Rotary wing vehicle

E05761246

18-09-2014

DESCRIPTION

Rotating wings vehicle

5 The present invention relates to a rotating wing aircraft.

Background

More particularly, the present disclosure relates to unmanned vehicles with rotating wings.

Swing-wing vehicles are used in a variety of applications. Unmanned swiveling vehicles are often used by the military, law enforcement agencies, and for commercial activities for air reconnaissance operations.

fifteen WO 03/059735 A2, which is considered the closest prior art and discloses the features of the preamble of the claim, discloses a flying micro-helicopter with an elongated body and two rotors aligned on a common axis. Rotor blades can be changed collectively and cyclically and the rotors are driven by a single motor.

US 6 450 445 B1 and EP 1 384 662 A1 show a rotating-wing aircraft with a fuselage and a first and second rotor system. Each rotor system includes a rotor blade that is driven by an associated motor.

Summary

25 A rotating-wing aircraft, according to claim 1, includes a body structure that has a tubular elongated main column or core, and a coaxial counter-rotation rotor system that has rotors, with each rotor having a separate engine. to drive the rotors around a common axis of rotation of the rotor. A power supply comprising, for example, a battery, a fuel cell, or a hybrid electric-gas generator, is provided to supply electric power to the engines. The transmission of energy to and between the rotor systems is mainly achieved by means of electrical wiring, rather than mechanical axes. A modular structure that helps manufacturing capacity is described.

An embodiment of the disclosure includes an auxiliary power package that is detachable from the in-flight vehicle for

35 facilitate, for example, the delivery of the vehicle to a distant position. In another embodiment, the energy package comprises a payload, such as an explosive ammunition, an immersion sonar, hydrophones, or a detachable sound buoy module. Although the aspects of the disclosure are applicable to many helicopters, including full-size helicopters for people, the current disclosure is especially suitable for application to small autonomous or radio-controlled rotating-wing aircraft, known as remotely piloted vehicles (RPVs ), or unmanned aerial vehicles (UAVs).

Additional features of the present disclosure will be apparent to those skilled in the art upon consideration of the following detailed description of illustrative embodiments that exemplify the best mode of carrying out the disclosure as currently perceived.

45

Brief description of the drawings

The detailed description refers particularly to the attached figures, in which:

Figure 1 is a schematic view of a rotating wing vehicle, in accordance with the present disclosure, showing an aircraft that includes a guide system, and a pair of rotor systems coupled to a fuselage comprising a central or structural column and that carries a payload;

Figure 2A is a perspective view of a rotating-wing aircraft, in accordance with the present disclosure, showing a counter-rotating coaxial rotor system in a vertical flight mode;

Figure 2B is a perspective view of the rotating wing aircraft of Figure 2A, which has a coaxial rotor system of counter-rotation and a fixed-wing reinforcement module in a horizontal flight mode;

Figure 3 is a side elevational view of the rotating wing aircraft of Figure 2A, showing the outer body panels, electrical wiring and reinforcement section removed for clarity;

Figure 4 is a side elevational view, with sectioned portions, of the vehicle of Figure 2A, showing a coaxial counter-rotation rotor system and an electrical power supply;

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Figure 5 is an enlarged perspective view of the aircraft of Figure 2A, with sectioned portions, showing an upper inner section of the aircraft and the coaxial counter-rotation rotor system;

Figure 6 is an enlarged perspective view of the aircraft of Figure 2A, with sectioned portions, showing a lower interior section of the vehicle and the coaxial counter-rotation rotor system;

Figure 7A is a perspective view of a core tube or main column that has a circular cross-section and a hollow interior channel that is used as a conduit between the sections of the aircraft and showing the electrical wiring that crosses the hollow interior. and enters and leaves at several points;

Figure 7B is a perspective view of the main column having a generally cruciform cross-section with exterior channels that run the length of the central column that can be used as conduits between the sections of the aircraft;

Figure 8 is an enlarged perspective view of a first ring support;

Figure 9 is an exploded perspective view of a second ring support showing attached links and body supports;

Figure 10 is an enlarged perspective view of a middle inner section of the aircraft of Figure 2A, with sectioned portions, showing the coaxial rotor system of counter-rotation;

Figure 11A is an exploded perspective view of a rotor module having rotor blades with variable cyclic pitch and fixed collective pitch;

Figure 11B is an exploded perspective view of a rotor module having rotor blades with variable and cyclic variable collective pitch;

Figures 12A and 12B are perspective views of a first side and a second side of a motor stud;

Figures 13A and 13B are perspective views of a first side and a second side of a rotor bushing;

Figure 14 is a sectional view taken along lines 14-14 of Figure 2B, showing the rotor module;

Figure 15 is a side elevation view of the counter-rotation coaxial rotor system of Figure 2A, and a core tube, depending on the rotor system;

Figures 16A and 16B are exploded perspective views of an individual power module with several batteries;

Figure 17 is an orthographic view of the reinforcement module of Figure 2B, showing a folded wing for storage and an extended wing in a flight configuration;

Figure 18 is an orthographic view showing the reinforcement module that separates in flight from the rotating wing aircraft;

Figure 19 is an elevation view of the rotating wing vehicle showing a hydrophone or immersion sonar assembly depending on a lower portion of the aircraft.

