Aircraft birotor configuration

Abstract

The utility model relates to a kind of aircraft double-rotor structure, comprising: an aircraft body, with two shaft poles in front and back;Two groups of the rotor set of upper and lower settings are arranged on each shaft pole, and the rotor set comprises the rotor blade corresponding to each other and being arranged on the two sides of shaft pole, and two propulsion modules vertically opposite with two rotor blades respectively, the rotor blade of the rotor set of same shaft pole is misaligned and is set to same direction rotation, and the rotor blade on two different shaft poles is opposite reverse rotation;Propulsion module includes a track seat, a duct fan is installed in track seat, and one side of duct fan is equipped with a return spring, and a connecting piece is arranged between duct fan and shaft pole, and connecting piece can drive rotor blade to change angle.Therefore, the utility model directly drives rotor blade to generate ascending buoyancy using propulsion module, so as to drive aircraft body to ascend and descend;And flight is stable and comfortable, easy to control, structure is simple, reduce failure, and reduce production working hours and material cost, enhance flight safety.

Description

Technical Field

[0001] This utility model relates to the field of aircraft technology. It relates to a dual-rotor structure for aircraft, which can be applied to a composite aircraft that integrates a light general-purpose fixed-wing aircraft, a rotorcraft, and a helicopter. It can perform amphibious activities such as walking on the ground, flying in the air, and drifting on water. It can improve problems such as helicopter control, noise, air pollution, safety, maintenance, and energy consumption. It can autonomously use the energy that must be used during flight to generate electricity and recover and store it to effectively provide endurance energy. Background Technology

[0002] Urban traffic congestion now generates air pollution and noise, which seriously threaten residents' living environment and quality of life. The vulnerability of surface transportation systems is mainly affected by construction and maintenance costs and topography and weather conditions, which consume a lot of resources and budgets. In particular, most parts of the world have relatively few plains and complex terrain, and investing high costs in transportation construction between urban and rural areas is a problem for most regions. Therefore, the need to develop safe, reliable and convenient air transportation systems is becoming increasingly apparent.

[0003] On the other hand, although electric vehicles and hydrogen fuel cell vehicles have made significant progress, they still cannot overcome the constraints of limited road space. This has led to the emergence of various flying cars and small aircraft, resulting in a wide variety of styles. However, both vertical takeoff and landing (VTOL) and taxiing takeoff and landing (TTOL) aircraft are too large (mainly due to excessively long or numerous rotors), causing their width to exceed 3 meters. This prevents other vehicles from using the roads, and even the smallest taxiing fixed-wing aircraft cannot take off and land on roads, impacting traffic. Therefore, flying vehicles still require airports or specific locations, placing an additional burden and posing danger to airports. This significantly restricts the development of small aircraft as a more widespread form of private transportation. Thus, flying cars can only serve as entertainment or transportation tools for a minority and are not suitable as a better personal mode of transport. However, developing more and better air transportation systems involves many issues, including transportation, defense, and environmental budgets. In particular, legal regulations and overall system planning require small-scale pilot projects to gradually improve and expand the widespread adoption of air transportation systems. This is a crucial direction for future progress.

[0004] For a long time, helicopters have been one of the most widely used air transportation tools and an important vehicle for airborne troop and firepower delivery. The reason why helicopters are widely used is that they do not require a runway for takeoff and landing, and they have the functions of vertical takeoff, vertical landing and hovering. In addition, the radius of their rotors is usually smaller than that of the fixed wings of ordinary passenger planes, so there are many practical applications. At present, there are two types of rotor drive methods for helicopters. One uses a fuel engine, which is large, heavy and complex in structure, has a relatively high failure rate, and has noise and pollution problems. The other uses an electric motor to drive the rotor. The motor takes up a certain amount of space and adds weight. For example, the motor of a light helicopter weighs at least 50 kilograms and requires a larger battery to solve the problem of range. For ultralight helicopters, the total weight of the motor and battery exceeds the average weight of two adults.

