Low-speed rotor system with lift augmentation

Abstract

The utility model discloses a low-speed rotor wing system with lift enhancement, which comprises a rotor wing and a propeller shaft, the rotor wing takes the propeller shaft as a rotation center, has a certain blade attack angle and a certain blade angle, and is arranged in a balanced manner relative to the center of the propeller shaft, and the rotor wing comprises a main wing, an aileron, a slotted structure and a connecting rib; the slotted structure is arranged on the inner side portion of the rear edge of the main wing, the auxiliary wing is fixedly installed, the connecting ribs are arranged for connection, gaps are continuous and relatively complete, the airflow quantity between the gaps is relatively large, the airflow separation or turbulence phenomenon can be delayed or improved, and noise can be effectively reduced; the rotor wing adopts a carbon fiber composite material as a main material of the system, and is light in weight and high in strength; the connecting ribs are used for fixedly bonding the main wing and the auxiliary wing through the epoxy two-component structural adhesive, and the connecting strength is high. The low-speed rotor wing system with the lift augmentation function can ensure that the propeller blades can have the advantages of large lift force and efficiency when the unmanned aerial vehicle is in a low-speed state, and accidents caused by insufficient takeoff speed and too high landing speed are avoided.

Description

Technical Field

[0001] This utility model relates to the field of unmanned aerial vehicle technology, specifically a low-speed rotor system with lift enhancement. Background Technology

[0002] Excessive speed during takeoff and landing is a major safety hazard for aircraft. Generally, the pitch angle near the propeller root is larger than that at the tip, resulting in a longer airflow path and making it more prone to premature airflow separation and turbulence. Both premature airflow separation and turbulence can cause propeller stall, which leads to loss of power and ultimately a crash. This phenomenon is most common during takeoff and landing. Summary of the Invention

[0003] The purpose of this invention is to address the shortcomings of existing technologies by proposing a low-speed rotor system with lift enhancement. The rotor features a slit structure on the inner trailing edge of the main wing. The main wing and ailerons are formed separately and then connected by connecting ribs using a two-component epoxy structural adhesive. The slits are continuous and relatively intact, allowing for a larger airflow between them. This delays or improves airflow separation or turbulence, effectively reduces noise, and provides a certain amount of lift near the trailing edge of the main wing.

[0004] To achieve the above objectives, the present invention adopts the following technical solution: a low-speed rotor system with lift enhancement, comprising a rotor and a propeller shaft, wherein the rotor rotates around the propeller shaft as its center of rotation, has a certain set blade angle of attack and blade angle, and is balanced around the center of the propeller shaft, characterized in that: the rotor comprises a main wing, an aileron, a slotted structure, and a connecting rib; further, a slotted structure is provided on the inner side of the trailing edge of the main wing of the rotor, and the aileron is fixedly installed thereon; further, a connecting rib is provided between the slotted structures of the main wing and the aileron, and the main wing and the aileron are fixedly bonded together by the connecting rib.

[0005] Furthermore, the main wing and aileron of the rotor adopt an airfoil with a full nose and maximum thickness at the front.

[0006] Furthermore, the aileron is based on the main wing and is set back a distance relative to the main wing and bent downwards.

[0007] Furthermore, the aileron is located near the airflow separation zone at the trailing edge of the main wing, and the leading edge of the aileron is about 2 / 3 of the distance from the leading edge of the main wing; furthermore, the aileron is located on the inner side of the main wing, and its radial dimension is 1 / 2 to 1 / 3 of the rotor span.

[0008] Furthermore, the main wing and aileron are equipped with different blade angles of attack. The blade angle of attack of the aileron is 5 to 30° greater than that of the main wing, with the larger value taken at low speeds.

[0009] Furthermore, the number of connecting ribs is greater than or equal to 2, and the number of connecting ribs is adjusted according to the rotor's rotational speed and structure to maintain the rotor's connection strength.

[0010] Furthermore, the aileron can be single-segment, double-segment, or triple-segment, with the inter-segment connection structure being the same as that of the main wing and aileron. The rotor speed is low, and there are many segments.

[0011] Furthermore, the gap between the main wing and the aileron of the slotted structure is 0.9-3 times the maximum thickness of the aileron, with a smaller value used when the rotational speed is low and the bending is large.

[0012] Furthermore, the connecting rib is configured as a thin sheet structure, with one end of the connecting rib configured as a U-shaped structure adapted to the leading edge of the aileron, and the other end configured as a structure adapted to the shape of the connection point at the lower surface of the trailing edge of the main wing.

[0013] Furthermore, the rotor, including the connecting ribs, uses high-strength, high-modulus carbon fiber composite material as the main material of the system; the fixing and bonding uses epoxy two-component structural adhesive.

