Dual-rotor driving device and cruising helicopter

Abstract

The utility model relates to the field of aircraft technology, concretely relates to a double rotor drive arrangement and cruising helicopter, and double rotor drive arrangement includes first drive module, second drive module and rotor module, first drive module includes first main drive subassembly and first auxiliary drive subassembly, and first main drive subassembly includes first main input shaft and first output shaft of transmission connection, and first auxiliary drive subassembly includes and first auxiliary input shaft of coaxial line with first main input shaft and reverse rotation, and second drive module includes second main drive subassembly and second auxiliary drive subassembly, and second main drive subassembly includes second main input shaft and second output shaft of transmission connection, and second auxiliary drive subassembly includes and second auxiliary input shaft of coaxial line with second main input shaft and reverse rotation, and rotor module includes the first rotor and second rotor of being able to overturn. The utility model can realize reverse torque self -balancing and flight mode conversion simultaneously, thereby simplifying transmission chain and control system, break through traditional speed barrier.

Description

Technical Field

[0001] This utility model relates to the field of aircraft technology, and in particular to a dual-rotor drive device and a cruise helicopter. Background Technology

[0002] Current helicopters, especially traditional single-rotor helicopters with a tail rotor, are valuable in specific fields due to their vertical takeoff and landing (VTOL) and hovering capabilities. However, these helicopters suffer from significant and long-standing inherent defects: First, their core design relies on the tail rotor to balance the anti-torque generated by the main rotor's rotation. This not only causes the tail rotor to consume a large amount of engine power without providing effective lift or thrust, severely reducing the overall payload capacity and range efficiency, but also increases handling complexity and instability risks during hovering or at low speeds. Second, traditional helicopters encounter insurmountable aerodynamic barriers when pursuing high-speed flight. As forward speed increases, the relative airflow speed difference between the advancing and retreating blades increases dramatically, leading to retreating blade stall and shock wave drag and severe vibrations caused by the advancing blade approaching supersonic speeds. This necessitates strictly limiting their maximum cruise speed to a relatively low standard range, which is far from meeting the demands of modern high-speed transportation. More significantly, the complex structure of this helicopter is due to the need for anti-torque balance, complex flight control such as collective pitch, cyclic pitch, and tail rotor pitch, as well as the precision transmission system, complex rotor head, and complex tail rotor system required to cope with high-speed and high-vibration environments. This complexity directly drives up manufacturing costs, especially the extremely high price of high-performance aircraft turboshaft engines, making the purchase cost of medium and large-sized civilian helicopters prohibitively expensive for ordinary users or small and medium-sized enterprises. At the same time, the complex structure also leads to high and frequent maintenance requirements, demanding extremely high professional skills from maintenance personnel, further increasing operating costs and operational difficulties, and greatly limiting the widespread adoption and application of this technology in broader civilian sectors. Utility Model Content

[0003] The technical problem to be solved by this utility model embodiment is to provide a dual-rotor drive device and a cruise helicopter to solve the problems of high cost, complex structure and limited speed of helicopters in the prior art.

[0004] This utility model discloses a dual-rotor drive device, including a first drive module, a second drive module, and a rotor module; The first drive module includes a first main drive assembly and a first auxiliary drive assembly. The first main drive assembly includes a first main input shaft and a first output shaft that are connected in transmission. The first auxiliary drive assembly includes a first auxiliary input shaft that is connected in transmission to the first output shaft. The first main input shaft and the first auxiliary input shaft are coaxial and rotate in opposite directions. The first output shaft is perpendicular to the first auxiliary input shaft and is rotated along the axial direction of the first auxiliary input shaft. The second drive module includes a second main drive assembly and a second auxiliary drive assembly. The second main drive assembly includes a second main input shaft and a second output shaft that are connected in transmission. The second auxiliary drive assembly includes a second auxiliary input shaft that is connected in transmission to the second output shaft. The second main input shaft is parallel to the first main input shaft, and the second main input shaft and the second auxiliary input shaft are coaxial and rotate in opposite directions. The first auxiliary input shaft and the second auxiliary input shaft are connected in transmission, and the first auxiliary input shaft and the second auxiliary input shaft rotate in the same direction. The second output shaft is perpendicular to the second main input shaft, and the second output shaft is flipped along the axial direction of the second main input shaft, while the first output shaft and the second output shaft are flipped relative to each other; The rotor module includes a first rotor and a second rotor, the first rotor being connected to the first output shaft and the second rotor being connected to the second output shaft.

[0005] Optionally, a first bevel gear is provided on the first main input shaft, a second bevel gear is provided on the first output shaft and meshes with the first bevel gear, and a third bevel gear is provided at one end of the first auxiliary input shaft near the first output shaft and meshes with the second bevel gear.

[0006] Optionally, the first main drive assembly further includes a first limiting frame, in which the first bevel gear, the second bevel gear, and the third bevel gear are all integrated and disposed within the first limiting frame, and the first main input shaft, the first output shaft, and the first auxiliary input shaft are rotatably connected to the first limiting frame via bearings.