[0005] As can be seen from the above, there are still many areas where helicopter rotor drive needs improvement. Previous designs aimed at solving these problems included installing jet engines at the rotor tips, but these designs lacked practical value and made no progress due to unresolved issues such as air supply, rotor load-bearing capacity, and centrifugal force.

[0006] Another design involves mounting rotor propulsion modules at both ends of a lever arm at a 90-degree angle to the rotor, either above or below the rotor. This type of device is not suitable for arranging coaxial counter-rotating rotors. This design requires a taller and longer main rotor shaft to accommodate the four-layer device, which will increase air resistance and fuselage flight stability, as well as consume more energy or create danger. Furthermore, since the rotor is driven indirectly rather than directly, it will consume more energy. Moreover, the single-layer rotor in this configuration will not have the advantages of a double counter-rotating rotor, such as greater lift, self-cancelling rotation torque reversal, and more stable flight attitude.

[0007] To address the aforementioned problems, the inventor of this utility model previously filed an invention patent application in China with publication number CN116534248A, entitled "Helicopter Rotor Drive Structure," to improve the aforementioned deficiencies. However, based on years of rich design, development, and practical manufacturing experience in this related industry, the inventor of this utility model has further researched and improved upon the invention, and hereby provides a dual-rotor structure for aircraft, aiming to achieve better practical value. Utility Model Content

[0008] The main purpose of this utility model is to provide a dual-rotor structure for aircraft that can improve problems such as helicopter control, noise, air pollution, safety, maintenance, upkeep, and energy consumption. It can autonomously utilize the energy required for flight to generate electricity and recover and store it to effectively improve the range of flight.

[0009] The secondary objective of this invention is to provide a dual-rotor structure for aircraft that can solve the problems of short flight range, complex and bulky drive devices, and insufficient power supply in aircraft, and can generate its own power to effectively drive the dual rotors.

[0010] The main purpose and effect of this utility model's aircraft dual-rotor structure are achieved through the following specific technical means:

[0011] This utility model discloses a dual-rotor structure for an aircraft, comprising: an aircraft body with two shafts (front and rear); four rotor assemblies, with two sets of rotor assemblies arranged vertically on each shaft, and each rotor assembly including rotor blades arranged on both sides of the shaft and corresponding to each other, and two propulsion modules perpendicularly opposite to the two rotor blades. The rotor blades of the upper and lower rotor assemblies on the same shaft are staggered and rotate in the same direction, while the rotor blades on two different shafts rotate in opposite directions. The propulsion modules provide the power required for the rotor assembly to rotate. Thus, the propulsion modules of the upper and lower rotor assemblies directly drive the rotor blades to generate lift, thereby driving the aircraft body to ascend and descend.

[0012] In a preferred embodiment of the dual-rotor structure of this utility model, the propulsion module includes a track base, in which a ducted fan is mounted. A return spring is provided on one side of the ducted fan, and a connector is provided between the ducted fan and the shaft. The connector can drive the rotor blades mounted on the shaft to change their angle. Thus, the ducted fan provides lift to both rotor assemblies. Furthermore, the centrifugal force generated by the rotation of the ducted fan allows it to slide on the track base. This displacement causes the connector to change the angle of the rotor blades, thereby increasing the rotor speed and angle of attack, automatically adapting to the required lift and adjusting the rotor angle of attack to increase lift and control flight speed. Additionally, when the ducted fan reduces its speed or stops rotating, it can be reset by the return spring to reduce lift for hovering or descent.

[0013] In a preferred embodiment of the dual-rotor structure of the aircraft of this utility model, the aircraft body further includes a nose, a tail, and landing pulleys.

[0014] In a preferred embodiment of the dual-rotor structure of the present invention, a pivot seat is provided on the top of the aircraft body, and a side fixed wing is pivotally mounted on the pivot seat. The side fixed wing can be deployed or turned and retracted according to the flight requirements.

[0015] In a preferred embodiment of the dual-rotor structure of the aircraft of this utility model, the ducted fan of the propulsion module is driven by an electric motor.

