JPS6092999A - Main rotor for aircraft - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an improved main rotor for an aircraft and an aircraft equipped with the improved main rotor.

[Prior art and problems]

Today's main rotors, both fixed pitch and variable pitch, are designed to center the blade axis on the aerodynamic center to avoid thrust, material fatigue, vibration, etc.

However, when this main rotor rotates and moves horizontally at the same time, a resultant force of the force of 1E and the force of horizontal movement occurs, and this resultant force differs depending on the position of each blade. Controls the locomotion or forward motion of the aircraft equipped with the blade. Under these conditions, the rotor has a tendency to move transversely to the forward direction when rotating, that is, there is an inherent forward motion disturbance to the rotor, and a device for mechanically counteracting this tendency has a complicated structure. The disadvantages are that the aircraft becomes more expensive, more fragile, less efficient, less safe, etc., and these disadvantages increase the burden on pilots.

[Purpose of the invention]

The object of the present invention is to reduce or eliminate the above-mentioned disadvantages by means of a self-leveling 4N action of the rotor grade.

[Summary of the invention]

The object is to provide an aircraft main rotor with at least l pairs of blades extending in the diametrical direction thereof, the blades being mounted for rotation about a hub of rotation y3, and the center of rotation of the blades and the rotation of the hub. The centers are on the same longitudinal axis, which passes through some point of the pX shape of each blade, which point is forward of the aerodynamic center of said blade, and in this way said rotating field is rotated. and forward at the same time
A torque is generated which restores each blade when the blades move forward, and which causes the blades to balance each other as they automatically change their angle of attack according to their position in the rotating field during forward motion. This can be achieved by

Preferably, each blade has a planar spring ensuring equal angles of attack at the start of one revolution, which spring cooperates with a damping device to absorb vibrations.

The rotating tool has a device for changing the angle of attack of each blade, and the device changes the angle of attack of each blade when the blade is at rest in the same way as during rotation or flight. preferable.

Preferably, the rotary blade is provided with a device for lateral movement to direct the blade in a desired direction.

Similarly, it is preferable that the rotary tool is provided with a device for removably engaging with the driving motor, so that it can be idled like a windmill if necessary.

Further, the rotor blade according to the present invention has a horizontal axis in the center, and blades are connected to this horizontal axis, and the blades respond according to the part of the force applied to the blade that lifts the aircraft and the part of the centrifugal force. Finally, the blade may be telescopically telescopic, thereby making it possible to reduce the required parking surface fIt.

[Examples and effects]

1 to 5 show conventional rotary tools. In the blades of this rotor, the rotational force and rotational speed are applied to the aerodynamic center O. In Figure 1, A is the lift force, W is the drag force or resistance to movement, α is the angle of attack or the angle between the chord and the streamline of the air, ω is the angular velocity, r is the radius of rotation, vO is the airspeed of the blade, β is the angle between the speed of the blade and the speed of the airflow.

If the rotating tool rotates and moves forward at the same time (i.e., the aircraft has a horizontal component of motion), 611
The speed of the blade varies as shown in FIGS. 2 and 3. V' is the forward speed υ of the drum, and the rotational speed ω·r at the advanced position is added to or subtracted from this forward speed V'. Due to this blade speed difference, lift forces B and C
(Fig. ≠), and due to this lift difference, the rotor blade rotates about point M and is inclined with respect to the vertical plane. Theoretically, it is possible to make the rotor blades tilt O'''' and parallel to the vertical plane to form a propeller for horizontal flight, but in reality, due to the heavy weight of the rotor blades, the rotor blades are The slope is 5th
Limited as shown in the figure. Cg on the side is the center of gravity of the rotor, and this center of gravity Cg moves according to the inclination of the rotor. In any case, the rotor may be tilted, and it would be better if this tilt was not offset, but this would complicate the structure of the aircraft (1) equipped with the rotary wing, making it difficult to manufacture,
The cost also increases.

To offset this inclination, the most widely used method for helical cocks is to install a small auxiliary propeller and make the rotation 11+ of this auxiliary propeller perpendicular to the rotation of the main rotation V. Ah, this auxiliary propeller can be accessed from the side of the helicopter's tail.

On the other hand, in the present invention, each blade has a distance of 1tJ from the man's center 0, as shown in the figure.
It is mounted so as to rotate around a vertical line that crosses a point G separated by I d, and this distance d is 1/x (this X is preferably ≠ or more, 1 is the chord length of the plate. Therefore, since the rotational axis of the blade is approximately on the leading edge side of the aerodynamic center 0 as shown in FIG. 4, the resultant force of the rotational force is 0, a torque is created relative to the longitudinal axis passing through the point G, which torque tc causes the grade to rotate so as to reduce its angle of attack and thus its lift.

