor speed, thus altering the lift of the main and tail rotors. The flight controller can also manipulate the servo arm's swing to change the lift direction of the main and tail rotors. The large rotor blades can swing around the hub axis in a seesaw-like motion to eliminate the alternating torque at the blade root during forward flight. The flight controller manipulates the tail servo to change the lift of the tail rotor by tilting it to the upper right, achieving directional control. The flight controller, in conjunction with the left and right servos, tilts the lift of the large rotor forward or backward, achieving pitch control. The flight controller differentially controls the left and right servos to change the lift direction of the large rotor by tilting it to the left or right, achieving roll control. During the pitch, roll, and directional control of the aircraft, the rotational speeds of the large rotor and tail rotor remain constant; alternatively, a mechanical control system can be used to control the pitch, roll, and directional of the aircraft. The universal rocker arm is located to the left rear. The left side is coupled with the first left lever, the first left vertical directional rocker arm, the first left vertical directional rocker seat, the second left lever, the second left vertical directional rocker arm, the lower left side of the pitch and roll combined control stick seat, the third left lever, and the left end of the bidirectional rocker arm; the right rear side of the universal rocker arm seat is coupled with the first right lever, the first right vertical directional rocker arm, the first right vertical directional rocker seat, the second right lever, the second right vertical directional rocker arm, the lower right side of the pitch and roll combined control stick seat, the third right lever, and the right end of the bidirectional rocker arm; the transverse axis of the pitch and roll combined control stick seat passes through the transverse hole of the pitch and roll combined control stick universal axis core and hinges the lower end of the pitch and roll combined control stick universal axis core. Attached to the pitch and roll combined control stick base, the longitudinal axis of the bidirectional rocker arm is hinged to the longitudinal hole of the universal joint core of the pitch and roll combined control stick. The center of the bidirectional rocker arm is fastened to the longitudinal axis of the bidirectional rocker arm behind the universal joint core of the pitch and roll combined control stick. The lower end of the pitch and roll combined control stick is fastened to the longitudinal axis of the bidirectional rocker arm inside the universal joint core of the pitch and roll combined control stick. Pushing the pitch and roll combined control stick forward or pulling it backward with the right hand will link the left third lever, left second lever, left first lever on the left side and the right third lever, right second lever, right first lever on the right side, causing the universal rocker arm and the large motor to tilt forward or backward, and the lift direction of the large rotor to tilt forward or backward, thus controlling the pitch of the aircraft.Pushing the pitch and roll control stick to the left or right with your right hand engages the left third, left second, and left first sticks, as well as the right third, right second, and right first sticks, to tilt the large rotor's lift direction to the left or backward. To control the aircraft's roll, push the right foot forward on the yaw lever, engaging the tail fifth, fourth, third, second, and first sticks, and pulling the single-direction rocker arm to the left to increase the tail rotor's lift. Tilting upwards increases the angle α with the horizontal plane, reducing the horizontal component of the tail rotor's lift. The counter-torque of the main rotor causes the aircraft to turn right. Pushing forward with the left foot onto the yaw lever activates the fifth, fourth, third, second, and first tail control sticks, pushing the one-way rocker arm to the right. This causes the tail rotor's lift to tilt downwards, reducing the angle α with the horizontal plane. The horizontal component of the tail rotor's lift increases, and this horizontal torque causes the aircraft to turn left.

2. The constant-speed dual-rotor aircraft according to claim 1, characterized in that: Initially, the main rotor rotates counterclockwise. The counter-torque of the main rotor causes the aircraft to rotate counterclockwise. The unidirectional rocker arm tilts upwards and to the left, the tail rotor's rotation surface tilts upwards and to the left, and the tail rotor's lift is tilted upwards and to the left, perpendicular to the fuselage's longitudinal axis, with an angle α > 4° with the horizontal plane. The torque of the horizontal component of the tail rotor's lift to the aircraft's center of gravity causes the aircraft to rotate clockwise. The flight controller's tail servo controls the yaw by changing the angle of the tail rotor's lift tilting upwards and to the left. Alternatively, the mechanical control system can be used to control the aircraft's pitch, roll, and yaw. The right foot pushes forward on the right foot pedal of the yaw rocker arm, which is linked to the yaw control. The fifth, fourth, third, second, and first tail levers push the one-way rocker arm to the left, causing the tail rotor's lift to tilt downwards, reducing the angle α with the horizontal plane. This increases the horizontal component of the tail rotor's lift, and the torque of this component causes the aircraft to turn right. The left foot pushes forward on the left foot pedal of the yaw rocker arm, which, in conjunction with the fifth, fourth, third, second, and first tail levers, pulls the one-way rocker arm to the right, causing the tail rotor's lift to tilt upwards, increasing the angle α with the horizontal plane. This reduces the horizontal component of the tail rotor's lift, and the counter-torque of the large rotor 1 causes the aircraft to turn left.