[0016] In a preferred embodiment of the dual-rotor structure of the present invention, a horizontal propulsion propeller is provided at the nose or tail of the aircraft body, and the horizontal propulsion propeller is used to drive the aircraft body to fly horizontally.

[0017] This utility model has at least the following beneficial effects:

[0018] The dual-rotor structure of this utility model utilizes the upper and lower rotor blades of the coaxial rod to be staggered and oppositely arranged and rotate in the same direction, while the rotor blades on different shafts are arranged to rotate in opposite directions. This allows the aircraft to avoid the upper and lower rotor blades from excessively bending and colliding with each other during extreme motion when the coaxial rotors reverse.

[0019] The dual-rotor structure of this invention directly drives the rotor blades to generate lift through the propulsion modules of the upper and lower rotor groups, resulting in greater maneuverability. This structure can also be applied to medium and large helicopters, thus expanding its application range.

[0020] The dual-rotor structure of this invention allows the ducted fan on the synchronously driven propulsion module to increase lift as needed. The centrifugal outward pull generated by the rotation of the ducted fan adjusts the angle of attack of the rotor blades to control the lift. The higher the rotor speed, the greater the centrifugal force, the farther the ducted fan extends outward, the greater the angle of attack of the rotor blades, and the greater the lift. Conversely, the lower the speed, the smaller the lift. In other words, directly controlling the rotor speed can increase the angle of attack of the rotor blades, thus overcoming the shortcomings of complex take-off and landing controls in current helicopters.

[0021] This invention relates to a dual-rotor aircraft structure. By reversing the rotor blades of the front and rear shafts, the torque and lift difference between the left and right sides are offset. The tail rotor and its transmission components are omitted, and bearingless and hubless rotor blades can be used. The hub control lever for changing the blade angle of attack is also omitted, making the whole aircraft fly smoothly and comfortably, easy to operate, simple in structure, reducing failures, reducing production time and material costs, and enhancing flight safety. Attached Figure Description

[0022] Figure 1 : A three-dimensional appearance diagram of the dual-axis dual-rotor assembly of this utility model.

[0023] Figure 2 : Side view schematic diagram of the dual-axis dual-rotor assembly of this utility model.

[0024] Figure 3 : A schematic diagram of the outward centrifugal state of the ducted fan of the propulsion module of this utility model.

[0025] Figure 4 : A schematic diagram of the ducted fan in the reset state of the propulsion module of this utility model.

[0026] Figure 5 : Schematic diagram of the deployed side fixed wing of this utility model.

[0027] Figure 6 : A top view of the deployed side fixed wing of this utility model.

[0028] Figure 7 : Schematic diagram of the side fixed wing of this utility model in the retracted state.

[0029] Figure 8 : A top view of the side fixed wing retracting of this utility model.

[0030] Figure 9 : Side view schematic diagram of the parachute compartment of this utility model in the opened state.

[0031] Symbol explanation:

[0032] 1: Aircraft body; 11: Axle;

[0033] 12: Nose; 13: Propeller;

[0034] 14: Tail section; 15: Landing pulley;

[0035] 16: Pivot seat; 17: Side stabilizer;

[0036] 2: Rotor assembly; 21: Rotor blade;

[0037] 22: Propulsion module; 221: Track mount;

[0038] 222: Ducted fan; 223: Return spring;

[0039] 224: Connector;

[0040] 4: Horizontal propeller; 5: Parachute compartment;

[0041] 51: Parachute. Detailed Implementation

[0042] First, please refer to Figures 1 to 2 The diagram shows the three-dimensional appearance and side view of the dual-rotor structure of the aircraft of this utility model. The dual-rotor structure of the aircraft of this utility model mainly includes:

[0043] An aircraft body 1 has two shafts 11, one at the front and one at the rear.