[0007] Optionally, the dual-rotor drive device further includes a first intermediate transmission assembly, which includes a first intermediate transmission shaft, a fourth bevel gear disposed at one end of the first intermediate transmission shaft, and a fifth bevel gear disposed at the other end of the first intermediate transmission shaft, wherein the first intermediate transmission shaft is perpendicular to the first auxiliary input shaft. The first auxiliary input shaft is provided with a sixth bevel gear, which meshes with the fourth bevel gear. The second auxiliary input shaft is provided with a seventh bevel gear, which meshes with the fifth bevel gear.

[0008] Optionally, the first auxiliary drive assembly further includes a second limiting frame, the sixth bevel gear and the fourth bevel gear are both integrated in the second limiting frame, and the first auxiliary input shaft and the first intermediate transmission shaft are rotatably connected to the second limiting frame through bearings; The second auxiliary drive assembly also includes a third limiting frame. The seventh bevel gear and the fifth bevel gear are both integrated within the third limiting frame, and the second auxiliary input shaft and the first intermediate transmission shaft are rotatably connected to the third limiting frame via bearings.

[0009] Optionally, an eighth bevel gear is provided on the second main input shaft, a ninth bevel gear is provided on the second output shaft and meshes with the eighth bevel gear, and a tenth bevel gear is provided at one end of the second main input shaft near the second auxiliary input shaft and meshes with the fifth bevel gear. The tenth bevel gear is integrated into the third limiting frame, and the second main input shaft is rotatably connected to the third limiting frame through a bearing.

[0010] Optionally, the second main drive assembly further includes a fourth limiting frame, in which the eighth bevel gear and the ninth bevel gear are both integrated and disposed within the fourth limiting frame, and the second main input shaft and the second output shaft are rotatably connected to the fourth limiting frame via bearings.

[0011] Optionally, the dual-rotor drive device further includes a motor assembly and a tilting assembly. The motor assembly includes drive motors that are connected one-to-one with the first main input shaft, the first auxiliary input shaft, the second main input shaft, and the second auxiliary input shaft. The tilting assembly includes a first linear drive mechanism and a second linear drive mechanism. The output end of the first linear drive mechanism is connected to the first limiting frame and is used to drive the first limiting frame to tilt. The output end of the second linear drive mechanism is connected to the fourth limiting frame and is used to drive the fourth limiting frame to tilt. One-way bearings are provided on the first main input shaft, the first auxiliary input shaft, the second main input shaft, the second auxiliary input shaft, the first output shaft, and the second output shaft. The first main input shaft, the first auxiliary input shaft, the second main input shaft, and the second auxiliary input shaft are respectively connected to the corresponding drive motors through the one-way bearings. The first output shaft and the second output shaft are respectively connected to the corresponding rotors through the one-way bearings.

[0012] Optionally, the dual-rotor drive device further includes a third drive module, which includes a fifth limiting frame, a sixth limiting frame, and a second intermediate drive shaft. The first limiting frame is located between the fifth limiting frame and the second limiting frame, and the first main input shaft is rotatably connected to the fifth limiting frame through a bearing. An eleventh bevel gear is provided on the first main input shaft inside the fifth limiting frame. The fourth limiting frame is located between the sixth limiting frame and the third limiting frame, and the second main input shaft is rotatably connected to the sixth limiting frame through a bearing. A twelfth bevel gear is provided on the second main input shaft inside the sixth limiting frame. The second intermediate drive shaft is parallel to the first intermediate drive shaft, and one end of the second intermediate drive shaft is located within the fifth limiting frame and is provided with a thirteenth bevel gear that meshes with the eleventh bevel gear. The other end of the second intermediate drive shaft is located within the sixth limiting frame and is provided with a fourteenth bevel gear that meshes with the twelfth bevel gear.

[0013] Optionally, the dual-rotor drive device further includes a power auxiliary module, which includes a seventh limiting frame, a first power input shaft, and a second power input shaft. The seventh limiting frame is located between the second limiting frame and the third limiting frame, and the first intermediate transmission shaft is rotatably connected to the seventh limiting frame. The first power input shaft and the second power input shaft are located on both sides of the seventh limiting frame and are perpendicular to the first intermediate transmission shaft. A fifteenth bevel gear is provided on the first intermediate transmission shaft within the seventh limiting frame. The first power input shaft is rotatably connected to the seventh limiting frame. A sixteenth bevel gear is provided on the first power input shaft within the seventh limiting frame. A seventeenth bevel gear is provided on the second power input shaft within the seventh limiting frame. Both the sixteenth and seventeenth bevel gears are meshed with the fifteenth bevel gear. The motor assembly includes drive motors that are connected to the first main input shaft, the first auxiliary input shaft, the second main input shaft, the second auxiliary input shaft, the first power input shaft, and the second power input shaft respectively. The power assist module is provided in several units along the length of the first intermediate drive shaft.

[0014] This utility model also discloses a cruise helicopter, including a fuselage and the aforementioned dual-rotor drive device, wherein the dual-rotor drive device is disposed on the fuselage.