[0014] The beneficial effects of this utility model are as follows: 1. The implementation of this patent enables the UAV to maintain a large lift and efficiency even at low speeds, avoiding accidents caused by insufficient takeoff speed or excessive landing speed; 2. The slotted structure on the trailing edge of the main wing in this patent will delay or improve the generation of airflow separation or turbulence, and effectively reduce noise; 3. In this patent, the main wing and aileron of the rotor are made of carbon fiber and the connection between them is fixed by bonding with connecting ribs, which reduces the weight of the rotor system while maintaining high strength and reducing centrifugal force. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the overall structure of the low-speed, high-efficiency lift rotor system of this utility model.

[0016] Figure 2 Cross-sectional view of the low-speed, high-efficiency lift rotor system of this utility model Figure I .

[0017] Figure 3 Cross-sectional view of the low-speed, high-efficiency lift rotor system of this utility model Figure II .

[0018] Figure 4 A cross-sectional view of the airfoil of the low-speed, high-efficiency lift rotor system of this utility model. Figure I .

[0019] Figure 5 This is a cross-sectional view of the airfoil of a utility model low-speed, high-efficiency lift rotor system. Figure II .

[0020] Figure 6 This is a cross-sectional view of the airfoil of a utility model low-speed, high-efficiency lift rotor system. Figure III .

[0021] Figure 7 A cross-sectional view of the airfoil of the low-speed, high-efficiency lift rotor system of this utility model. Figure IV . Attached image description:

[0023] 100. Rotor; 200. Shaft; 300. Main wing; 301. Leading edge of main wing; 302. Trailing edge of main wing; 400. Aileron; 401. Leading edge of aileron; 402. Trailing edge of aileron; 500. Connecting rib; U-shaped groove 501. Detailed Implementation

[0024] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0025] like Figure 1-7 As shown, a low-speed rotor system with lift enhancement includes two parts: a rotor 100 and a propeller shaft 200. The rotor 100 rotates around the propeller shaft 200 as its rotation center, has a certain blade angle of attack and blade angle, and is balanced around the center of the propeller shaft 200. The rotor 100 includes a main wing 300, an aileron 400, a slotted structure, and a connecting rib 500. The rotation of the rotor 100 drives the aircraft to rise. The main wing 300 has a slotted structure on the inner side of the trailing edge 302 and ailerons 400 are fixedly installed thereon. Ailerons 400 can delay or improve the generation of airflow separation or turbulence during the ascent or descent of the main wing 300 and can effectively reduce noise. At the same time, the part of the main wing 300 that is relatively close to the trailing edge 302 of the main wing can also provide a certain amount of lift. Furthermore, a connecting rib 500 is provided between the main wing 300 and the ailerons 400. The main wing 300 and the ailerons 400 are fixedly bonded by the connecting rib 500, which reduces the weight of the rotor system. The gap between the slots of the main wing 300 and the ailerons 400 is continuous and relatively complete, and the airflow between the gaps is relatively large.

[0026] Furthermore, the main wing 300 and aileron 400 of the rotor 100 adopt an airfoil with a full nose and forward maximum thickness; the aileron 400 is based on the main wing 300 and is set back and bent downward relative to the main wing 300 to obtain a larger airfoil camber and a larger rotor area, which further promotes the lift enhancement effect at low speeds; the airfoil has a large lift-to-drag ratio, a high maximum lift coefficient, a low minimum drag coefficient, a wide low drag range, and a mild stall process.

[0027] Furthermore, the aileron 400 is located near the airflow separation zone of the trailing edge 302 of the main wing, and the leading edge 402 of the aileron is about 2 / 3 of the distance from the leading edge 301 of the main wing; furthermore, the aileron 400 is located inside the main wing 100, and its radial dimension is 1 / 2 to 1 / 3 of the rotor span, which increases the stall angle of attack, increases the lift coefficient, and improves the lift-to-drag ratio.

[0028] Furthermore, the main wing 300 and the aileron 400 are provided with different blade angles of attack. The blade angle of attack of the aileron 400 is 5 to 30° greater than that of the main wing 300, and the larger value is taken when the rotation speed is low. During the rotation of the rotor 100, the larger blade angle of attack of the aileron 400 causes the aileron 400 to generate a certain amount of lift.

[0029] Furthermore, the number of connecting ribs 500 is greater than or equal to 2, and the number of connecting ribs 500 is adjusted according to the rotational speed and structure of the rotor 100 to maintain the connection strength of the rotor 100.

[0030] Furthermore, the aileron 400 can be single-segment, double-segment, or triple-segment, with the inter-segment connection structure being the same as that of the main wing 300 and the aileron 400. The rotor 100 has a low rotational speed and multiple segments.

[0031] Furthermore, in the slotted structure, the gap between the main wing 300 and the aileron 400 is 0.9-3 times the maximum thickness of the aileron 400, with a smaller value taken when the rotational speed is low and the bending is large, so as to facilitate the airflow under the wing to be introduced onto the wing, thereby further delaying or improving the airflow separation or turbulence phenomenon.