FIG. 7 shows two diametrically oppositely extending blades which are coupled to and mounted on the rotary support of the nozzle of the rotor and which diametrically traverse the hub. The horizontal rotation axis is determined. On the plane shared by the two blades, the rotation center point G of this blade is on the shared axis G of these two blades, and the rotation center G is located on the two blades with the same angle of attack β and β'. It is located a distance d from the aerodynamic center of 0°0'.

If the angles of attack are equal when the rotary blades rotate at the same time,
Force acting on the aerodynamic center of one blade) 1. J should be n as shown in Figure 7. This is because the two blades are mounted to rotate around a common axis as described above.

However, the angle of attack of the one blade decreases and the angle of attack of the other blade increases, and this change in the angle of attack
continues until they are equal. What can be seen from Fig. 2 is that even though the forces H1J are equal, the angles of attack β and β' are the same, and β is β.
′.

The second figure is a plan view of a pair of blades, which share an axis G and have two aerodynamic centers O10', which are at a distance d from the axis G. They are separated. Therefore, it can be seen from this figure that the forces applied to the three blades are equal. Also, from this fact, when the rotor blade is rotating, the self-balancing effect is always at work, and during one rotation of the rotor blade, each blade alternately moves to the maximum thrust as its position in the forward direction changes. It can be seen that the angle changes from the angle to the minimum angle of attack.

In order to ensure that the angle of attack of the blades is equal when the rotor starts rotating, a spring N is installed between the leading edge of the blade and the hub of the rotor as shown in FIG. The lift force compresses the spring N.

Kolzmayr Effect
) What is it?

When exposed to an air stream that constantly changes its direction relative to the plane (C) where the typical leading edge of a blade is, the drag force is theoretically zero. This occurs when each blade makes one complete revolution.

This effect makes the efficiency of the rotor extremely high.

In order to use the rotary blade under optimal conditions, we have made the above-mentioned improvement of moving the rotation center of the blade away from the aerodynamic center and other improvements, namely, making it possible to change the angle of attack of the blade arbitrarily, and improving the angle of attack of the rotor blade. It is possible to combine improvements such as removably engaging the drive motor and connecting the blades, telescopically extending and contracting the length of the blades. 7th.
The rotor blade shown in Figure 2 has a pair of blades connected at a point L at the nozzle, and these blades are able to pivot up and down about a parallel axis that is tangential to the hub. and is mounted so as to form an angle with respect to the direction of the resultant force R applied to each blade, and the resultant force R is the resultant force of the lifting force A and the centrifugal force Fc. This structure makes it possible to reduce the bending stress generated in the grade and its axial support.

The main advantages of the improvements described above can be summarized as follows.

The first is that the constant self-balancing properties of the blades eliminate the movement disturbances inherent in the horizontal advancement of the blades, ie the translation of the rotor.

The second point is that no matter what position all the blades are in during rotation, and at the point of collapse when performing vertical flight, horizontal flight, or a combination of vertical rise and horizontal flight, The load factor and toothpick coefficient of all the blades are equal.

Third, it does not require a pilot, autopilot, or other mechanical equipment to maintain perfect air stability. The reason is that there is no disturbance to be corrected.

By using a rotor blade having a structure based on the present invention, it is possible to manufacture an aircraft that is extremely easy to maneuver.

Finally, it is extremely aerodynamically efficient. The reason for this is that the resistance (drag) to forward movement is minimized (Korzmeyer effect).

Also, I would like to point out that when the rotor blades move horizontally forward and rotate freely at the same time, that is, when the rotor blades do not engage with the drive motor and fall into a so-called idling state, the forward movement of the aircraft causes
As shown in FIGS. 13 and 14, the flade acts like a windmill.

In this figure, the thick arrows indicate the forward motion of the aircraft, and the thin arrows indicate the aerodynamic effect on the blades.Compared to a helicopter, the rotor blades can only rotate slower than the forward speed in the idle state. It is possible that the tip speed of the blade is less than the forward speed of the rotor, but in the present invention, since the flight speed can be increased by the propeller, the forward speed of the rotor is also increased. In theory,
Since the drag based on forward speed is zero (due to the overall Korzmeyer effect), the average speed of the blade is equal to the translation speed, ie, the airspeed of the blade. Disturbances occur only when the blade edge velocity is high, ie close to the speed of the blade.