Figures 20A, 20B, and 20C are sequential views of the rotating wing vehicle showing the operation of the uneven length folding blades during an emergency landing of the vehicle on ground underlying the rotating wing aircraft;

Figures 21A and 21B are side elevation views of a storage tube and the rotating wing aircraft showing the folded vehicle for storage;

Figure 22 is a perspective view of a rotating wing vehicle in accordance with the present disclosure, which delivers a sensor or marks a remote location that is shown for illustration purposes to be in an open sea ship;

Figure 23 is a side elevational view of a folded swiveling vehicle for storage in a rear portion of a gravity-falling pump; and

Figure 24 is a perspective view of a rotating wing aircraft that is deployed from the part

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rear of a bomb that falls by gravity near a target site that shows the bomb that falls by gravity being ejected from the rotating-wing aircraft and the rotating-wing aircraft being deployed in a vertical flight mode to prowl in the target area of providing an attack force with real-time battle damage assessment after the gravity-dropping bomb

5 You have reached the goal.

Figure 25A is a schematic view of another rotating wing aircraft showing an aircraft having a central bus architecture with power and signal conduits, a guide system, and a pair of rotor systems coupled to a fuselage comprising a non-rotating central or structural column that carries a payload; and

Figure 25B is a schematic view of the rotating wing aircraft of Figure 25A, showing a rotor system, a control system and a power supply that communicates through a central power / data bus with the conduit of power and signal.

15

Detailed description

As schematically suggested in Figure 1, a rotating wing vehicle or aircraft 1 includes, in series, a first module 2, a first and a second rotor system 3 and 5, power modules 13 and 14, and a second module 15 coupled in separate relation to a fuselage 40 extending along a common axis 7. Illustratively, the fuselage 40 is an elongated central column and can be arranged as a hollow core or have a cross-shaped cross section. In operation, the first rotor and the second rotor rotate in opposite directions around the common axis 7 to direct the direct thrust in the direction 24 and create an elevation in the direction 24 'to cause a controlled flight of the rotating-wing aircraft 1, as suggested in figure 2A.

25 The first module 2 is adapted to include a variety of 50 'guidance systems, electronics or payloads 15'. The second module 15 is adapted to include a payload 15 ', or in some embodiments, a variety of guide systems 50' and electronic systems 55 '. The payload 15 'may include, but is not limited to, ammunition, radiation sensors, chemical detection sensors, biological agent sensors, active and passive listening devices, video sensors, supplementary power supplies or other specific equipment. The mission. Rotating wing aircraft 1, therefore, provide means for moving reconnaissance, observation, or monitoring surveillance equipment in an area of ​​interest to obtain information therefrom.

As suggested in Figure 1, 25A and 25B, the first rotor system 3 includes a first motor 54, first rotor blades 20, and a first step controller 56. In illustrative embodiments, the motor 54 is an electric motor

35 as shown, for example, in Figures 4 to 6, or other suitable means for providing power to rotate the rotor blades 20 around the common axis 7. The first rotor system 3 and the second rotor system 5 are similar each other in structure and function. The second rotor system 5 includes a second motor 61, second rotor blades 22, and a second step controller 57. In illustrative embodiments, the motor 61 is an electric motor as shown, for example, in Figures 4 to 6, or other suitable means for providing power to rotate the rotor blades 22 around the common axis 7. Illustratively, The electrical and electronic components are connected and communicate through an electrical conduit 173 and an electronic conduit 174 that maintain power and signal lines, respectively. Although the rotating wing aircraft 1 illustrated have two rotor systems, a rotating wing aircraft 1 may have more than two rotor systems as dictated by performance and mission demands.

Four. Five As shown in Figures 1 and 3, the fuselage 40 is non-rotating and forms an elongated hollow center column to receive first module 2, first and second rotor systems 3, 5, power modules 13 and 14, and the second module 15. Illustratively, the power modules 13 and 14 are positioned to meet side to side in relation to each other between the second rotor system 5 and the second module 15. Since the fuselage 40 of the aircraft is hollow, the power modules 13, 14 can be electrically connected through the hollow center column to the engines 54 and 61.

Illustratively, the step controller 56 is a tilting plate 56 'coupled to a bow / stern servo 58 and a balancing servo 59 to vary the cyclic pitch of the rotor blades 20 in response to the input from a

55 controller 55. In some embodiments, the rocker plate 56 'is further coupled to a collective servo 98 to collectively change the pitch of the rotor blades 20. Similarly, the pitch controller 57 is a rocker plate 57' coupled to a bow / stern servo 58 and a balancing servo 59 to vary the cyclic pitch of the rotor blades 20 in response to the input of a controller 55. In some embodiments, the rocker plate 57 'is also coupled to a collective servo 98 to collectively vary the pitch of the rotor blades 20. In illustrative embodiments, the controller 55 is a command signal controller, as shown, for example. , in Figure 3, or other suitable means for providing a desired directional electrical or mechanical signal to servos 58, 59, or 98, and to motors 54, 61.