[0044] Four rotor groups 2 are provided, with two sets of rotor groups 2 arranged vertically on each shaft 11, meaning two sets of rotor groups 2 are installed on each of the two shafts 11. Each rotor group 2 includes rotor blades 21 arranged on both sides of the shaft 11 and corresponding to each other, and two propulsion modules 22 perpendicular to the two rotor blades 21 respectively. The rotor blades 21 of the upper and lower rotor groups 2 on the same shaft 11 are staggered, and the rotor blades of the upper and lower rotor groups 2 rotate in the same direction. The rotor blades 21 on the two shafts 11 rotate in different directions. The rotor blades of the rotor assembly 2 with different shafts 11 rotate in opposite directions. The propulsion module 22 mainly provides the power required for the rotor assembly 2 to rotate. The propulsion module 22 includes a track seat 221, in which a ducted fan 222 is installed. A return spring 223 is provided on one side of the ducted fan 222. A connector 224 is provided between the ducted fan 222 and the shaft 11. The connector 224 can drive the rotor blades 21 installed on the shaft 11 to change their angle.

[0045] In actual assembly and use, the aircraft body 1 refers to a composite aircraft integrating a light general-purpose fixed-wing aircraft, a rotorcraft, and a helicopter, capable of amphibious activities including ground walking, air flight, and water drifting. Please refer to [the relevant documentation / reference]. Figures 1 to 9 As shown, the aircraft body 1 basically includes a nose 12, a propeller 13, a tail 14, and a landing pulley 15. Two sets of rotor assemblies 2 are respectively installed on the two shafts 11 at the top of the aircraft body 1, and each rotor assembly 2 is assembled on the same horizontal plane. When installing two sets of rotor assemblies 2, the two rotor assemblies 2 are arranged vertically, so that they are positioned on two parallel horizontal planes (e.g., ...). Figures 1 to 4 (As shown); when the rotor assembly 2 is installed, rotor blades 21 are respectively assembled on two corresponding sides of the shaft 11, and propulsion modules 22 are respectively installed between the two rotor blades 21, so that the propulsion modules 22 and the rotor blades 21 are vertically spaced and correspond; when the upper and lower rotor assemblies 2 are installed, the rotor blades 21 and propulsion modules 22 at the upper position are offset from the rotor blades 21 and propulsion modules 22 at the lower position; in this way, the two sets of rotor assemblies 2 on the two shafts 11 are respectively assembled.

[0046] Furthermore, a pivot seat 16 is provided on the top of the aircraft body 1, and a side fixed wing 17 is pivotally mounted on the pivot seat 16. The side fixed wing 17 can be deployed or turned and retracted according to flight requirements (e.g., Figures 5 to 8(As shown). In actual flight, the ducted fan 222 in the propulsion module 22 of this invention uses an electric motor (no noise, no carbon emissions). The ducted fan 222 is installed in the track seat 221. At the same time, a return spring 223 is installed in the track seat 221 and is located at the outer end of the ducted fan 222. A connector 224 is correspondingly assembled at the inner end of the ducted fan 222. One end of the connector 224 is connected to the position where the rotor blade 21 is pivotally assembled on the shaft 11, so that the two propulsion modules 22 are arranged perpendicularly to the two rotor blades 21.

[0047] Please refer to Figures 1 to 9 As shown, when the propulsion module 22 rotates, a small electric motor (no noise, no carbon emissions) directly drives the ducted fan 222 to rotate, which in turn drives the rotor blades 21 to rotate the shaft 11. This allows the rotor assembly 2 to directly drive the rotor blades 21 to generate lift, causing the aircraft body 1 to rise and fall. Furthermore, the engine power during rotation affects the centrifugal force generated by the ducted fan 222, allowing it to slide on the track seat 221. A greater centrifugal force causes the ducted fan 222 to move outwards and compress the return spring 223, simultaneously pulling the connecting member 224. This connection changes the angle of the rotor blades 21 on the shaft 11. Therefore, the lift is adjusted by using the outward centrifugal force of the rotating ducted fan 222 to adjust the angle of attack of the rotor blades 21. The higher the rotational speed of the rotor blades 21, the greater the centrifugal force, the further the ducted fan 222 moves outwards, the greater the angle of attack of the rotor blades 21, and the greater the lift. Conversely, a lower rotational speed results in less lift. In other words, directly controlling the rotational speed of the rotor assembly 2 can increase the angle of attack of the rotor blades 21. Additionally, when the ducted fan 222 reduces its speed or stops rotating, the return spring 223 can reset the centrifugally displaced ducted fan 222.