[0015] Compared with the prior art, the advantages of the dual-rotor drive device and cruise helicopter provided by the present invention are as follows: Through a structural design that utilizes the first main input shaft and the first auxiliary input shaft to rotate in opposite directions along the same axis, and the second main input shaft and the second auxiliary input shaft to rotate in opposite directions along the same axis, the first main input shaft and the first auxiliary input shaft work together to transmit power to the first output shaft, and the second main input shaft and the second auxiliary input shaft work together to transmit power to the second output shaft. When the first and second output shafts are flipped to a vertical position, the first rotor and the second rotor rotate in opposite directions to generate lift and naturally counteract the anti-torque, thus eliminating the need for a tail rotor system. When the first and second output shafts are flipped to a horizontal position, the front first rotor coasts to reduce noise, while the rear second rotor propels in the same direction on one side, avoiding the shock waves from the advancing blade and the stall problem of the retreating blade in traditional helicopters. This integrated drive unit, through the counter-transmission of the input shafts on both sides of the output shaft and the coordination mechanism of the relative flipping of the two output shafts, synchronously achieves anti-torque self-balancing and flight mode conversion, thereby simplifying the transmission chain and control system and breaking through traditional speed barriers. Attached Figure Description

[0016] The technical solution of this utility model will be further described in detail below with reference to the accompanying drawings and embodiments. In the accompanying drawings: Figure 1 A schematic diagram of the overall structure of the dual-rotor drive device provided in this embodiment of the utility model; Figure 2 A schematic diagram of the vertically rotating dual-rotor structure provided in this embodiment of the utility model; Figure 3 A schematic diagram of the structure of the dual rotors with horizontal rotation provided in an embodiment of this utility model; Figure 4 A schematic diagram of the assembly structure of the third drive module provided in this embodiment of the utility model; Figure 5 A schematic diagram of the power assist module assembly provided in an embodiment of this utility model.

[0017] The markings in the attached diagram are as follows: 1. First main drive assembly; 11. First main input shaft; 12. First output shaft; 13. First bevel gear; 14. Second bevel gear; 15. First limiting frame; 16. Eleventh bevel gear; 17. Drive motor; 18. Single-phase bearing; 2. First auxiliary drive assembly; 21. First auxiliary input shaft; 22. Third bevel gear; 23. Sixth bevel gear; 24. Second limiting frame; 3. Second main drive assembly; 31. Second main input shaft; 32. Second output shaft; 33. Eighth bevel gear; 34. Ninth bevel gear; 35. Tenth bevel gear; 36. Fourth limiting frame; 37. Twelfth bevel gear; 4. Second auxiliary drive assembly; 41. Second auxiliary input shaft; 42. Seventh bevel gear; 43. Third limiting frame; 5. First rotor; 6. Second rotor; 7. First intermediate transmission assembly; 71. First intermediate transmission shaft; 711. Fifteenth bevel gear; 72. Fourth bevel gear; 73. Fifth bevel gear; 74. Seventh limiting frame; 75. First power input shaft; 751. Sixteenth bevel gear; 76. Second power input shaft; 761. Seventeenth bevel gear; 8. Tilting assembly; 81. First linear drive mechanism; 82. Second linear drive mechanism; 9. Third drive module; 91. Fifth limiting frame; 92. Sixth limiting frame; 93. Second intermediate transmission shaft; 94. Thirteenth bevel gear; 95. Fourteenth bevel gear. Detailed Implementation

[0018] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The preferred embodiments of this utility model will now be described in detail with reference to the accompanying drawings.

[0019] This utility model discloses a dual-rotor drive device, including a first drive module, a second drive module, and a rotor module; The first drive module includes a first main drive assembly 1 and a first auxiliary drive assembly 2. The first main drive assembly 1 includes a first main input shaft 11 and a first output shaft 12 that are connected in transmission. The first auxiliary drive assembly 2 includes a first auxiliary input shaft 21 that is connected in transmission to the first output shaft 12. The first main input shaft 11 and the first auxiliary input shaft 21 are coaxial and rotate in opposite directions. The first output shaft 12 is perpendicular to the first auxiliary input shaft 21 and is rotated along the axial direction of the first auxiliary input shaft 21. The second drive module includes a second main drive assembly 3 and a second auxiliary drive assembly 4. The second main drive assembly 3 includes a second main input shaft 31 and a second output shaft 32 that are connected in a transmission manner. The second auxiliary drive assembly 4 includes a second auxiliary input shaft 41 that is connected in a transmission manner to the second output shaft 32. The second main input shaft 31 is arranged parallel to the first main input shaft 11, and the second main input shaft 31 and the second auxiliary input shaft 41 are coaxial and rotate in opposite directions. The first auxiliary input shaft 21 and the second auxiliary input shaft 41 are connected in a transmission manner, and the rotation directions of the first auxiliary input shaft 21 and the second auxiliary input shaft 41 are the same. The second output shaft 32 is perpendicular to the second main input shaft 31. The second output shaft 32 is flipped along the axial direction of the second main input shaft 31, and the first output shaft 12 and the second output shaft 32 are flipped relative to each other. The rotor module includes a first rotor 5 and a second rotor 6. The first rotor 5 is connected to the first output shaft 12, and the second rotor 6 is connected to the second output shaft 32.