Illustratively, the rotating wing aircraft 1 has a fixed pitch rotor system that has two servos 58,

65 59 for the control of the passage of the aircraft (cyclic entrance of bow / stern of helicopter style) or of the balancing of the aircraft (right / left cyclic entrance of helicopter style). Servo 98, shown in dashed lines

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in Figure 1, it can be mounted similarly to servos 58, 59 if collective step control is desired. In embodiments that have a fixed pitch rotor system, the rotor systems 3.5 are connected to swiveling plates 56 ', 57' via pitch links 119. Servos 58, 59 are connected to swivel plates 56 ', 57 'via links 125, 126. A feature of the present disclosure is that the rotating-wing aircraft 1

5 You can fly with only one or two cyclic servo actuators (58, 59). In a "one servo" flight mode, the differential torque of the motors 54, 61 controls the yaw orientation and the servo 58 controls the flight forward and backward. With only one cyclic servo, the aircraft 1 can fly like an aircraft that has only the rudder and elevator control. In the illustrative "two-servo" flight mode, the servos 58, 59 provide a bow / stern and roll control of the right / left aircraft with a differential torque of the engines 54, 61 that provide control of yaw.

In operation, rotor hubs 101 rotate in opposite directions. The servos 58, 59 are controlled by the on-board flight control electronics to simultaneously tilt the rocker plate 56 'and the rocker plate 57,' which then cyclically varies the angle of the blades of rotation of the rotor blades 20 to tilt the

fifteen Aircraft 1 in a passing direction of the aircraft 170 and a rolling direction of the aircraft 171. In another embodiment having the collective passage (see Figure 11B), the collective servo 98 and a third passing link (not shown) they are provided to vary the axial position of the tilting plates 56 ', 57' along the common axis 7 and to vary the collective pitch of the rotor blades 20, 22 using the collective-cyclic pitch mixture (CCPM). With the servo 58, 59 and 98 of collective-cyclic step mixing, the tilting plates 56 'and 57' are tilted in unison to vary cyclic pitch and move the tilting plates 56 ', 57' axially in unison along the common axis 7 to vary the collective step.

The illustrative embodiment uses the differential motor speed for yaw control (header), while in a vertical flight configuration. Normally, coaxial helicopters use shovel pitch

25 variable and angle of the differential blade to control the movements of yaw in flight in the present disclosure, the differential torque generated by the operation of the engines 54, 61 at different speeds in relation to the fixed body of the aircraft 1 generates yaw forces to stabilize and control the yaw movement (i.e., rotation around the common axis 7). In this method, the torque (and, eventually, the speed) of the engine 54 increases or decreases in response to a yaw movement of the rotating-wing aircraft 1 around the vertical common axis 7. The torque (speed) of the second engine 61 is automatically adjusted by an on-board computer system, contained within the controller 55, as opposed to the torque (speed) of the first engine 54 to keep the inclination constant, so that the aircraft of rotating wings 1 neither gain nor lose altitude.

35 The rotor blades 20 and 22 are coupled to the rotating wing aircraft 1 and are supported for rotation by the rotor hubs 101. The rotor hubs 101 are further coupled for pivotal motion to an inner fork 108, as best shown in Figure 11A. The pivot shafts 109 extend through the hub 101 of the rotor and are received by the fork 108. The fork 108 is adapted to couple a pair of rotor blades to the hub 101 for rotation about the common axis 7. The fork 108 is further coupled to a first end of a pair of links 119. Each link 119 is further coupled in a second end to a perimeter edge of the tilting plate 56 'or 57'. Therefore, the fork 118 pivots through the input of the tilting plate 56 ', 57', in response to the linear motion input of the servos 58, 59, or 98. This pivotal movement of the fork 118 in turn causes each rotor blade 20, 22 to rotate in response, which increases or decreases the pitch of the rotor blade of the rotor blades 20, 22.

Four. Five As suggested in Figures 2A and 2B, a rotating wing aircraft 1 includes an upper section 2 ', a first and second rotor systems 3 and 5, a middle section 4, a lower section 6, a first and second modules of power 13, 14, and a payload 15 'arranged in separate relation along the common axis 7. Referring now to Figures 2A to 4, the internal mechanical and electrical components within the upper section 2 'and the middle section 4 of the aircraft 1 are enclosed by a thin-walled housing 10 of the upper body and a housing 11 of the middle body, respectively. A housing 12 of the lower body covers a portion of the lower section 6, but could be extended to cover the entire lower section 6. A feature of the present disclosure is that the body carcasses 10, 11 are blow molded of a plastic material, such as polycarbonate or ABS and, in conjunction with the central column, form a structure for the rotating-wing aircraft that has a

55 central reinforcement component and a thin outer shell component, which together are rigid, strong and easy to manufacture.

As shown in Figure 3, a rotating wing aircraft 1 according to the present disclosure has a rotor system comprising a motor 54 operatively connected to the rotor blades 20 by means of a drive train, such as gears 106, 107 (Figure 11). A pitch control such as a tilting plate 56 '(Figure 10) is operatively connected to the rotor blades 20 to vary the cyclic and / or collective pitch of the rotor blades 20 in response to the output of a servo actuator, such such as servos 58, 59 (figure 3) through links such as links 125, 126 (figure 10). Energy such as battery (not shown) or fuel electricity from a storage tank (not shown) in a power supply module 13 flows through a power line through the rotor system and provides energy to operate controller 55, motor 54, and servos 58 and 59. Control signals from controller 55

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they flow along a signal conduit and regulate the speed of the motor 54 and the positioning output of the servos 58 and 59. The supply conduit and the signal conduit are conducted between a flow inlet side and a side of Flow outlet of rotor blades 20 through channels 96 formed in the central or structural column (Figures 7A, 7B and 15) of aircraft 1.