[0048] Furthermore, the propulsion module 22 used in this invention utilizes an electric motor, which is noiseless, carbon-free, and lightweight (approximately 1 kg). Its four rotor groups 2 also weigh no more than 10 kg. When used in small, medium, or large helicopters, it is far superior to any existing traditional drive method in terms of size, weight, noise, air pollution, maintenance, safety, and energy consumption, and has an absolute advantage.

[0049] like Figure 2As shown, when the aircraft body 1 ascends or descends, the lift of the two sets of rotors 2 on the dual shafts is used to propel it up and down, while the horizontal propulsion propeller 4 propels it forward. When the desired altitude is reached, the power of the propulsion module 22 (i.e., the ducted fan) is reduced or stopped, and the aircraft body 1 is propelled only by the horizontal propulsion motor on the tail 14 (not shown in the figure). At this time, the rotor blades 21 are driven by the airflow and spin to generate lift to maintain flight. The rotation of the rotor blades 21 can generate electricity, which can be recovered and stored for use during continuous flight or when ascending, descending, or hovering. Therefore, the propulsion module is connected to an energy storage unit (not shown in the figure) to store electricity. If the electricity is sufficient, it can also supply other power needs during helicopter flight. Therefore, the propulsion module 22 in this utility model also functions as a generator, which can continuously supply power to solve the problems of short helicopter range and excessively large and heavy batteries.

[0050] Furthermore, a parachute compartment 5 is provided at the top of the shaft 11. In case of an emergency during helicopter flight, the parachute compartment 5 can be automatically or manually ejected, allowing the parachute 51 to utilize air resistance to buffer the time required for the helicopter to land, thus slowing its descent and ensuring a safe landing (e.g., Figure 9 (As shown). Because the main rotor assembly that provides power in this invention is synchronously and directly driven, rather than indirectly driven by another engine through a transmission mechanism to generate lift and then pull the body forward, the main rotor shaft is fixed and does not rotate, thus not interfering with the ejection of the parachute into the parachute compartment.

[0051] Based on the above description of the implementation of this utility model, it can be seen that, compared with the prior art, this utility model mainly has the following advantages:

[0052] I. The dual-rotor structure of this utility model utilizes the upper and lower rotor blades of the coaxial rod to be staggered and oppositely arranged and rotate in the same direction, while the rotor blades on different shafts are arranged to rotate in opposite directions. This allows the aircraft to avoid the upper and lower rotor blades from excessively bending and colliding with each other during extreme motion when the coaxial rotors reverse.

[0053] II. The dual-rotor structure of this utility model directly drives the rotor blades to generate lift through the propulsion modules of the upper and lower rotor groups, which makes it more maneuverable. This structure can also be applied to medium and large helicopters, thereby expanding its application range.

[0054] Third, this utility model is driven by an electric motor, with no noise and no carbon emissions. It can take off and land vertically or hover in open spaces of 10 meters by 10 meters or smaller (such as the top floor of large buildings in residential areas or commercial districts, indoor and outdoor parking lots, public activity squares, transportation hubs, hospitals, schools, parks, lawns, lakes, and rivers). It can be parked on the road or enter any indoor garage or open-air parking lot as needed. When the rotor blades are folded, the area is only 1.5m (width) * 5m (length), which occupies a very small space.

[0055] IV. The dual-rotor structure of this utility model allows the ducted fan on the synchronously driven propulsion module to increase lift as needed. The centrifugal outward pull generated by the rotation of the ducted fan adjusts the angle of attack of the rotor blades by rotating them. The higher the rotor blade speed, the greater the centrifugal force, the farther the ducted fan extends outward, the greater the angle of attack of the rotor blades, and the greater the lift. Conversely, the lower the speed, the smaller the lift. In other words, directly controlling the rotor speed can increase the angle of attack of the rotor blades, thus improving the shortcomings of the complex take-off and landing control of current helicopters.