[0020] Through the implementation of the above-described dual-rotor drive device embodiment, utilizing the unique coaxial reverse transmission mechanism and cross-module synchronous linkage design of the first and second drive modules, the structure of the first main input shaft 11 and the first auxiliary input shaft 21 rotating in opposite directions along the same axis enables the power transmitted to the first output shaft 12 to generate a self-balancing effect, fundamentally reducing the local torque load on one side of the rotor. The symmetrical reverse rotation structure of the second main input shaft 31 and the second auxiliary input shaft 41 has an equal effect on the second output shaft 32. Furthermore, the first auxiliary input shaft 21 and the second auxiliary input shaft 41 achieve co-rotation through a transmission connection, enabling the auxiliary power shafts of the two sets of drive modules to achieve speed and phase synchronization, thereby ensuring the dynamic coordination and consistency of the first output shaft 12 and the second output shaft 32 during the flipping process. When the first output shaft 12 and the second output shaft 32 flip to the vertical state, the synergistic effect of the aforementioned coaxial reverse transmission drives the first rotor 5 and the second rotor 6 to rotate precisely in opposite directions. The counter-torque generated by the dual rotors is spontaneously neutralized within the system, eliminating the dependence on the independent tail rotor and its power loss. When the first output shaft 12 and the second output shaft 32 are flipped to a horizontal state, their synchronous transmission maintains the consistent rotation of the two output shafts, causing the first rotor 5 on the front side to coast in the same direction, while the second rotor 6 on the rear side receives propulsive power in the same direction. This co-rotation mechanism not only reduces the noise of the front rotor but also concentrates the propulsive force on the rear of the fuselage. Combined with the stabilizing effect of the wing control surfaces, it effectively avoids the problems of backward blade stall and forward blade shock waves caused by the differential aerodynamic environment of the two rotor blades at high speeds in traditional helicopters. Therefore, the dual-rotor drive device of this utility model suppresses local vibration through the reverse transmission of the main / auxiliary input shafts on both sides of the rotor, ensures the synchronization of the two rotor movements by using the co-rotation of the front and rear cross-modules, and completes the switching of working modes through the coordinated flipping of the front and rear output shafts: vertical counter-rotation achieves zero-torque take-off and landing, and horizontal co-rotation achieves low-noise and high-efficiency cruise. This integrated transmission structure completely replaces the traditional anti-torque tail rotor system, complex main rotor pitch mechanism, and high-precision differential device, significantly reducing the complexity of the transmission chain and the number of power components, greatly improving system reliability and maintenance convenience, while breaking through traditional speed limitations, providing a high-performance, low-cost solution for helicopters.

[0021] Furthermore, a first bevel gear 13 is provided on the first main input shaft 11, a second bevel gear 14 is provided on the first output shaft 12 and meshes with the first bevel gear 13, and a third bevel gear 22 is provided at the end of the first auxiliary input shaft 21 near the first output shaft 12 and meshes with the second bevel gear 14.

[0022] Furthermore, the first main drive assembly 1 also includes a first limiting frame 15, and the first bevel gear 13, the second bevel gear 14 and the third bevel gear 22 are all integrated in the first limiting frame 15. The first main input shaft 11, the first output shaft 12 and the first auxiliary input shaft 21 are rotatably connected to the first limiting frame 15 through bearings.

[0023] Through the implementation of the above-described dual-rotor drive device embodiment, the first main input shaft 11 drives the first bevel gear 13 to mesh with the second bevel gear 14, while the first auxiliary input shaft 21 drives the third bevel gear 22 to mesh with the same second bevel gear 14 in the opposite direction. This creates a torque effect at the second bevel gear 14 due to the reverse driving forces of the first main input shaft 11 and the first auxiliary input shaft 21. This structure significantly reduces the unidirectional torque load on the first output shaft 12 through the symmetrical force application of the reverse input shafts, suppressing vibration from the transmission source and improving the uniformity of gear load. The first limiting frame 15 forcibly maintains the meshing accuracy and coaxial relationship of the three gears, while the bearing support structure simultaneously dissipates the radial component force generated by the reverse input, ensuring efficient coupling of power to the first output shaft 12. This reverse cooperative transmission mechanism provides a self-balancing power basis for the reverse rotation of the dual rotors, thereby enhancing system stability and extending the life of transmission components.

[0024] Furthermore, the dual-rotor drive device also includes a first intermediate transmission assembly 7, which includes a first intermediate transmission shaft 1, a fourth bevel gear 72 disposed at one end of the first intermediate transmission shaft 1, and a fifth bevel gear 73 disposed at the other end of the first intermediate transmission shaft 1. The first intermediate transmission shaft 1 is perpendicular to the first auxiliary input shaft 21. The first auxiliary input shaft 21 is provided with a sixth bevel gear 23, which meshes with the fourth bevel gear 72. The second auxiliary input shaft 41 is provided with a seventh bevel gear 42, which meshes with the fifth bevel gear 73.