5 In stationary flight, the first rotor and the second rotor rotate in opposite directions around the common axis 7, forcing the air down in the direction 24 and raising the aircraft 1 in an upward direction, as suggested in Figure 2A. The first rotor system 3 has the rotor blades 20 configured to rotate in the direction 21, and the second rotor system 5 has the rotor blades 22 configured to rotate in the direction 23 around the common axis 7. As the first blades of the rotor 20 and the second blades of the rotor 22 are equipped with a cyclic passage control, the aircraft 1 is configured for a directional flight in the direction 25 in which the common axis 7 is oriented substantially vertically.

Referring now to Figure 2B, a second embodiment contemplated by the current disclosure is

fifteen represents with a booster module 8 attached to the lower section 6 in a booster interface 9. The booster module 8 contains, for example, an auxiliary power supply (not shown) to increase an internal power source contained in the modules of power 13 and 14 made in the aircraft 1. Illustratively, the auxiliary power source modules (not shown) and the power modules 13 and 14 are electric batteries. The reinforcing module 8 includes left and right wings 16, 17 to provide additional elevation for the aircraft 1 in directional flight in the direction 18, in which the common axis 7 is oriented substantially horizontally.

The fuselage 40 forms a structural column of the rotating-wing aircraft 1 and generally extends vertically through the center of the rotating-wing aircraft 1 from the upper section 2 'to the lower section 6,

25 as best shown in Figure 4. Illustratively, the fuselage 40 is a non-rotating core tube with a hollow inner channel 96 (Figure 7A) or a cruciform beam 97 with outer channels (Figure 7B). The first and second rotor systems 3 and 5, all components within the upper section 2 ', the middle section 4, and the lower section 6 are coupled to the fuselage 40. Referring now to Figure 7A, the non-rotating hollow core tube also acts as a conduit for electrical wiring 45, plumbing (not shown), and mechanical links (not shown) that pass between the components in the upper section 2 ' , the middle section 4, and the lower section 6 of the rotating wing aircraft 1. Longitudinal grooves 46 and 47 are provided as entry and exit points for wiring 45, plumbing, and links. As the non-rotating hollow core tube and the cruciform beam are unitary and continuous between body sections 2, 4 and 6, the structural stiffness and light weight properties of aircraft 1 are increased. Illustratively, the non-rotating hollow core tube and the

35 Cruciform beam 97 is preferably made of carbon graphite fiber wrapped or by reverse extrusion, glass fiber, or 7075 aluminum alloy (or similar) with a (core tube) of outer diameter or width dimension (cruciform beam ) of approximately 13 mm (0.5 inches) and a wall thickness between approximately 0.76 mm (0.03 inches) and approximately 13 mm (0.05 inches).

The rotating-wing aircraft 1 is arranged having three body sections, as best shown in Figure 3. The upper section 2 'is arranged with a horizon / stabilizer sensor 50, an electronic gyro stabilizer 51, a gyroscopic mounting table 52 coupled to an upper end of the core tube, a first motor speed controller 53, a first motor 54, a radio receiver, and a controller 55. The middle section 4 includes a first tilting plate 56 ', a second tilting plate 57', a cyclic servo of

Four. Five bow-stern 58, and a rocking cyclic servo 59. The lower section 6 includes a second motor speed controller 60, a second motor 61, a radio battery 62, a first and second power battery modules 13 and 14, and a payload module 15.

In the illustrated embodiment, the horizon / stabilizer sensor 50 is a "FS8 Copilot" model of the FMA company, the gyro stabilizer 51 is a "G500" model silicone ring gyroscope of the JR company, the 54, 61 engines are "B2041S" models from Hacker and engine speed controllers 53, 60 are "Pegasus 35" models from Castle Creations, which are computer-based digital programmable speed controllers. The rotating-wing aircraft 1 is also configured to receive a GPS receiver / controller and a telemetry system (not shown), arranged to engage the upper section 2 '.

55 The inner components of the rotating-wing aircraft 1 are coupled to the core tube by ring supports 70, as shown in Figure 8. The ring support 70 includes an annular inner portion 71 according to the annular outer surface of the tube. nucleus. The ring support 70 includes radially extending support arms 72, 73, 74 that have flanges 75, 76, 77 adapted to hold the mechanical, electrical and other internal components of the rotating-wing aircraft 1. The support Ring 70 is arranged to support the motor 54 in the flange 75, the motor speed regulator 53 in the flange 76, and the radio receiver 55 "in the flange

77. The interior components of the aircraft 1 are coupled, for example, to the support flanges using a variety of fasteners (such as nylon ties through openings 78) or adhesives. The annular portion 71 provides means for locking the ring holder 70 to the non-rotating hollow core tube to prevent

65 the ring support 70 rotate or slide axially along the hollow non-rotating core tube. The means for locking the ring support 70 to the non-rotating hollow core tube include fasteners (not

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shown) received by the adjusting screw receiver 79 or a variety of adhesives. A second ring holder 80, as shown in Fig. 9, includes an annular ring 80, arms 82 and 83, and axial posts 84, 85 to support spacers 86, 87, 88 of the body, anti-arm arms rotation 90 and 91 of the tilting plates, and links 92 and 93 of the tilting plates.