[0032] Furthermore, the connecting rib 500 is configured as a thin sheet structure. One end of the connecting rib 500 is configured as a U-shaped groove 501 structure adapted to the leading edge 402 of the aileron, and the other end is configured to adapt to the shape of the connection point at the lower surface of the trailing edge 302 of the main wing. The good fit between the shape of the connecting rib 500 and the main wing 300 and the aileron 400 results in a smooth connection, reduced wind resistance, and a more secure bond.

[0033] Furthermore, the rotor 100, including the connecting rib 500, uses high-strength, high-modulus carbon fiber composite material as the main material of the system, which has high strength and high density properties, and the rotor 100 system is lightweight.

[0034] Furthermore, the fixing and bonding uses a two-component epoxy structural adhesive, which has very good bonding strength.

[0035] Working principle: By selecting high-strength, high-modulus carbon fiber as the main material of rotor 100, rotor 100 has high strength and relatively low density. Simultaneously, the low-speed, high-efficiency lift rotor 100 employs a slotted structure at the trailing edge 302 of the main wing, adding an aileron 400, which delays or improves airflow separation or turbulence, and effectively reduces noise. The main wing 300 and aileron 400 of rotor 100 adopt an airfoil with a full nose and forward maximum thickness. The aileron 400 is based on the main wing 300, but is recessed and bent downwards relative to the main wing 300. To achieve a greater airfoil camber and a larger rotor area, further enhancing lift at low speeds; a fixed connection method using connecting ribs 500 to bond the main wing 300 and aileron 400 is set between them, resulting in a relatively small connection area between the blades of the main wing 300 and aileron 400, a relatively large airflow velocity, reduced system weight, and reduced centrifugal force; the low-speed high-efficiency lift rotor system can ensure that the rotor can also have a large lift at low speeds, improving the safety performance of the aircraft and preventing accidents caused by insufficient takeoff speed or excessive landing speed.

[0036] Finally, it should be noted that the above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Although the present utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A low-speed rotor system with lift enhancement, comprising a rotor and a rotor shaft, wherein the rotor rotates around the rotor shaft as its center of rotation, has a predetermined blade angle of attack and blade angle, and is balanced around the center of the rotor shaft, characterized in that: The rotor includes a main wing, an aileron, a slotted structure, and a connecting rib; further, a slotted structure is provided on the inner side of the trailing edge of the main wing and the aileron is fixedly installed thereon; further, a connecting rib is provided between the slotted structures of the main wing and the aileron, and the main wing and the aileron are fixedly bonded together by the connecting rib.

2. The low-speed rotor system with lift enhancement according to claim 1, characterized in that: The rotor's main wing and ailerons adopt an airfoil with a full nose and maximum thickness at the front.

3. A low-speed rotor system with lift enhancement according to claim 1 or 2, characterized in that: The aileron is based on the main wing and is set back a distance relative to the main wing and bent downwards.

4. A low-speed rotor system with lift enhancement according to claim 1, characterized in that: The aileron is located near the airflow separation zone at the trailing edge of the main wing, with its leading edge approximately 2 / 3 of the distance from the leading edge of the main wing. Furthermore, the aileron is located on the inner side of the main wing, with a radial dimension that is 1 / 2 to 1 / 3 of the rotor span.

5. A low-speed rotor system with lift enhancement according to claim 1, characterized in that: The main wing and aileron are equipped with different blade angles of attack. The blade angle of attack of the aileron is 5 to 30° greater than that of the main wing, with the larger value taken at low speeds.

6. A low-speed rotor system with lift enhancement according to claim 1, characterized in that: The number of connecting ribs is greater than or equal to 2, and the number of connecting ribs is adjusted according to the rotor's rotation speed and structure to maintain the rotor's connection strength.

7. A low-speed rotor system with lift enhancement according to claim 1, characterized in that: The ailerons can be single-segment, double-segment, or triple-segment, with the inter-segment connection structure being the same as that of the main wing and ailerons. The rotor speed is low, and there are many segments.

8. A low-speed rotor system with lift enhancement according to claim 1, characterized in that: The gap between the main wing and the aileron in the slotted structure is 0.9-3 times the maximum thickness of the aileron, with a smaller value used when the rotational speed is low and the bending is large.

9. A low-speed rotor system with lift enhancement according to claim 1 or 6, characterized in that: The connecting rib is configured as a thin sheet structure, with one end of the connecting rib configured as a U-shaped structure adapted to the leading edge of the aileron, and the other end configured as a structure adapted to the shape of the connection point at the lower surface of the trailing edge of the main wing.

10. A low-speed rotor system with lift enhancement according to claim 1, characterized in that: The rotor, including the connecting ribs, uses high-strength, high-modulus carbon fiber composite material as the main material of the system; the fixing and bonding uses epoxy two-component structural adhesive.

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