Air cyclic propeller

Abstract

FIELD: propulsion systems for aircraft.SUBSTANCE: air cyclic propeller comprises a rotor from a set of blades (1) connected through the first bearing assembly at one angle to the driving disk (2) of the rotor, attached to the central shaft (4), and through the bearing assembly at the other angle diagonally to the driven disk (3) of the rotor, attached to the secondary shaft (7). The central shaft (4) is configured to rotate from the engine (5), and the secondary shaft (7) is configured to rotate from the central shaft (4) via a shaft (9) with two constant velocity joints (8). The axes of the central (4) and secondary (7) shafts are offset in a horizontal position. The shafts are placed in bearing units located in the housing (10), adapted for moving the axis of the secondary shaft (7) around the axis of the central shaft (4) at an angle from 0 to 90 degrees.EFFECT: simplified technical implementation of the device and increased efficiency.1 cl, 4 dwg

Description

[0001] The invention relates to devices for generating a driving force and organizing the control of an air transport apparatus using an air mover, namely a cyclic rotary mover (cycloidal propeller, cycloidal mover).

[0002] The use of cyclic thrusters (cyclic rotary thrusters) with a variable-thrust rotor allows aircraft to perform vertical takeoffs and landings, quickly change direction, approach vertical objects, and land on inclined surfaces, which are difficult for modern aircraft with propellers or rotors to achieve. Furthermore, while generating similar thrust, a cyclic thruster is significantly quieter (generating lower noise levels) compared to propellers, rotors, and jet streams.

[0003] Examples of the use of cyclic rotary propellers are known, described in patents US 2079217 A, US 2090052 A, US 2580428 A, US 6932296 B2, US 9346535 B1, US 5265827 A, US 20070200029 A1, US 20160376003 A1, KR 100558462 B1, KR 100810725 B1, US 5100080 A, W O2017112973 A1, US 20190023393 A1, RU 2125524 C1, RU 2599854 C2. The disadvantages of existing cyclic rotary propulsion systems are low efficiency, measured in kgf / kW, i.e. low thrust compared to the engine power generated.

[0004] Cyclic rotor propulsion systems are technically more complex than propellers, so the development of aircraft (cyclocopters, cyclogyros, cyclocopters, etc.) with such propulsion systems has only become possible with the current level of materials science, computer technology, and the development of navigation and control systems. One of the key challenges in creating such aircraft is increasing their efficiency.

[0005] Technical solutions are known that improve the efficiency of cyclic rotary propulsors based on the movement of blades along an elliptical rather than a circular trajectory: US 20090226314 A1, WO 2017175217 A1, WO 2019139559 A1, WO 2019004807 A1. The disadvantages of these cyclic rotary propulsors include the complexity of implementation and control, and low reliability. The application proposes to increase the efficiency of cyclic rotary propulsors by improving the aerodynamic quality of their design elements.

[0006] A device [US Patent 5,100,080 A] for generating propulsive force using a cyclic rotor is known. This invention relates to a rotor capable of generating lift and / or propulsive forces, and to its control process. The rotor comprises several profiled blades with axes parallel to the drive axis. The angle of each profiled blade is controlled in real time depending on the rotor's angular azimuth and flight conditions to achieve the desired lift and propulsive forces. A disadvantage of this rotor is its low efficiency.

[0007] A device [patent RU 2778181 C1] is known in which the efficiency of a cyclic rotary propulsion device is increased by installing thicker disks with rounded edges at the rotor ends, curved blades along the chord, creating an asymmetrical profile, and wavy blade surfaces due to regular indentations along the chord on the upper and lower surfaces of the blade. The disadvantages of this device are low efficiency and design complexity.