5 The servo module 81 includes the ring holder 80 that supports the step servo 58, the balancing servo 59, and the separators 86, 87 of the universal body (as described in Arlton Provisional US Patent Application No. 60 / 525,585 , which is incorporated herein by reference) which supports the central body housing 11, as shown, for example, in Figure 10. The ring supports 70, 80 are arranged to incorporate and support many structural features of the rotating-wing aircraft 1. The ring supports 70, 80 help the assembly of the rotating-wing aircraft, because the ring supports 70, 80 and the associated interior components can be pre-assembled as sub-assemblies and then mounted together with other modules to the non-rotating hollow core tube in a final manufacturing stage.

fifteen Referring now to Figures 11A, 12A, 12B, 13A, 13B and 14, the rotor system 3 includes a rotor support 100, a rotor bushing 101 having an internal gear 107, a first and second ball bearings 102 and 103, a ring clip 104, an engine 54, a planetary gearbox 105, a pinion gear 106, a blade fork 108, pivot shafts 109, end caps of shaft 110, torsion springs 111, and rotor blades 20. A motor support 122 is receptive to the gearbox 105 to couple the motor 54 to the rotor support 100. Once mounted, the bearings 102, 103 are retained by the ring clip 104, which engages in a groove 108 in a projection 112 extending from the rotor support 100. The blade 20 is held in position by a pin 113 extending through the cover 110 and the opening 114 formed on the shaft 109. The shaft 109 passes through a bearing opening 117 formed in the bushing 101 and into an opening 118 in the fork 108 when retained by another pin (not shown). Links 119 couple the fork 108 to

25 the tilting plate 56 '.

As shown in Figure 11B, a rotor module adapted to support both blades of the cyclic pitch rotor and collectively includes a collective rotor bushing 201 that is similar to bushing 101 and receptive to a collective fork frame 208 coupled to projections 214 formed on an inner surface of bushing 201 by fasteners 212. The collective fork frame 208 supports the radial flight loads produced by the rotor blades 20 that act through thrust bearings 203. The links 119 couple the passage arms 210 to the tilting plate 56 '.

Illustratively, planetary gear 105 has a speed reduction ratio of approximately 4: 1.

35 The pinion gear in the engine 54 has nine teeth and is coupled to the internal gear 107 in the rotor hub 101 which has sixty teeth, whereby the total speed reduction ratio of the rotor system 3 is approximately 26, 7: 1 (that is, the output shaft of the engine 54 rotates 26.7 times for each turn of the rotor hub 101). This reduction ratio encourages the use of high efficiency electric motors that operate at high voltages and at high speeds.

Illustratively, motor 54 is a brushless motor. In some applications, especially where flight times are short and economy is a factor (for example, in a short-range disposable ammunition) several low-cost brush motors are used (for example, carbon brush motors and switches rotating) instead of a high-cost brushless motor 54 to rotate the rotor hub 101. In such cases,

Four. Five Although the rotor system 3 is shown to have a motor 54 to drive the rotor bushing 101, it is within the scope of this disclosure to include several motors around the circumference of the rotor support 100 to drive the rotor bushing 101 instead. of one only. It is also envisioned that the rotor shaft 101 itself can be configured with wire coils and magnets to act as a motor, so that separate motors are not required to drive the rotor hub 101 around the common shaft 7.

The rotor blade 20 in the embodiment shown is injection molded of polycarbonate plastic material and is of the type described in US Patent No. 5,879,131 to Arlton, the patent of which is incorporated herein by reference. The rotor blade 20 is free to beat up and down about 6 degrees on the shaking shaft 120 before tabs 121 on torsion springs 111 contact the passing shaft 109 and resist a shake

55 additional. This means that the rotor 20 blades overlap up and down freely in flight approximately +/- 6 degrees and can be folded up 90 degrees and down 90 degrees for storage or during a forced landing.

In the embodiment shown in the drawings, the rotor support 100 is injection molded in one piece from a thermoplastic material, such as polycarbonate or nylon. The rotor hub 101 is injection molded in one piece from a thermoplastic material such as nylon or acetal. The rotor blades 20 are supported in flight by the rotor hub 101 (which is part of the outer body shell of the aircraft 1) instead of by traditional coaxial shafts that coincide with the common axis 7. This places the bearings of rotor support 103, 104 very close to the rotor blades 20 and free space within the central body portion of the rotating wing aircraft 1 for other mechanical or electrical components. In a fixed pitch rotor system (shown in the drawings) the radial flight forces produced by the rotating blades 20 are supported

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by the inner fork 108 which connects two blades of the rotor 20 and which includes an internal opening that surrounds and derives the core tube, therefore, no special thrust bearings are required.

Referring now to Figure 15, a coaxial rotor system according to the current disclosure

5 It comprises two rotor systems 3, 5 of the core tube, two tilting plates 56 'and 57', and a servo module 81 coupled to the non-rotating hollow core tube in mirror symmetry around servo module 81. Although a coaxial rotor system with two rotors is disclosed, the rotating-wing aircraft 1 could be equipped with additional rotor systems (not shown) separated along the length of the non-rotating hollow core tube for a thrust or operational capabilities. additional.