Therefore, the speed of an aircraft equipped with a rotary wing according to the present invention is determined by the propulsion engine and propulsive force (propeller, jet flame), and the drag coefficient of the rotor wing, which is a lift generating device.
These factors must be determined experimentally for each aircraft type.

It can be designed so that the speed of the aircraft when the rotor blades are idling is faster than that of a helicopter or an autogyro, and that the speed is comparable to that of a light flight aircraft equipped with a propeller and a jet engine.

The first rotor blade based on the present invention! As shown in Figure i, it can also be used for a parachute as an air brake for landing.

Due to this characteristic, an aircraft equipped with a rotary wing according to the present invention can land on any terrain, and the landing safety is higher than that of conventional aircraft. The reason for this is that in the event that the engine of a conventional aircraft stops or malfunctions, there is no other way to land than by gliding to a landing location.

Based on the present invention, it is also possible to roughly separate the rotor blades into two sets, such as in a helicopter, and use one of the rotor blades as a forward force generating device. It is also possible to use two rotor blades according to the invention to form a gyroplane or autogyro, in which case the blades are driven aerodynamically (like a windmill).

When used as a helicopter, there is no need for the pilot to correct the attitude of the aircraft in order to maintain its stability, there is no need for an aircraft attitude correction device, and the aircraft does not become unstable due to gusts of wind. Furthermore, if the drive motor is not engaged in the air and the rotor blades are idling, that is, in an emergency situation, the rotor blades function as a parachute, allowing a safe landing.

As already explained, when the rotary wing according to the present invention is used like a helicopter, the aircraft can be operated and controlled more precisely than conventional helicopters, so it can fly safely.

When used as an autogyro, the Korzmeyer effect is very effective, resulting in high efficiency and speed.

The rotor based on this invention can also be combined to become a helicopter and an autogyro, if desired. In this case, the advantages of these two rotors can be utilized. When used as a helicopter, it is capable of hovering, vertically rising, and vertically descending, allowing very low horizontal speeds and increasing tower payload.

When used as an autogyro, the forward speed can be increased.

From the user's point of view, it is important that the aircraft be easy to operate and have consistent flight characteristics, and the reason for this is that anyone can easily operate the aircraft without the need for familiarization training. Also, if the structure and mechanism are simple, the price will be lower.

The field of application suitable for the invention is aircraft, including sports and private aircraft, in particular as air taxis or airbuses, for which neither helicopters nor light aircraft are suitable. Helicopters are expensive to manufacture, and light aircraft can only land on runways or airfields.

Finally, the blades can be telescopingly shortened to reduce parking requirements, thus solving one of the biggest challenges when used as a vehicle. Diameter If applied to an autogyro with a size of 1.5 m, the blade can be shortened to a width of ≠ m and a length of 1 m to 11 m, which is almost the same width as a vehicle with the same loading capacity.

The rotary wing according to the invention can be used as an autogyro or a helicopter to reduce the number of passengers. The area required to accommodate 100 human aircraft and land FJ+ff is less than 1 hectare.

FIG. 1A shows a state in which a rotary wing according to the present invention is attached to a monoplane with the frame removed. If the present invention is to be used economically, this simple and quick switching method can be adopted.

FIG. 77 shows a rotary wing according to the present invention installed in an autogyroscopic airbus equipped with two jet engines.

In the two examples above, the flight speed can be on the order of 300 Rrrb/hour if the design parameters are selected appropriately.

〔effect〕

From the above description, it is possible to provide a main rotor with improved flight conditions for an aircraft by using a device to which the present invention is applied.

[Brief explanation of drawings]