[0008] A known device comprises a complexly articulated blade made of two movable sections with automatic adjustment of the geometric angle of attack and profile camber [US Patent 5193978]. The forward section is rotated around its own axis, parallel to the rotor axis, using a parallelogram mechanism. The control lever is pivotally connected to the blade axis and also connected to the aft section of the blade via a parallelogram mechanism. The aft section of the blade is pivotally connected to the forward section and is always located parallel to the control lever, thereby ensuring automatic adjustment of the geometric angle of attack and simultaneous adjustment of the blade profile camber during rotor rotation. This device allows for the direction of thrust to be determined. A disadvantage of this device is the lack of connection with the kinematic control mechanism and the lack of control over the blade behavior in terms of angles of attack and profile camber throughout their rotation cycle, which prevents an assessment of the overall efficiency of the device.The author does not indicate the operability of the device itself, revealing only one of the design solutions that can partially ensure the optimization of the interaction of the blade profile with the working fluid.

[0009] A known winged propeller [patent US 7735773] is a cylindrical rotor rotating on a shaft, the surface of which forms wing-shaped, complexly articulated blades arranged at equal angular distances, rotating about the axis of the cylinder and oscillating about their own axes, wherein each blade is provided with a drive rod for its oscillation, pivotally attached to the axis of rotation of the rear section of the blade, which is mobile relative to the front section of the blade. A disadvantage of this technical solution is the fragmentary nature of the winged propeller technical solution, in which the lack of weight balancing of the rear section of the blade relative to its own axis of rotation and the front section relative to its oscillation axis makes the operation of the entire device impossible due to significant 800-1200-fold working loads of the blades due to centrifugal forces.The authors do not indicate the performance of the propeller itself; they only disclose one of the design devices that is capable of partially optimizing the interaction of the blade profile with the working fluid.

[0010] A known vane propeller, implemented in the method [patent RU 2720699 C1], adopted as a prototype, consists of a rotor housing pivotally mounted on an axis, a rotor torsion bar, which produces rotation and transmits torque, and vane propeller blades pivotally connected to radial spokes rigidly attached to the torsion bar. Control and direction of the thrust vector are achieved by rotating the axis, on which a control device is attached. This device consists of an automatic cyclic angle changer, around which the assembly with pivotally attached blade oscillation drive rods rotates.The cyclic angle of attack is adjusted by the automatic cyclic angle of attack control device, through transverse movement of its eccentric. The actuator for forced injection of the working fluid into the rotor cylinder is the end disks, through which the working fluid is supplied by controlled adjustment of the angles of attack of the moving parts of the end spokes or any other devices. The blade profile control device is located at the end of each blade and consists of a link mounted on the end rim of the end disks with its own axis of rotation. The other end of the link is simultaneously movably connected to a slider rigidly attached to the flap and capable of rotation relative to it.

[0011] The disadvantage is the complexity of the technical implementation of the device and achieving the required efficiency.

[0012] The technical objective of the proposed invention is to simplify the technical implementation of the device and achieve efficiency.

[0013] The technical result, which the proposed technical solution is aimed at obtaining, consists in creating a device that ensures cyclic rotation of a set of blades while ensuring that the blade profiles are arranged horizontally or at an angle to the direction of movement during rotation. The technical result is achieved in that in an air cyclic propeller containing a rotor from a set of blades configured to rotate in a circular orbit around the rotor axis and to rotate around its own axis, according to the invention, the blades are made of a rectangular shape, an aerodynamic section and are connected through the first bearing assembly at one angle to the driving disk of the rotor attached to the central shaft and through the bearing assembly at the other angle diagonally to the driven disk of the rotor attached to the secondary shaft, the central shaft is configured to rotate from the engine,and the secondary shaft is configured to rotate from the central shaft through a shaft with two constant velocity joints, wherein the axes of the central and secondary shafts are offset in a horizontal position by a distance equal to the width between the bearing assemblies of the blade, wherein the shafts are placed in bearing assemblies located in the housing, with the ability to move the axis of the secondary shaft around the axis of the central shaft at an angle from 0 to 90 degrees.

[0014] The difference from the prototype lies in the new form of action on each blade, providing cyclic movements while simultaneously ensuring that the blade profiles are positioned horizontally or at an angle to the direction of movement during rotation.

