Electric Propeller Torque Arm Drives Helicopter Main Rotor
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Solution Overview
Problem
Traditional helicopters face inefficiencies and control issues due to the need for tail rotors and complex transmission systems, which consume power and increase manufacturing difficulties, and alternative designs with jet engines at the rotor tip suffer from centrifugal forces and control challenges.
Innovation Solution
A helicopter design utilizing a torque arm assembly with an electric propeller to directly drive the main rotor, eliminating the need for a tail rotor and complex transmission, with the motor aligned coaxially with the main rotor axis to minimize centrifugal forces and enhance efficiency.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Stability of the object's composition
If a traditional tail rotor and long tail boom system is used to balance fuselage torque, then the fuselage maintains directional stability, but the system consumes nearly 20% of power and increases manufacturing difficulties and control issues
Solution Approach 1:
The patent removes the tail rotor and long tail boom system from the helicopter design, extracting the torque-balancing function entirely. Instead, the main rotor assembly itself generates counter-torque through its rotation, eliminating the need for separate torque compensation components and simplifying the overall structure.
Solution Approach 2:
The patent combines the torque-balancing function into the main rotor assembly by having the main rotor generate counter-torque through its rotation. This merges the primary lifting function and torque compensation function into a single integrated system, eliminating the need for separate tail rotor and tail boom components.
2Device complexity
If a jet engine is mounted at the tip of the main rotor assembly to drive rotation, then there is no torque on the fuselage and the tail rotor system is eliminated, but the weight of the engine generates huge centrifugal force and the jet output direction constantly changes following blade angle changes
Solution Approach 1:
The patent introduces a timing belt as an intermediary mechanism to transmit power from the centrally mounted motor to the rotor blade tips. This mediator allows the motor to remain stationary at the center (avoiding centrifugal force issues) while still delivering rotational force to the blades through the belt transmission system.
Solution Approach 2:
The patent replaces the traditional direct mechanical connection (rotary shaft extending to blade tips) with a timing belt transmission system. This substitution allows power transmission without requiring a rotating shaft at high speed, reducing centrifugal force effects and improving control stability.
3Loss of energy
If the motor output shaft is aligned coaxially with the main rotor shaft, then centrifugal force is minimized (almost zero) and drive efficiency increases by 35%, but the timing belt with center distance of approximately 1 meter is required
Solution Approach 1:
The patent transitions from a direct radial power transmission approach to a distributed timing belt system that transmits power along the dimensional space between the central motor and the rotor blades. This dimensional approach allows the motor to remain coaxial with the rotor shaft while still effectively driving the blades through the belt mechanism.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This design increases drive efficiency by 35%, simplifies the mechanical structure by 40%, enables safer autorotation landing, and improves hovering and climbing capabilities, while reducing power consumption and weight, allowing for longer flight times and stable operation in various conditions.
Implementation Method 1
the propeller pushes or pulls the main rotor to rotate by a thrust force
Implementation Method 2
A timing belt with a center distance of approximately 1 meter drives the tip of the propeller from inside the torque arm
Data Source
AI summary
A helicopter uses electric propeller torque arm as power source directly driving main rotor to rotate. The helicopter may be battery powered. The helicopter may be without an engine, a clutch, a reducer, a tail driver, a tail boom, a tail rotor and a fuel supply system. The main design goal is to have the output shaft of the high-energy motor being coaxial with the main rotor shaft or having output shafts of a plurality of motors as close as possible to the main rotor shaft. The centrifugal force of the motor(s) is negligible or minimized. The torque arm assembly includes a plurality of torque arms. Each of the torque arm of the plurality of torque arms includes a propeller and a driving system. In the case of a malfunction, the helicopter's main rotor will spin like a maple leaf and will facilitate the spin autorotation landing.