3. The constant-speed dual-rotor aircraft according to claim 1, characterized in that: Initially, the main rotor rotates counterclockwise, and its counter-torque causes the aircraft to rotate clockwise. The unidirectional rocker arm tilts to the left rear, the tail rotor's rotation surface tilts to the left rear, and the tail rotor's lift is tilted horizontally to the right front, forming an angle β with the horizontal line Sp1 perpendicular to the fuselage's longitudinal axis (β > 4°). The torque from the component of the tail rotor's lift at the horizontal line Sp1 perpendicular to the fuselage's longitudinal axis to the aircraft's center of gravity causes the aircraft to rotate counterclockwise. The flight controller manipulates the tail servo to change the angle of the tail rotor's lift tilting to the right front to achieve directional control, or the mechanical control system can be used to control the aircraft's pitch, roll, and directional. The right foot pushes forward on the right foot pedal of the directional rocker arm, moving the right end of the directional rocker arm forward, which in turn triggers the fifth, sixth, fourth, and third tail levers. The tail second and tail first levers are moved backward, pushing the one-way rocker arm to deflect backward. The lift of the tail rotor deflects forward, increasing the angle β between the tail rotor's lift and the horizontal line Sp1. The horizontal component of the tail rotor's lift on the horizontal line Sp1, perpendicular to the fuselage's longitudinal axis, decreases. The counter-torque of the large rotor causes the aircraft to turn right. The left foot pushes forward on the left foot pedal of the yaw rocker arm, pushing the right end of the yaw rocker arm backward. This triggers the tail fifth, tail sixth, tail fourth, tail third, tail second, and tail first levers to move forward, pulling the one-way rocker arm forward. The lift of the tail rotor deflects backward, decreasing the angle β between the tail rotor's lift and the horizontal line Sp1. The horizontal component of the tail rotor's lift on the horizontal line Sp1, perpendicular to the fuselage's longitudinal axis, increases. This horizontal component torque causes the aircraft to turn left.

4. The constant-speed dual-rotor aircraft according to claim 1, characterized in that: In the initial state, the large rotor rotates clockwise, and the counter-torque of the large rotor causes the aircraft to rotate counterclockwise. The one-way rocker arm tilts to the right rear, the rotation surface of the tail rotor tilts to the right rear, and the lift of the tail rotor tilts horizontally to the left front. The angle between the tail rotor and the horizontal line Sp1 perpendicular to the longitudinal axis of the fuselage is β, where β > 4°. The torque of the component of the tail rotor's lift on the horizontal line Sp1 perpendicular to the longitudinal axis of the fuselage to the center of gravity of the aircraft causes the aircraft to rotate clockwise. The flight controller manipulates the tail servo to change the angle of the tail rotor's lift tilting to the left and forward, thus controlling the yaw. Alternatively, the mechanical control system can be used to control the aircraft's pitch, roll, and yaw. The right foot pushes forward on the right foot pedal of the yaw rocker arm, moving the right end of the yaw rocker arm forward. This, in conjunction with the fifth, sixth, fourth, third, second, and first tail sticks, moves them forward, pulling the one-way rocker arm forward. This deflects the tail rotor's lift backward, reducing the angle β between the tail rotor's lift and the horizontal line Sp1. The tail rotor's lift is then perpendicular to the fuselage's longitudinal axis. As the horizontal component of the horizontal force Sp1 increases, this torque causes the aircraft to turn to the right. The left foot pushes forward onto the left foot pedal of the yaw rocker arm, and the right end of the yaw rocker arm moves backward, which in turn moves the fifth, sixth, fourth, third, second, and first tail levers backward, pushing the one-way rocker arm to deflect backward. The lift of the tail rotor deflects forward, and the angle β between the lift of the tail rotor and the horizontal force Sp1 increases. The horizontal component of the tail rotor's lift perpendicular to the longitudinal axis of the fuselage Sp1 decreases, and the counter-torque of the large rotor 1 causes the aircraft to turn to the left.