[0025] Furthermore, the first auxiliary drive assembly 2 also includes a second limiting frame 24, the sixth bevel gear 23 and the fourth bevel gear 72 are both integrated in the second limiting frame 24, and the first auxiliary input shaft 21 and the first intermediate transmission shaft 1 are rotatably connected to the second limiting frame 24 through bearings respectively. The second auxiliary drive assembly 4 also includes a third limiting frame 43. The seventh bevel gear 42 and the fifth bevel gear 73 are both integrated in the third limiting frame 43, and the second auxiliary input shaft 41 and the first intermediate transmission shaft 1 are rotatably connected to the third limiting frame 43 through bearings.

[0026] Through the implementation of the above-described dual-rotor drive device embodiment, the forced meshing of the sixth bevel gear 23 and the fourth bevel gear 72 within the second limiting frame 24 vertically rotates the power of the first auxiliary input shaft 21 to the first intermediate transmission shaft 1. Then, the meshing of the fifth bevel gear 73 and the seventh bevel gear 42 within the third limiting frame 43 achieves a secondary vertical rotation and synchronously drives the second auxiliary input shaft 41. The dual limiting frames independently constrain the meshing posture of the two pairs of bevel gears. The separate bearing support system precisely isolates the radial loads of the first auxiliary input shaft 21, the second auxiliary input shaft 41, and the first intermediate transmission shaft 1, eliminating the risk of deformation due to multi-stage transmission. Furthermore, the modular design of the second limiting frame 24 and the third limiting frame 43 ensures that the two auxiliary input shafts rotate in the same direction while rigidly maintaining the right-angle transmission geometry accuracy at both ends of the first intermediate transmission shaft 1. This resolves the phase deviation caused by torque deformation in traditional long shaft systems, providing cross-module zero-slip synchronous power assurance for the coordinated rotation of the dual output shafts.

[0027] Furthermore, an eighth bevel gear 33 is provided on the second main input shaft 31, and a ninth bevel gear 34 that meshes with the eighth bevel gear 33 is provided on the second output shaft 32. A tenth bevel gear 35 that meshes with the fifth bevel gear 73 is provided at one end of the second main input shaft 31 near the second auxiliary input shaft 41. The tenth bevel gear 35 is integrated into the third limiting frame 43, and the second main input shaft 31 is rotatably connected to the third limiting frame 43 through a bearing.

[0028] Furthermore, the second main drive assembly 3 also includes a fourth limiting frame 36, the eighth bevel gear 33 and the ninth bevel gear 34 are both integrated in the fourth limiting frame 36, and the second main input shaft 31 and the second output shaft 32 are rotatably connected to the fourth limiting frame 36 through bearings respectively.

[0029] Through the implementation of the above-described dual-rotor drive device embodiment, the orthogonal meshing of the tenth bevel gear 35 and the fifth bevel gear 73 within the third limiting frame 43 vertically transmits the synchronous power of the first intermediate transmission shaft 1 to the second main input shaft 31. Simultaneously, the orthogonal meshing of the eighth bevel gear 33 and the ninth bevel gear 34 within the fourth limiting frame 36 achieves vertical power transmission from the second main input shaft 31 to the second output shaft 32. The third limiting frame 43 synchronously constrains the meshing position of the seventh bevel gear 42 on the second auxiliary input shaft 41 and the tenth bevel gear 35 on the second main input shaft 31, ensuring that the second auxiliary input shaft 41 and the second main input shaft 31 maintain a coaxial, opposite rotational relationship when receiving synchronous power. The fourth limiting frame 36 independently bears the overturning load of the second output shaft 32. In addition, the dual-frame separation design achieves mechanical decoupling between the synchronous transmission chain and the output transmission chain. Specifically, the third limiting frame 43 ensures the reversal synchronization accuracy of the second main input shaft 31 and the second auxiliary input shaft 41, and the fourth limiting frame 36 ensures the power transmission stability of the second output shaft 32, together forming a rigid foundation for the dual rotor reverse drive.

[0030] Furthermore, the dual-rotor drive device also includes a motor assembly and a tilting assembly 8. The motor assembly includes drive motors 17 that are connected one-to-one with the first main input shaft 11, the first auxiliary input shaft 21, the second main input shaft 31, and the second auxiliary input shaft 41. The tilting assembly 8 includes a first linear drive mechanism 81 and a second linear drive mechanism 82. The output end of the first linear drive mechanism 81 is connected to the first limiting frame 15 and is used to drive the first limiting frame 15 to tilt. The output end of the second linear drive mechanism 82 is connected to the fourth limiting frame 36 and is used to drive the fourth limiting frame 36 to tilt. One-way bearings 17 are provided on the first main input shaft 11, the first auxiliary input shaft 21, the second main input shaft 31, the second auxiliary input shaft 41, the first output shaft 12, and the second output shaft 32. The first main input shaft 11, the first auxiliary input shaft 21, the second main input shaft 31, and the second auxiliary input shaft 41 are respectively connected to the corresponding drive motors 17 through the one-way bearings 17. The first output shaft 12 and the second output shaft 32 are respectively connected to the corresponding rotors through the one-way bearings 17.