In the illustrated embodiment, the rotating-wing aircraft 1 has a fixed pitch rotor system that requires only two servos 58, 59 for controlling the passage of the aircraft (bow-stern cyclic) and balancing of the control aircraft (cyclic right left). A third collective servo 98 can be mounted in a similar manner in the middle section 4, for example, if the collective passage control is desired.

fifteen The rotor systems 3.5 are connected to rocker plates 56 ', 57' by way of links 119. Servos 58, 59 are connected to rocker plates 56 ', 57' by links 125, 126. In operation, the Rotor bushings 101 rotate in opposite directions. The servos 58, 59 are controlled by electronic on-board flight control systems 55 'to simultaneously tilt the tilting plate 56' and the tilting plate 57 'which then cyclically vary the angle of the rotating blades of the rotor blades 20 to tilt the aircraft 1 in a direction of passage of the aircraft and a direction of balancing of the aircraft. In another embodiment having collective passage (see Figure 11B), a third servo and the third passage link (not shown) are provided to vary the axial position of tilting plates 56 ', 57' along the common axis 7 and to vary the collective pitch of the rotor blades 20, 22 using the collective electronic cyclic pitch (CCPM) mixture. The use of placed servos

25 to be between the rotor systems 3, 5 and directly coupling the control swivels 56 ', 57' with the links to control a coaxial rotor system in this way is a characteristic of the embodiment.

An illustrative feature of the disclosure is that motors 54, 61 are positioned to be on opposite sides of (above and below) rotors with power transmission between rotors made through electrical wiring 45 instead of mechanical shafts, reducing thus the mechanical complexity and the weight. In another embodiment (not shown), the motors 54, 61 are positioned to be between the rotors, and the servo drives 58, 59 are positioned to be in separate relationship to place the rotors between them. As the energy and control of the rotor system is completely electrical in nature, the entire control system of the rotating-wing aircraft 1 can be electrically operated by digital computers and electronics.

35 solid state, without mechanical links or hydraulic amplification. Placing two motor assemblies on opposite sides of the rotors, and on opposite sides of the servo module 81 eliminates the need for concentric rotation shafts between the rotors, and places the servos 58, 59 to drive the two tilting plates 56 ', 57 'directly.

A feature of the present disclosure is that the aircraft 1 can fly with only one or two cyclic servo actuators (servos 58, 59). In a flight mode of a servo, the differential torque of the motors 54, 61 controls the yaw orientation and the servo 58 controls the flight back and forth with a single cyclic servo, the aircraft 1 can fly like an airplane that It has only one rudder and elevator control. In a two-servo flight mode, as illustrated in the drawings, the servos 58, 59 provide bow / stern aircraft passage and control

Four. Five of balancing the aircraft to right / left with a differential torque of engines 54, 61, which provides yaw control.

In another embodiment of the present disclosure, the power to the drive motors 54, 61 in flight is provided by large capacity electric batteries 130, such as lithium-polymer or lithium-ion batteries or fuel cells. Referring now to Figures 16A and 16B, the power module 13 has six rechargeable lithium-ion batteries 130 arranged in a hexagonal pattern around the non-rotating hollow core tube and are connected in series to produce about 21.6 volts. of electrical potential. The ring support 131 of the battery is formed to include a central opening (ring) 132 to accommodate the non-rotating hollow core tube and a flange 133 to hold the batteries 130. The power wiring 45 (no

55 shown) from the power / battery module 13 enters the non-rotating hollow core tube in the opening 47 (see Figure 7A), and is directed through the non-rotating hollow core tube to the motor speed controllers 53 , 60.

As best shown in Figure 25A, multiple power modules 13, 14 are provided for additional power capacity during flight and are, illustratively, connected in parallel to increase the electrical current available for motors 54, 61. The flight time of the rotating wing aircraft 1 can be adjusted by adjusting the number of power modules 13, 14 carried on the flight.

Additional locking rings (or ring brackets without radial arms 135) are provided above and

65 under the power module 13, 14 to assist the coupling of the power modules 13, 14 to the non-rotating hollow core tube as shown, for example, in figure 4. As the power modules 13, 14 are

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Relatively heavy compared to other components of the aircraft 1, the locking rings 135 prevent the power modules 13, 14 from sliding along the non-rotating hollow core tube during an emergency landing of the rotating-wing aircraft 1 A feature of the present disclosure is that the rotating-wing aircraft 1 is well adapted to be manufactured and mounted in modules. The modules of

5 rotor, wing, control, power, reinforcement, electronics and payload are manufactured separately and slid over the core tube. The electrical connectors for the connections that pass through the openings 46, 47 in the core tube are mounted flush with the surface of the core tube to aid in the assembly and disassembly of the aircraft 1 for maintenance and repairs.

Energy density and power density are considerations in the design of the UAV and can be applied to an aircraft as a whole. Aircraft with higher energy densities and power density have a better overall performance than aircraft with lower densities. In general, energy density and power density are defined as the amount of energy and power available per unit weight. For example, the energy density of a fuel or electric battery (also known as "energy

fifteen specific ") corresponds to the amount of energy contained in a unit of measurement of fuel or battery (measured, for example, in Nm / kg or feet-pounds / line).

