CN111498105A - Aircraft with a flight control device - Google Patents

Abstract

The invention relates to the field of aircrafts, and provides an aircraft which comprises a fuselage, a lifting rotor wing, wings and a propulsion propeller; the fuselage having a cabin for seating; the lifting rotor wing is arranged to drive the fuselage to move in the vertical direction; the number of the wings is multiple, and the wings are symmetrically arranged on two sides of the fuselage; the aircraft is characterized in that the number of the propulsion propellers is multiple, the propulsion propellers are arranged on the wings respectively, and the propulsion propellers are arranged to be capable of providing horizontal thrust for the aircraft body to drive the aircraft to move along the horizontal direction. The aircraft can effectively improve the traveling efficiency and the life quality of people.

Description

Aircraft with a flight control device

Technical Field

The invention relates to the technical field of aircrafts, in particular to an aircraft.

Background

Because the automobile keeping quantity is increased year by year, and the annual growth rate of roads cannot catch up with the annual growth rate of the automobile keeping quantity, the caused traffic jam seriously affects the traveling efficiency and the life quality of people. At present, in order to solve traffic congestion, researches on automatic driving and intelligent networking technologies are mainly used for improving the passenger carrying rate of motor vehicles and reducing the quantity of motor vehicles reserved so as to hopefully relieve the traffic congestion to a certain extent, but the effects of the research results on relieving the traffic congestion are very limited, so that the invention hopes to provide a new travel mode which can effectively improve the travel efficiency and the life quality of people.

Disclosure of Invention

In view of this, the present invention is directed to an aircraft, which can effectively improve the traveling efficiency and the life quality of people.

In order to achieve the purpose, the technical scheme of the invention is realized as follows:

an aircraft comprising a fuselage, a lifting rotor, a wing, and a propulsion propeller; the fuselage having a cabin for seating; the lifting rotor wing is arranged to drive the fuselage to move in the vertical direction; the number of the wings is multiple, and the wings are symmetrically arranged on two sides of the fuselage; the aircraft is characterized in that the number of the propulsion propellers is multiple, the propulsion propellers are arranged on the wings respectively, and the propulsion propellers are arranged to be capable of providing horizontal thrust for the aircraft body to drive the aircraft to move along the horizontal direction.

Optionally, the lifting rotor is configured to be able to adjust the angle between its plane of rotation and the horizontal plane.

Optionally, the aspect ratio λ of the wing is greater than or equal to 10.

Optionally, the plurality of propulsion propellers include a first propulsion propeller and a second propulsion propeller, the first propulsion propeller and the second propulsion propeller are respectively disposed at two ends of the wing far away from the fuselage, wherein the first propulsion propeller and the second propulsion propeller are respectively configured to be capable of driving airflow at the ends of the wing to flow from the upper surface of the wing to the lower surface of the wing.

Optionally, the plurality of the propulsion propellers include a third propulsion propeller and a fourth propulsion propeller which are respectively arranged on the two wings, and the rotation directions of the third propulsion propeller and the fourth propulsion propeller are opposite.

Optionally, the propulsion propeller comprises a variable pitch propeller.

Optionally, the aircraft comprises a drive mechanism configured to: when the rotating speed of the lifting rotor wing is less than or equal to a first speed, the driving mechanism is connected with the lifting rotor wing to drive the lifting rotor wing to rotate; when the rotation speed of the lifting rotor is greater than the first speed, the driving mechanism is disconnected from the lifting rotor.

Optionally, the driving mechanism includes a speed reducer and a clutch, an output shaft of the speed reducer is capable of rotating at the first speed, the clutch is connected to the output shaft, and the clutch is configured to: the clutch is coupled to the lift rotor when the rotational speed of the lift rotor is less than or equal to the first speed; when the rotational speed of the lift rotor is greater than the first speed, the clutch is disconnected from the lift rotor.

Optionally, the lifting rotor includes a wing shaft, a plurality of blades, and a plurality of weights corresponding to the plurality of blades one to one; the wing shaft is connected with the driving mechanism, the paddles are connected to the wing shaft respectively, and the balance weight is arranged at one end, far away from the wing shaft, of each paddle.

Optionally, the aircraft comprises an empennage arranged at the tail part of the fuselage; and/or the aircraft comprises a landing gear arranged at the bottom of the fuselage, wherein the landing gear comprises a fairing capable of reducing the air resistance borne by the landing gear.

Compared with the prior art, the aircraft has the following advantages:

the user can sit in the cabin of the fuselage of the aircraft, the elevating rotor drives the aircraft to move in the vertical direction, namely, the aircraft vertically ascends or descends, and the ascending and descending actions of the elevating rotor do not need to slide on a runway, so that the use flexibility of the aircraft is greatly improved, and the aircraft can be popularized and used in urban road conditions. After the aircraft is vertically lifted off through the lifting rotor wing, the propelling propeller can provide horizontal thrust for the aircraft body to drive the aircraft to move in the horizontal direction, or horizontal component force is provided for the aircraft body to drive the aircraft to move in the horizontal direction by adjusting an included angle between a rotating plane of the lifting rotor wing and a horizontal plane, so that the aircraft can effectively and flexibly perform horizontal flight actions, can cope with complex flight routes, and is particularly suitable for daily life trips of people.