[0031] Through the implementation of the above-described dual-rotor drive device embodiment, four drive motors 17 independently drive the first main input shaft 11, the first auxiliary input shaft 21, the second main input shaft 31, and the second auxiliary input shaft 41, respectively, providing a precise and controllable power source for the reverse rotation of the main / auxiliary input shafts and ensuring the reversible coordination of the main / auxiliary input shafts. Simultaneously, the first linear drive mechanism 81 and the second linear drive mechanism 82, preferably hydraulic cylinders, pneumatic cylinders, or electric push rods, are rotated as a whole by the first linear drive mechanism 81 and the first limiting frame 15 directly driving the integrated bevel gear set, synchronously driving the first output shaft 12 and the first rotor 5 to reconstruct their axial position and orientation. Similarly, the second linear drive mechanism 82 drives the fourth limiting frame 36 and the second output shaft 32 to move in coordination. This structure achieves decoupling of key functions through the physical isolation principle of independent motor power and rigid rotation action. The drive motor 17 maintains the precise reversal relationship of the four input shafts to ensure the basic power of torque balance. The tilting component 8 maintains the geometric constancy of the internal transmission chain of the dual output shafts and rotor during the mode switching process through the overall displacement mechanism of the rigid frame, so as to avoid the interference risk of the transmission path of the traditional tilting mechanism, and finally achieves high-speed and reliable switching between the vertical counter-rotation and horizontal co-rotation states of the rotor.

[0032] Furthermore, by installing one-way bearings 18 at the connection points between each input shaft and the corresponding drive motor 17 output end, power is forcibly limited to unidirectional transmission from the drive motor 17 to the input shaft, avoiding energy loss and equipment damage caused by the rotor system dragging the motor in the reverse direction. Simultaneously, one-way bearings 18 are added at the connections between the first output shaft 12 and the first rotor 5, and between the second output shaft 32 and the second rotor 6, ensuring that rotor power can only be transmitted unidirectionally to the rotor via the output shaft, completely blocking the path of reverse transmission of rotor inertial force or aerodynamic force to the transmission chain. Therefore, by utilizing a multi-node unidirectional isolation mechanism, the power transmission path is locked unidirectionally from the mechanical source, ensuring the effective utilization rate of input power and mitigating the impact of rotor reverse torque on precision transmission gears, thereby significantly improving system energy conversion efficiency and the lifespan of transmission components.

[0033] Furthermore, the dual-rotor drive device also includes a third drive module 9, which includes a fifth limiting frame 91, a sixth limiting frame 92, and a second intermediate drive shaft 93. The first limiting frame 15 is located between the fifth limiting frame 91 and the second limiting frame 24, and the first main input shaft 11 is rotatably connected to the fifth limiting frame 91 through a bearing. An eleventh bevel gear 16 is provided on the first main input shaft 11 inside the fifth limiting frame 91. The fourth limiting frame 36 is located between the sixth limiting frame 92 and the third limiting frame 43, and the second main input shaft 31 is rotatably connected to the sixth limiting frame 92 through a bearing. The twelfth bevel gear 37 is provided on the second main input shaft 31 inside the sixth limiting frame 92. The second intermediate drive shaft 93 is parallel to the first intermediate drive shaft 1, and one end of the second intermediate drive shaft 93 is located in the fifth limiting frame 91 and is provided with a thirteenth bevel gear 94 that meshes with the eleventh bevel gear 16. The other end of the second intermediate drive shaft 93 is located in the sixth limiting frame 92 and is provided with a fourteenth bevel gear 95 that meshes with the twelfth bevel gear 37.

[0034] Through the implementation of the above-described dual-rotor drive device embodiment, the forced meshing of the eleventh bevel gear 16 and the thirteenth bevel gear 94 within the fifth limiting frame 91 vertically transmits power from the first main input shaft 11 to the second intermediate transmission shaft 93. Then, through the meshing of the fourteenth bevel gear 95 and the twelfth bevel gear 37 within the sixth limiting frame 92, the power is vertically transmitted again to the second main input shaft 31, forming a rigid synchronous channel for the dual main input shafts. The fifth limiting frame 91 and the sixth limiting frame 92 independently constrain the meshing posture of the two pairs of bevel gears. The separate bearing support system ensures that the first main input shaft 11 and the second main input shaft 31 maintain a parallel and unidirectional rotational relationship while completely isolating the vibration transmission path of the dual drive module. The parallel structure of the second intermediate drive shaft 93 and the first intermediate drive shaft 1 can rigidly maintain the spatial phase consistency of the two main input shafts, eliminating the cumulative effect of speed difference in traditional split drive systems. This architecture ensures the precise symmetrical balance of the anti-rotation torque of the dual rotors from the power source, based on the coordination of the first output shaft 12 and the second output shaft 32. The power transmission is more stable, and the weight on both sides of the rotor is also balanced, which can significantly improve the dynamic stability of the system.