Chemical fuels (liquids) tend to have higher energy densities than electric batteries. An additional characteristic of liquid fuel energy compared to the energy of the electric battery is that the weight of an aircraft with liquid fuel decreases during the course of a flight (as much as 60%), since the fuel burns. Consequently, the energy density of an aircraft with liquid fuel (that is, the available energy per unit weight of the aircraft) slowly decreases and the power density (available power per unit weight) increases, when flying. This means that the performance of the aircraft with liquid fuel really improves near the end of a flight.

25 In contrast, the overall power density of an aircraft with an electric motor is constant throughout the flight, because the maximum output power of the batteries is almost constant and the batteries do not lose weight as they discharge. The energy density also decreases rapidly because the total available energy decreases. To improve the energy and power density of the current disclosure, an auxiliary power or booster module 8 is provided that can be discarded in flight after its power supply runs out. Therefore, the booster module 8 comprises additional battery modules (not shown) mounted around the common shaft 7 with a mechanism for retaining the booster module 8 to the rotating-wing aircraft 1.

35 In another embodiment, the booster module 8 includes an internal combustion engine (such as a diesel engine that is not shown) that drives an electric generator (not shown) to convert the chemical energy contained in a chemical fuel into electrical energy. In other embodiments contemplated by the present disclosure, a turbo-electric generator system (not shown) may be used to create electrical energy. A consideration of a booster module 8 containing such a gas-electric generator is that the entire weight of the module, the fuel system, and the engine, can be discarded at the end of a first flight phase, leaving the relatively low weight of the rotating wing aircraft 1 to complete a second flight phase.

In the illustrative embodiment, the reinforcing module 8 includes folding wings 16, 17 to increase the elevation in a horizontal flight mode of the rotating-wing aircraft 1. As shown in Figure 17, the wing 17 is

Four. Five folds around the folding shaft 140 for compact storage. The wings 16, 17 are fixed around their "fourth string" position in the pivot shafts (not shown). When implemented for the flight with the pivot trees held rigidly perpendicular to the common axis 7 (see also Figure 2), the wing 16 is free to pivot about the step axis 143 to find its own best angle of attack. Since wings 16, 17 are free to rotate around their own axes in flight, appendages such as wings 16, 17 are sometimes referred to as "free wings." It should be noted that wings 16, 17, being free wings, can operate efficiently through a wide range of speeds due to their ability to automatically change pitch to meet the air flow in the opposite direction. The application of this free wing to a rotating wing UAV is a feature of the disclosure.

55 In high-speed horizontal flight, the common axis 7 is oriented substantially horizontally with the rotor systems 3.5 together acting as a single counter-rotating propeller for stretching the rotating-wing aircraft 1 in a horizontal direction 18. The wings 16, 17 help to raise the lower section 6 and the reinforcement module 8, so that the rotor systems 3, 5 can apply more power to the front propulsion and less to the vertical lift.

It should also be noted that the current disclosure does not require aerodynamic control surfaces (such as on wings 16, 17), because the cyclic control of the rotor system 3, 5 provides the control power to maneuver the direction of passage 144 of the aircraft (elevation) and in the yaw direction 145 of the aircraft (header) when the common axis 7 is substantially horizontal. Aircraft style balancing control (around the common axis 65) during a high-speed horizontal flight is achieved despite the torque / speed differential of rotor systems 3, 5. This control method for horizontal flight of a rotating wing UAV is a

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characteristic of the illustrative embodiment.

Referring now to Figures 18A and 18B, when the power of the booster module 8 has run out, a command from the on-board controller 55 of the rotating-wing aircraft 1 drives a mechanism such as a

5 latch (not shown) that separates the booster module 8 from the rotating wing aircraft 1 and booster module 8 falls in the direction 19. The rotating wing aircraft 1, then, in a flight mode, assumes a more vertical orientation And fly like a helicopter.

In another embodiment, the booster module 8 includes a mission-specific payload 147, such as an explosive ammunition, immersion sonar, hydrophones, radio ID marker, or a sound buoy. As illustrated in Figure 19, after the separation of the rotating wings aircraft 1, the reinforcement module 8 falls leaving a sonar or hydroponic system or another sensor connected to the rotating wings aircraft 1 by means of a fiber optic cable or cable. 146, so that the rotating-wing aircraft 1 can move the payload 147 from one place to another, deliver the payload 147 accurately in a desired position, and act as a telemetry link between the payload 147 and a

fifteen remote receiver (not shown). This can be an effective method of, for example, monitoring a target or marking a ship at sea with a remote radio ID marker or other marking instrument.

Figure 22 illustrates a method of delivering a marker comprising, for example, a sensor, or a marking device, such as indelible paint or a radio transmitter, to a remote position, in this case a ship in an open ocean 157. Aircraft 1 is shown approaching ship S (in the frame), maneuvering to touch ship S and leaving the marker on ship S (in the frame) and leaving the area (in the frame). This method of marking is a feature of the present disclosure, which allows monitoring a point of interest after the aircraft 1 has left the local area. Alternatively or in combination, the aircraft 1 may retain a sensor when it leaves the local area, which may, for example, have taken a sample of the atmosphere near the

25 ship S, and return the sensor and sample to a remote processing point for further analysis by a mass spectrometer, a biological or radiological measuring device or other device (not shown). Although the place of interest is shown in the drawings as a ship S, it will be understood that the ship S could be any other point of interest accessible to the aircraft 1, such as a truck, airplane, building, tower, power line, or area open ground.

