Single-man manual-control rotorcraft

Abstract

The invention provides a single-man manual-control rotorcraft which is composed of a rotorcraft body, a rotor shaft cantilever tilt structure, a full-manual-control mechanism and a rotor head mechanism having an internal variable distance function. The rotorcraft body has a high-gravity center normal-three-point undercarriage structure, wherein the main rotorcraft body consists of a vertical column, a front beam, a back beam, an engine bracket and a front support beam. A steering wheel is arranged right ahead and empennages are arranged at the back. A driver seat and an engine are respectively at the front and the back of the vertical column. In the rotorcraft, a push-type propeller provides power and a three-point frame-type individual damping support mechanism having a rotor reactive force balancing device is used for balancing the reactive force generated to the rotorcraft body by air during operation of the rotor, so that the rotorcraft is improved in takeoff and landing stability. By means of the full-manual-control mechanism having a steering linking function, a driver can complete the operations comprising distance change of the rotor, rotor shaft tilt, flying direction turning and braking just like driving a motorbike.

Description

technical field [0001] The invention relates to an aircraft among aviation aircraft, in particular to a fully hand-operated single-person hand-controlled rotorcraft. Background technique [0002] With the increasingly congested ground traffic, aircraft will become the inevitable development direction of three-dimensional traffic in the near future, and the rotorcraft has a very short takeoff and landing distance, so it does not have high requirements for the site. When a fault occurs, its spin landing function is better than that of a helicopter. It is safer, and some rotorcraft with pre-rotation function have the same vertical take-off function as helicopters. Since the structure is much simpler than conventional helicopters or even fixed-wing aircraft, the failure rate is also very low. Therefore, such aircraft must will become more and more popular. [0003] It has been more than 90 years since Silva invented the rotorcraft in 1923 and succeeded in 1925. The rotorcraft h...

AI Technical Summary

Problems solved by technology

[0004] However, at the beginning of the invention of the rotorcraft, its control mechanism was based on its driving characteristics, combined with the basis of the control structure of the fixed-wing aircraft. The main control method has been used until now without much change. Accelerator, the two feet are used to control the direction by pedaling. This driving method allows most fixed-wing aircraft pilots and helicopter pilots who also use similar operation methods to accept it almost without obstacles, but it is a problem for ordinary people. It is difficult to adapt to the process. In addition, the control of the driver's left and right hands and feet is independent. In each control mechanism controlled by the left and right hands and feet, there is a certain distance between the hands and feet and the actual control parts. A relatively independent and complicated set of control components is required to realize such a control mechanism. For the driver of the rotorcraft, maintenance and inspection are troublesome, but for the manufacturer, several sets of relatively independent and complicated controls Components will add greater production costs

[0005] Because the power of the rotorcraft comes from the engine propulsion or pull-in propeller, the diameter of the propeller is usually much larger than that of the fixed-wing aircraft of the same weight class. When the propeller is in the working state, the propeller surface acts on the air to generate power. The air also gives the propeller the same reaction force. After the reaction force is transmitted to the fuselage through the propulsion or pull-in propeller shaft, it will make the fuselage center on the propulsion or pull-in propeller shaft to produce a transverse direction opposite to the propeller rotation direction. Tilting and rolling, although the support wheels and columns on both sides are affected by this force during take-off and roll, the reaction force is concentrated on the support wheel on the opposite side of the propeller rotation direction during take-off, and Overcome by ground support, once the side support wheels of the fuselage leave the ground, the fuselage is in an unsupported state. At this time, the reaction force of the propeller will cause the fuselage to roll slightly immediately after the support wheels leave the ground. Experienced drivers Beginners can adjust the tilt angle of the rotor head in advance to balance through repeated practice, but beginners are often in a hurry because of this, causing the rotor to be destroyed due to excessive roll and touch the ground during take-off, and even cause the fuselage and the driver to be injured. , such a roll has become a daunting difficulty for many beginners, and such a roll has become an urgent problem to be solved in mastering the driving of a rotorcraft

[0006] Compared with fixed-wing aircraft, rotorcraft can be popular because it does not have high requirements on the field, and the take-off and landing distance is shorter. However, in order to reduce the dependence on the field, many modern rotorcraft use variable-pitch propeller hubs and have The rotor machinery of the power separation mechanism drives the pre-rotation mechanism, but such a rotorcraft has higher power requirements than a conventional rotorcraft and requires a larger engine, but having these two mechanisms at the same time allows the rotor to be rotated in the form of variable pitch. In the state of low resistance and 0-degree angle of attack, the rotorcraft can quickly enter the range of autorotation speed through mechanical drive, and after entering the ideal speed, the rotorcraft can instantly obtain higher lift by restoring the flight angle of attack. This can not only greatly shorten the rotor speed The time required to enter the pre-spin also greatly shortens the sliding distance. Some rotorcraft with sufficient power can even rely entirely on the mechanical pre-spin device to achieve in-situ jumping, only the mechanical pre-spin device and the traditional variable-pitch rotor hub structure Complex, in addition to increasing the failure rate due to too many parts, these parts are installed on the rotorcraft, which will add a lot of extra weight to the whole machine

[0007] It is precisely because of the above reasons that the rotors of most single-person or two-person rotorcraft are fixed and non-adjustable in angle of attack, and are directly connected and fixed on the seesaw-type propeller hub. This structure is simple and practical, but due to the angle of attack of the rotor Fixed, there is a certain resistance in the process of entering the spin state. This resistance makes the rotor enter a more suitable spin speed under the dual effects of the rotorcraft's forward taxiing and the propeller's wake blowing. It requires sufficient sliding distance, which has a certain impact on the take-off site. Requirements, usually many gyroplanes use brakes to keep the main support wheels of the fuselage at rest and use the propeller wake to blow the backward rotor into a suitable flight speed, and then release the brakes to enter the taxiing flight, although doing so It can reduce the requirement for the field length to take off directly by taxiing, but it needs to provide enough wake blowing time through the propeller

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