[0035] Furthermore, combined Figure 5 As shown, the dual-rotor drive device also includes a power auxiliary module, which includes a seventh limiting frame 74, a first power input shaft 75, and a second power input shaft 76. The seventh limiting frame 74 is located between the second limiting frame 24 and the third limiting frame 43, and the first intermediate transmission shaft 71 is rotatably connected to the seventh limiting frame 74. The first power input shaft 75 and the second power input shaft 76 are located on both sides of the seventh limiting frame 74 and are perpendicular to the first intermediate transmission shaft 71. A fifteenth bevel gear 711 is provided on the first intermediate drive shaft 71 within the seventh limiting frame 74. The first power input shaft 75 is rotatably connected to the seventh limiting frame 74, and a sixteenth bevel gear 751 is provided on the first power input shaft 75 within the seventh limiting frame 74. A seventeenth bevel gear 761 is provided on the second power input shaft 76 within the seventh limiting frame 74. Both the sixteenth bevel gear 751 and the seventeenth bevel gear 761 are meshed with the fifteenth bevel gear 711. The drive assembly includes a drive motor 17 that is correspondingly connected to the first main input shaft 11, the first auxiliary input shaft 21, the second main input shaft 31, the second auxiliary input shaft 41, the first power input shaft 75, and the second power input shaft 76 respectively; Among them, several power assist modules are arranged along the length direction of the first intermediate transmission shaft 71.

[0036] Through the implementation of the above embodiments of the dual-rotor drive device, by adding a drive motor 17 that matches the power assist module, the first power input shaft 75 and the second power input shaft 76 are directly driven by the corresponding drive motor 17, and the sixteenth bevel gear 751 and the seventeenth bevel gear 761 are respectively driven to mesh with the fifteenth bevel gear 711 at the same time, so as to merge two independent power sources into the first intermediate transmission shaft 71, enabling the first intermediate transmission shaft 71 to obtain an additional power input source during the transmission process. That is, the seventh limit frame 74 is used to forcibly maintain the orthogonal meshing relationship of the three gears, ensuring that the vertical driving forces of the two power input shafts are efficiently converted into the horizontal synchronous power of the first intermediate transmission shaft 71. In addition, multiple groups of power assist modules are arranged along the first intermediate transmission shaft 71 to form a modular expansion structure of the drive motor 17, so as to break through the upper limit of four drive motors, thereby solving the problem of power bottleneck existing in the initial four drive motors 17 without changing the original reverse drive mechanism of the main / auxiliary input shafts.

[0037] The present utility model also discloses a cruising helicopter, including a fuselage and the above-mentioned dual-rotor drive device, and the dual-rotor drive device is arranged on the fuselage.

[0038] It should be understood that the above embodiments are only used to illustrate the technical solutions of the present utility model, rather than to limit it. Those skilled in the art can modify the technical solutions recorded in the above embodiments, or perform equivalent replacements on some of the technical features; and all such modifications and replacements should fall within the protection scope of the present utility model.

Claims

1. A dual-rotor drive apparatus, characterized by: The dual-rotor drive device includes a first drive module, a second drive module, and a rotor module; The first drive module includes a first main drive assembly and a first auxiliary drive assembly. The first main drive assembly includes a first main input shaft and a first output shaft that are connected in transmission. The first auxiliary drive assembly includes a first auxiliary input shaft that is connected in transmission to the first output shaft. The first main input shaft and the first auxiliary input shaft are coaxial and rotate in opposite directions. The first output shaft is perpendicular to the first auxiliary input shaft and is rotated along the axial direction of the first auxiliary input shaft. The second drive module includes a second main drive assembly and a second auxiliary drive assembly. The second main drive assembly includes a second main input shaft and a second output shaft that are connected in transmission. The second auxiliary drive assembly includes a second auxiliary input shaft that is connected in transmission to the second output shaft. The second main input shaft is parallel to the first main input shaft, and the second main input shaft and the second auxiliary input shaft are coaxial and rotate in opposite directions. The first auxiliary input shaft and the second auxiliary input shaft are connected in transmission, and the first auxiliary input shaft and the second auxiliary input shaft rotate in the same direction. The second output shaft is perpendicular to the second main input shaft, and the second output shaft is flipped along the axial direction of the second main input shaft, while the first output shaft and the second output shaft are flipped relative to each other; The rotor module includes a first rotor and a second rotor, the first rotor being connected to the first output shaft and the second rotor being connected to the second output shaft.

2. The dual-rotor drive of claim 1, wherein: The first main input shaft is provided with a first bevel gear, the first output shaft is provided with a second bevel gear that meshes with the first bevel gear, and the first auxiliary input shaft is provided with a third bevel gear that meshes with the second bevel gear at one end near the first output shaft; The first main drive assembly further includes a first limiting frame, in which the first bevel gear, the second bevel gear, and the third bevel gear are all integrated and disposed within the first limiting frame, and the first main input shaft, the first output shaft, and the first auxiliary input shaft are rotatably connected to the first limiting frame via bearings.