Another embodiment of the current disclosure shown in Figures 20A, 20B and 20C, has coaxial rotor blades 148, 149 of unequal length, with the upper blades 148 having a wingspan greater than the lower blades 149. This is a feature arranged so that during a forced landing of the vehicle, when the upper blades 148 contact the ground 155 before the shorter lower blades 149, so

35 that the upper blades 148 fold away from, or faster than, the lower blades 149, thus reducing the possibility that the upper blades 148 and the lower blades 149 contact each other while still rotating at high speed. As shown in the drawings, the lower blades 149 have a wingspan of about 51 cm to 56 cm (20 to 22 inches).

The ability to fold for compact storage and for landing is another feature of the current disclosure. As shown in Figures 21A and 21B, the rotating wing aircraft 1 is compact enough to fit into a standard size A buoy tube used by the United States Navy. The unique core tube structure of the current disclosure not only allows the rotating-wing aircraft 1 to be miniaturized to fit inside a sound buoy tube, but also absorbs forces

Four. Five of launching with an actuated load device (CAD) of an aircraft, such as the maritime surveillance aircraft of the Navy P-3.

In an embodiment suggested in Figure 21A, a disposable launch canister 150 is provided to protect the aerodynamic surfaces of the rotating-wing aircraft 1, when launched from an airplane traveling at 150-250 knots at an altitude of 10,000 at 20,000 feet. A parachute (not shown) attached to the boat 150 slows down and stabilizes the descent of the boat 150 that separates from the rotating-wing aircraft 1 at a lower altitude. Illustratively, the rotating-wing aircraft 1 is shown to scale and has a body length 30 of about 51cm (24 inches), an upper diameter 31 of about 5.7cm (2.25 inches), a diameter of the upper rotor 32 of about 74cm (28 inches) and a lower rotor diameter 33 of about 61 cm (24 inches) or less. The module of

55 reinforcement 8 has a length 34 of about 30cm (12 inches). The first rotor and the second rotor rotate at about 1400 RPM in hover and at about 2000 RPM during vertical ascent and in high speed maneuvers.

Another embodiment contemplated by the present disclosure is adapted for use with ammunition to assess the objective damage done by the ammunition. As shown in Figure 23, the aircraft 1 is adapted for use with ammunition, illustratively shown in the drawings as a gravity-falling bomb 160. The bomb 160 is dropped from a launch pad, such as a aircraft. In operation, the gravity-falling pump 160 transports the aircraft 1 to the proximity of a target site, after which the aircraft 1 is released to fall away from the pump 160, shown illustratively by the use of an auxiliary parachute. 162, or ejected from pump 160 by means of a device operated with an explosive charge, before pump 160 65 reaches its target. Aircraft 1 below describes orbits or flies in the target area near the impact site to observe the damage of the bomb and transmits video and other information to a remote operator (no

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shown). This method of assessing the damage of ammunition is a feature of the disclosure that provides immediate assessments of combat damage without the need for a launch pad to remain in the area of ​​action and reduces the need for further action against the same objective and minimizes the risk to human crew.

5 A feature of the disclosure is the non-rotating hollow core tube or cruciform beam structural center column that can, in some embodiments, be folded as a conduit for wiring and plumbing. A method

o Mechanical and electrical components assembly system for the core or central column is described for

promote the ease of assembly of a variety of unmanned aerial vehicles of a team of basic modules 10.

Another feature is that each of the rotors of the coaxial system of the current disclosure is driven by one

or more separate electric motors, and the motors are positioned to be on opposite sides of the rotors, with power transmission to and between the motors being performed through electrical wiring (which passes through the

fifteen hollow core) instead of mechanical shafts, clutches and gears. Compact rotor assemblies support rotors for rotation without the need for traditional coaxial rotation axes.

Still another feature is that a tilt plate control system and one or more electric motors are provided for each rotor and placed to be on opposite sides of each rotor, thereby simplifying the

twenty mechanical and electrical connections necessary to drive and control the rotors. Rotor modules are provided to quickly and easily mount rotor systems to the hollow core. Multiple rotor modules and tilting plates are controlled by a single group of servos housed in a module.

An additional feature is that the folding rotor blades 148, 149 are of unequal length. At the moment

25 Disclosure with rotors of opposite rotation, the folding blades 148, 149 of unequal length reduce the likelihood of the blades contacting each other when folded at high speed during a forced landing.

Another feature of the disclosure is a method of improving energy density and power in unmanned aerial vehicles, which may include a booster module 8 that is separable from the main vehicle in flight.

30 A booster module 8 is provided to operate the UAV during a first flight phase. At the end of the first flight phase, the reinforcement module moves away, thus reducing the weight of the UAV for continuous operation in a second flight phase. In electric drive UAVs, the power module may comprise a battery pack with or without an auxiliary lifting surface that is discarded in flight after battery power is depleted, or specific payloads for a particular mission.

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