5. The constant-speed dual-rotor aircraft according to claim 1, characterized in that: The rear universal joint mount is connected to the upper rear of the fuselage. The rear main rotor, rear main motor, rear seesaw-type blade flapping hub, rear universal joint, and rear universal joint shaft are coupled to the rear universal joint mount. The rear left servo mount, rear left servo, rear left servo arm, and rear left servo lever are coupled to the left end of the rear universal joint. The rear right servo mount, rear right servo, rear right servo arm, and rear right servo lever are coupled to the right end of the rear universal joint. Two ESCs are connected to the two main motors. A flight controller is connected to the two ESCs and four servos. The flight controller controls the pitch of the main rotor by linking the left and right servos, and controls the pitch of the rear main rotor by linking the rear left and rear right servos, thus achieving pitch control. The flight controller controls the pitch of the rear main rotor synchronously with the main rotor by linking the left and right servos. The servo and right servo change the lift direction of the main rotor to tilt left or right, and the differential left servo and rear right servo change the lift direction of the rear main rotor to tilt left or right synchronously with the main rotor, thus achieving roll control. The flight controller changes the lift direction of the main rotor to tilt left or right through the differential left servo and right servo, and the differential left servo and rear right servo change the lift direction of the rear main rotor to tilt right or left in the opposite direction to the main rotor, thus achieving yaw control. During the pitch, roll and yaw of the aircraft, the rotation speed of the main rotor and the rear main rotor remains constant. The main rotor and the rear main rotor are the same size, and the corresponding drive motor parameters are the same. The blades of the main rotor and the rear main rotor can swing up and down around the horizontal axis of the hub to reduce the alternating torque at the blade root.Alternatively, a mechanical control system can be used to control the aircraft's pitch, roll, and yaw. This system includes: a left-side first lever, a left-side first vertical directional rocker arm, a left-side first vertical directional rocker seat, a left-side second lever, a left-side second vertical directional rocker arm, the left side of the pitch and roll combined control stick, a left-side third lever, the left end of the bidirectional rocker arm, coupled to the left rear of the universal rocker arm seat; a right-side first lever, a right-side first vertical directional rocker arm, a right-side first vertical directional rocker seat, a right-side second lever, a right-side second vertical directional rocker arm, the right side of the pitch and roll combined control stick, a right-side third lever, the right end of the bidirectional rocker arm, coupled to the right rear of the universal rocker arm seat; the bidirectional rocker arm, the pitch and roll combined control stick universal joint, the pitch and roll combined control stick short stick, and a forward longitudinal lever coupled to the front of the pitch, roll, and yaw combined control stick. The following components are listed: left rear first lever, left rear first vertical directional rocker arm, left rear first vertical directional rocker seat, left rear second lever, left rear second vertical directional rocker arm, left side of the rear pitch and roll combined control stick seat, left rear third lever, left end of the rear bidirectional rocker arm, coupled to the left front of the rear universal rocker arm seat; right rear first lever, right rear first vertical directional rocker arm, right rear first vertical directional rocker seat, right rear second lever, right rear second vertical directional rocker arm, right side of the rear pitch and roll combined control stick seat, right rear third lever, right end of the rear bidirectional rocker arm, coupled to the right front of the rear universal rocker arm seat, rear bidirectional rocker arm, pitch and roll combined control stick universal joint core, rear pitch and roll combined control short stick, rear longitudinal lever coupled to the rear of the pitch, roll and yaw combined control stick, yaw rocker arm. The lower end of the pitch, roll, and yaw control stick is coupled with the yaw rocker arm bracket, the fifth tail lever, the foot-operated yaw rocker arm, the radial joint bearing, and the radial joint bearing seat. The roll and yaw forks are connected to the pitch, roll, and yaw control stick. Pushing or pulling the pitch, roll, and yaw control stick forward or backward with the right hand will cause the forward longitudinal lever to push the pitch and roll control stick and the rear longitudinal lever to pull the rear pitch and roll control stick forward or backward, thus controlling the lift of the large rotor and the rear large rotor to tilt forward or backward simultaneously, achieving aircraft pitch control. Pushing the pitch, roll, and yaw control stick to the right or left with the right hand will cause the roll and yaw forks to push the pitch and roll control stick and the rear pitch and roll control stick to the right or left. The yaw action, in conjunction with the lift of the main rotor and the rear rotor, tilts the aircraft to the right or left, achieving roll control. The right foot steps forward on the right foot pedal of the yaw arm, causing the yaw arm to swing forward, the roll and yaw fork to turn right, the pitch and roll control stick to swing right, the rear pitch and roll control stick to swing left, the main rotor's lift tilting to the right, and the rear rotor's lift tilting to the left, turning the aircraft to the right. The left foot steps forward on the left foot pedal of the yaw arm, causing the yaw arm to swing backward, the roll and yaw fork to turn left, the pitch and roll control stick to swing left, the rear pitch and roll control stick to swing right, the main rotor's lift tilting to the left, and the rear rotor's lift tilting to the right, turning the aircraft to the left, achieving yaw control.

6. The constant-speed dual-rotor aircraft according to claim 1, characterized in that: In the mechanical control system, the second left stick is divided into two sections and coupled together by a left linear motor to form a single second left stick. The second right stick is divided into two sections and coupled together by a right linear motor to form a single second right stick. The fifth tail stick is divided into two sections and coupled together by a yaw linear motor to form a single fifth tail stick. The flight controller connects the left linear motor, the right linear motor, and the yaw linear motor to form a manual-automatic integrated control system for pitch, roll, and yaw.

7. The constant-speed dual-rotor aircraft according to claim 1, characterized in that: The U-shaped frame, one-way rotating shaft, overrunning clutch, bearings, plane bearings, one-way rotating shaft sleeve, pins, etc., are coupled to form a seesaw-type blade flapping hub with an overrunning clutch. The seesaw-type blade flapping hub with an overrunning clutch connects the large rotor to the large motor. The seesaw-type blade flapping hub with an overrunning clutch connects the rear large rotor to the rear large motor. If the large motor fails, the large rotor can enter a spin state for forced landing, improving safety. If the rear large motor fails, the rear large rotor can enter a spin state for forced landing, improving safety.

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