3. The dual-rotor drive of claim 2, wherein: The dual-rotor drive device further includes a first intermediate transmission assembly, which includes a first intermediate transmission shaft, a fourth bevel gear disposed at one end of the first intermediate transmission shaft, and a fifth bevel gear disposed at the other end of the first intermediate transmission shaft. The first intermediate transmission shaft is perpendicular to the first auxiliary input shaft. The first auxiliary input shaft is provided with a sixth bevel gear, which meshes with the fourth bevel gear. The second auxiliary input shaft is provided with a seventh bevel gear, which meshes with the fifth bevel gear.

4. The dual-rotor drive device according to claim 3, characterized in that: The first auxiliary drive assembly also includes a second limiting frame. The sixth bevel gear and the fourth bevel gear are both integrated within the second limiting frame, and the first auxiliary input shaft and the first intermediate transmission shaft are rotatably connected to the second limiting frame via bearings. The second auxiliary drive assembly also includes a third limiting frame. The seventh bevel gear and the fifth bevel gear are both integrated within the third limiting frame, and the second auxiliary input shaft and the first intermediate transmission shaft are rotatably connected to the third limiting frame via bearings.

5. The dual-rotor drive device according to claim 4, characterized in that: The second main input shaft is provided with an eighth bevel gear, the second output shaft is provided with a ninth bevel gear that meshes with the eighth bevel gear, and the end of the second main input shaft near the second auxiliary input shaft is provided with a tenth bevel gear that meshes with the fifth bevel gear. The tenth bevel gear is integrated into the third limiting frame, and the second main input shaft is rotatably connected to the third limiting frame through a bearing.

6. The dual-rotor drive device according to claim 5, characterized in that: The second main drive assembly also includes a fourth limiting frame, in which the eighth bevel gear and the ninth bevel gear are both integrated and disposed within the fourth limiting frame, and the second main input shaft and the second output shaft are rotatably connected to the fourth limiting frame via bearings.

7. The dual-rotor drive device according to claim 6, characterized in that: The dual-rotor drive device further includes a motor assembly and a tilting assembly. The motor assembly includes drive motors that are connected one-to-one with the first main input shaft, the first auxiliary input shaft, the second main input shaft, and the second auxiliary input shaft. The tilting assembly includes a first linear drive mechanism and a second linear drive mechanism. The output end of the first linear drive mechanism is connected to the first limiting frame and is used to drive the first limiting frame to tilt. The output end of the second linear drive mechanism is connected to the fourth limiting frame and is used to drive the fourth limiting frame to tilt. One-way bearings are provided on the first main input shaft, the first auxiliary input shaft, the second main input shaft, the second auxiliary input shaft, the first output shaft, and the second output shaft. The first main input shaft, the first auxiliary input shaft, the second main input shaft, and the second auxiliary input shaft are respectively connected to the corresponding drive motors through the one-way bearings. The first output shaft and the second output shaft are respectively connected to the corresponding rotors through the one-way bearings.

8. The dual-rotor drive device according to claim 6, characterized in that: The dual-rotor drive device also includes a third drive module, which includes a fifth limiting frame, a sixth limiting frame, and a second intermediate transmission shaft. The first limiting frame is located between the fifth limiting frame and the second limiting frame, and the first main input shaft is rotatably connected to the fifth limiting frame through a bearing. An eleventh bevel gear is provided on the first main input shaft inside the fifth limiting frame. The fourth limiting frame is located between the sixth limiting frame and the third limiting frame, and the second main input shaft is rotatably connected to the sixth limiting frame through a bearing. A twelfth bevel gear is provided on the second main input shaft inside the sixth limiting frame. The second intermediate drive shaft is parallel to the first intermediate drive shaft, and one end of the second intermediate drive shaft is located within the fifth limiting frame and is provided with a thirteenth bevel gear that meshes with the eleventh bevel gear. The other end of the second intermediate drive shaft is located within the sixth limiting frame and is provided with a fourteenth bevel gear that meshes with the twelfth bevel gear.

9. The dual-rotor drive device according to claim 7, characterized in that: The dual-rotor drive device also includes a power auxiliary module, which includes a seventh limiting frame, a first power input shaft, and a second power input shaft. The seventh limiting frame is located between the second limiting frame and the third limiting frame, and the first intermediate transmission shaft is rotatably connected to the seventh limiting frame. The first power input shaft and the second power input shaft are located on both sides of the seventh limiting frame and are perpendicular to the first intermediate transmission shaft. A fifteenth bevel gear is provided on the first intermediate transmission shaft within the seventh limiting frame. The first power input shaft is rotatably connected to the seventh limiting frame. A sixteenth bevel gear is provided on the first power input shaft within the seventh limiting frame. A seventeenth bevel gear is provided on the second power input shaft within the seventh limiting frame. Both the sixteenth and seventeenth bevel gears are meshed with the fifteenth bevel gear. The motor assembly includes drive motors that are connected to the first main input shaft, the first auxiliary input shaft, the second main input shaft, the second auxiliary input shaft, the first power input shaft, and the second power input shaft respectively. The power assist module is provided in several units along the length of the first intermediate drive shaft.

10. A cruise helicopter, characterized in that, The cruise helicopter includes an airframe and a dual-rotor drive device as described in any one of claims 1-9, wherein the dual-rotor drive device is disposed on the airframe.

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