[0056] V. The dual-rotor structure of this utility model cancels out the torque and lift difference between the front and rear shafts by reversing the rotor blades. It eliminates the tail rotor and its transmission components, and can use bearingless and hubless blades. It also eliminates the hub control lever for changing the blade angle of attack, making the whole aircraft fly smoothly and comfortably, easy to operate, simple in structure, reducing failures, reducing production time and material costs, and enhancing flight safety.

[0057] VI. The dual-rotor structure of this utility model, by setting a set of horizontal propulsion motors at the tail of the cabin, propels the aircraft to move forward in the air, on the ground, or on water. The propellers can also reverse, making it easy to move backward on the ground or water, and to enter or exit parking spaces or garages.

[0058] VII. The dual-rotor structure of this utility model features a side fixed wing that can be steered and deployed or retracted at the pivot point on the fuselage top. When the aircraft is traveling on a ground road, the side fixed wing can be steered and retracted to reduce the space occupied and not affect the movement of other vehicles. When the aircraft completes its ascent and reaches a certain airspeed, the rotor blades automatically and gradually decelerate to save energy. When the rotor blades enter automatic rotation, a power generation and recovery point is provided. The fixed wing system can enable the aircraft to reach a higher airspeed, share the load of the entire aircraft, extend the service life of the suspension wing, and increase flight safety.

[0059] 8. The dual-rotor structure of this utility model can be applied to various models of aircraft depending on the purpose of use, including manned or unmanned, automatic or manual, military (reconnaissance, attack, command, communication), civilian (express delivery, transportation, rental, passenger, sports, sightseeing, entertainment, commuting) or public (firefighting, disaster relief, first aid, arrest, exploration, surveying, inspection, maintenance), all of which can meet customer needs.

[0060] 9. The dual-rotor structure of this utility model is simple in structure, sturdy and durable, easy to operate, inexpensive to maintain, affordable, energy-saving and environmentally friendly, economical and cost-effective.

[0061] The above descriptions are merely a few embodiments of this utility model. Those skilled in the art can make various modifications or variations to the embodiments of this utility model based on the content disclosed in the application documents without departing from the spirit and scope of this utility model.

Claims

1. A dual-rotor structure for an aircraft, characterized in that, Includes: The aircraft body has two shafts, front and rear. Four rotor groups are arranged, with two rotor groups mounted on each shaft, one above the other. Each rotor group includes rotor blades mounted on both sides of the shaft and corresponding to each other, and two propulsion modules perpendicular to the two rotor blades. The rotor blades of the upper and lower rotor groups on the same shaft are staggered and rotate in the same direction, while the rotor blades on two different shafts rotate in opposite directions. The propulsion modules provide the power required for the rotor groups to rotate. Each propulsion module includes a track seat, in which a ducted fan is mounted. A return spring is provided on one side of the ducted fan. A connector is provided between the ducted fan and the shaft, which can drive the rotor blades mounted on the shaft to change their angle.

2. The aircraft dual-rotor structure as described in claim 1, characterized in that, The aircraft body also includes a nose, a tail, and landing wheels.

3. The aircraft dual-rotor structure as described in claim 1, characterized in that, A pivot seat is provided on the top of the aircraft body, and a side fixed wing is pivotally mounted on the pivot seat. The side fixed wing can be deployed or turned and retracted as needed for flight.

4. The aircraft dual-rotor structure as described in any one of claims 1 to 3, characterized in that, The ducted fan of the propulsion module is driven by an electric motor.

5. The aircraft dual-rotor structure as described in claim 2, characterized in that, A horizontal propeller is provided at the nose or tail of the aircraft body, and the horizontal propeller is used to drive the aircraft body to fly horizontally.

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