1 (Figure 7 is an explanatory diagram of the force and speed of a cross section of a conventional rotary blade, Figure 2 is a plan view of a λ-bladed non-rotating blade, and Figure 3 is an explanatory diagram of the force and velocity of a cross section of a blade that moves in parallel while rotating. Figure 5 is a perspective view showing the force applied to the two-blade rotor blade that moves in parallel while rotating. Figure 5 is a diagram showing the force applied to the rotor blade shown in Figure φ due to the weight of the rotor device. FIG. 6 is an illustration of the dispersion of the blades of the rotor based on the present invention. FIG. The figure is an explanatory diagram of the force that balances the rotor blade when the angle of attack of the rotor blade in Figure 7 changes. A cross-sectional view of a rotary blade having a rotary blade, Figure 1/A is a drawing of Am of a blade to which the Kolsmeyer effect is added,
Figure 12 is a side view of a rotor formed by connecting two blades, and Figure 13 is a perspective view of a rotor that is idling.
The figure is a 41.7 cross-sectional conceptual diagram of the rotor blade in Figure 7g13, 1S
The figures are cross-sectional conceptual diagrams of the rotor blades shown in FIG. 13 and FIG. , C, II, J...-lift force, Cg... center of gravity of the rotor. d, d'... separation distance PJI, Fc... centrifugal force,
G...Rotation center of the blade, L...Blade connection point, 1...Chord length. 0.0'...Aerodynamic center, R...Resultant force, tc...Torque, ■0°V'...Airspeed, W...Drag force, ω・
...Angular velocity, α, α′. β, β′...Angle of attack.

Claims (1)

[Scope of Claims] l) Two blades having an aerodynamic airfoil shape and a part for attaching a rotational axis to the center of the aircraft body, the blades attaching to the rotary blade rotational axis. In a main rotor wing for an aircraft, the part to which the rotor blade rotation shaft is mounted rotatably couples the blades, and the blades are rotatably connected to each other, and the blades are rotatably coupled to each other. an axis of rotation of the blade, the axis of rotation of the blade transverse to the axis of rotation of the rotor above the fuselage of the aircraft; extending generally in the direction of the longitudinal axis of the blades and being coupled and supported at a point on the dispersion of each of the blades, said point being spaced apart forwardly of the aerodynamic center of said blades, said point being spaced apart forward of said rotor's aerodynamic center; A torque is generated as a restoring force in each of the blades when the forward movement and forward movement are performed simultaneously, and when the angle of attack of each blade changes depending on the position of the blade with respect to the forward movement, the torque balances the blades with each other. An aircraft main rotor blade characterized by: 2) A spring device is attached to the blade, and this spring device causes the blade to move when the blade starts rotating.
The main rotor blade for an aircraft according to claim 1, wherein the main rotor blade for an aircraft is pushed to a position where its angle of attack is balanced, and a shock absorber cooperates with the spring device to absorb vibrations. 3) The aircraft according to claim 1, further comprising a device capable of changing the angle of attack of each blade when the blade is in the rest position in the same manner as when the blade is rotating or in flight. main rotor blade. ψ)^11 It has a device that controls the attitude of the blade. 2. The main rotor wing for an aircraft according to claim 1, wherein this device generates a force that moves the blade in the horizontal direction even when the blade rotates. j) A drive device for rotating the rotor blade, and a device for removably engaging the rotor blade with the drive device, and when the rotor blade is not engaged with the drive device by the device, The main rotor blade for an aircraft according to claim 1, characterized in that it idles like a windmill. 6) The mounting portion of the rotor blade rotation shaft has a connecting device for the blades, and the radially inner end of each blade is attached to the connecting device so as to be able to rotate up and down, so that the rotor blade can be rotated vertically. Claim Eα1, characterized in that the angle of each blade on a radial plane including the longitudinal axis of rotation is not affected by lift and centrifugal forces acting on the blade during flight. Aircraft main rotor. 7) inserting a telescoping device on each of the front Pi8 blades, which telescoping device can automatically extend and retract the rotor blade in its radial direction, thereby reducing the apron area requirement of the aircraft; An aircraft main rotor according to claim 1, characterized in that: g) having a rotatable hub on which are mounted the radially inner ends of at least l pairs of blades of the main rotation r', said l pairs of blades being substantially radially diametrically opposite from said hub; , the cross-section of each blade forming an IZM, the airfoil having an aerodynamic center, and each hub having a means for rotating each blade about its longitudinal axis; The rotor blade has an upwardly extending center axis of rotation, and the center axis of rotation is generally perpendicular to the longitudinal axis of the blade. A coupling device is provided between the two blades of the blades, the coupling device coupling the blades for rotation about the longitudinal axis of the blades, the center of the longitudinal 111b of each blade being connected to the longitudinal axis of the blade. forward of the typical aerodynamic center of the blades, the action of which is to exert an aerodynamic force on the pair of blades during rotation of the main rotor and horizontal flight of the aircraft. The blades are adjusted by rotation.The difference in aerodynamic external force between the two blades due to the difference in the speed of the airflow flowing over the surface of each blade is reduced.1.C
A main rotating field for an aircraft, characterized in that the angle of attack of the two grades changes so as to at least reduce the angle of attack.