[0015] Differences from the prototype prove the novelty of the technical solution described in the invention formula.

[0016] The distinctive essential features of the claimed device, characterized in the invention formula, are unknown from the prior art, which confirms their compliance with the patentability condition of “inventive step”.

[0017] The invention is illustrated by a drawing, where:

[0018] Fig. 1 shows a diagram of the arrangement of the blades in profile relative to the engine rotation axis to implement the vertical flight mode;

[0019] Fig. 2 shows a diagram of the arrangement and attachment to the end disks of two blades in extreme positions;

[0020] Fig. 3 shows a diagram of the arrangement of the blades in profile relative to the engine rotation axis to implement the horizontal flight mode;

[0021] Fig. 4 shows a diagram of the arrangement of rotors relative to the body of the aircraft.

[0022] In the drawings Fig.1 and Fig.2, the blades (1) of rectangular shape and aerodynamic section (here 8 pieces, although any number can be) are connected at one corner through a bearing to the driving disk (2), and at the other corner diagonally to the driven disk (3). The disk (2) is rigidly connected to the shaft (4) of the engine (5). The shaft (4) is connected to the constant velocity joint (6), which is connected through the shaft (7) to the constant velocity joint (8), which is connected to the shaft (9). The shaft (9) is rigidly connected to the driven disk (3). Shafts (4) and (9) are connected to the housing (10) through bearing assemblies. The engine (5) can be either electric or internal combustion (ICE).

[0023] The figure in Fig. 1 shows the diagram of the movement of the shaft (9) (arrow 11) to ensure the horizontal flight mode, and the result is shown in the figure in Fig. 3.

[0024] In the figure Fig. 4, four rotors (12), the diagrams of which are shown in the figures Fig. 1 and Fig. 2, are located in the body (10) of the aircraft (top view).

[0025] The device operates as follows: The motor (5) creates a circular motion of the driving disk (2) via the shaft (4), and a synchronous circular motion of the driven disk (3) via the hinge (6), shaft (7) and hinge (8). In this case, the blades (1), connected to disks (2) and (3), are engaged in cyclic motion without changing the position of the blade profiles relative to the housing. To change the position of the blade profiles relative to the housing (10), shaft (9) is moved upward, as shown by arrow (11).

[0026] In order to increase the efficiency of creating lift and horizontal displacement force, the blades are made with an aerodynamic profile with a convexity towards the top of the upper surface of the wing and a concavity towards the top of the lower surface of the wing.

[0027] The control unit of each motor (5) provides independent rotational movement of each rotor (12), with its own rotation speed, thereby creating the same or different lifting and driving forces of the rotors (Fig. 4). The control unit's action on the movement of each shaft (7) changes the inclination of the rotor (12), thereby ensuring the maneuverability of the apparatus.

[0028] Thus, independent controlled movement of the blades of each rotor is achieved.

[0029] In the proposed device, by separately controlling the speed of movement and changing the position of the blade profiles relative to the body, the takeoff, flight and landing characteristics of the aircraft are improved and the control of the blades is simplified.

Claims

An air cyclic propeller comprising a rotor from a set of blades configured to rotate in a circular orbit around the rotor axis and to turn around its own axis, characterized in that the blades are made of a rectangular shape, an aerodynamic cross-section, and are connected through a first bearing unit at one angle to the driving disk of the rotor attached to the central shaft, and through a bearing unit at another angle diagonally to the driven disk of the rotor attached to the secondary shaft, the central shaft being configured to rotate from the engine, and the secondary shaft being configured to rotate from the central shaft through a shaft with two constant velocity joints, wherein the axes of the central and secondary shafts are offset in a horizontal position by a distance equal to the width between the bearing units of the blade, wherein the shafts are placed in bearing units located in the housing, with the possibility of moving the axis of the secondary shaft around the axis of the central shaft at an angle from 0 to 90 degrees.

Images