Additional features and advantages of the invention will be set forth in the detailed description which follows.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate an embodiment of the invention and, together with the description, serve to explain the invention and not to limit the invention.

In the drawings:

FIG. 1 is a schematic perspective view of one embodiment of an aircraft of the present invention;

FIG. 2 is a side view of FIG. 1;

FIG. 3 is a top view of FIG. 1;

FIG. 4 is a front view of FIG. 1;

fig. 5 is a schematic view of the drive mechanism of the aircraft of the present invention.

Description of reference numerals:

100-fuselage, 200-lifting rotor, 210-wing shaft, 220-blade, 300-wing, 410-first propeller, 420-second propeller, 430-third propeller, 440-fourth propeller, 510-decelerator, 520-clutch, 600-empennage, 700-landing gear

Detailed Description

In addition, the embodiments of the present invention and the features of the embodiments may be combined with each other without conflict.

In addition, the term "vertical" as used in the embodiments of the present invention means a direction perpendicular to the horizontal. "ride" as referred to in embodiments of the invention includes both a piloted ride state and a non-piloted ride state, for example, where manual operation of the aircraft is required, "ride" includes a piloted state and where automatic piloting is provided, "ride" may include only a non-piloted ride state.

The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.

As shown in fig. 1 to 5, the aircraft of the present invention includes afuselage 100, alifting rotor 200,wings 300, and a propeller; thebody 100 has a cabin for seating; in one embodiment of the present invention, thelifting rotor 200 is disposed on the top of thefuselage 100, but thelifting rotor 200 may be disposed at other positions of thefuselage 100 in other embodiments of the present invention. Thelifting rotor wing 200 can provide a lifting force in the vertical direction to drive the aircraft to move in the vertical direction, and can also provide a component force in the horizontal direction to drive the aircraft to move in the horizontal direction by adjusting an included angle between a rotating plane of thelifting rotor wing 200 and a horizontal plane; the number of thewings 300 is plural, and theplural wings 300 are symmetrically disposed at both sides of thefuselage 100. The number of the propulsion propellers is plural, the plural propulsion propellers are respectively arranged on theplural wings 300, and the plural propulsion propellers can provide thrust along the length direction (forward or backward) of the fuselage. When the lifting rotor wing type aircraft is used, a user sits in the cabin of theaircraft body 100, thelifting rotor wing 200 drives theaircraft body 100 to move in the vertical direction, namely lift off or land, and thelifting rotor wing 200 does not need to slide on a runway in lifting and landing actions, so that the use flexibility of the aircraft is greatly improved, and the lifting rotor wing type aircraft can be popularized and used in urban road conditions. When the aircraft is lifted off vertically by thelifting rotor 200, thefuselage 100 can be driven to move in the horizontal direction by the propelling propeller, and of course, thefuselage 100 can also be driven to move in the horizontal direction by changing the included angle between the rotating plane of thelifting rotor 200 and the horizontal plane. Because the propulsion propeller directly provides the horizontal driving force for thefuselage 100, the aircraft of the invention can more effectively and flexibly perform the horizontal flying action, can deal with more complex flying routes, and is particularly suitable for people's daily life trips. In addition, since thelifting rotor 200 generates a torque to thefuselage 100 when being driven to rotate, and thefuselage 100 is thus deflected to a certain extent, in order to prevent thefuselage 100 from deflecting, thelifting rotor 200 may be rotated while the propeller is activated, and the difference in thrust between the propellers on both sides of thefuselage 100 may be adjusted to cancel out the torque generated by thelifting rotor 200 to the fuselage 100 (the difference in thrust between the propeller may be adjusted by adjusting the number of revolutions of the propeller or by adjusting the total pitch of the propeller), thereby preventing thefuselage 100 from deflecting, and therefore the propeller may be activated after the aircraft is lifted off, or may be activated simultaneously with thelifting rotor 200.

It should be noted that the aircraft of the present invention can complete vertical take-off and landing, and therefore, the aircraft can be applied to urban road conditions lacking a dedicated runway. When the aircraft of the present invention is raised in the air by thelifting rotor 200, the aircraft can be driven to move in the horizontal direction by adjusting the included angle between the rotation plane of thelifting rotor 200 and the horizontal plane, or the aircraft can be driven to move in the horizontal direction by directly applying a horizontal driving force to thefuselage 100 by the propulsion propeller.

It should be appreciated that the lifting, lowering, and flying action of the aircraft may be achieved by simply lifting therotor 200 in conjunction with the propulsion propellers, without concern for energy savings or continued sufficiency of power.

In addition, a plurality ofwings 300 are required to be symmetrically arranged on both sides of thefuselage 100 to ensure the balance of the flight, and the number ofwings 300 includes, but is not limited to, two, for example, the design of the RACER of the airbus concept machine, which adopts four wings: two wings are respectively arranged on two sides of the fuselage, and the far ends of the two wings on the same side of the fuselage are connected with each other, so that a triangular structure is formed between the two wings and the fuselage. In one embodiment of the present invention, the aircraft includes twowings 300 disposed on both sides of thefuselage 100, and the number of the propulsion propellers is plural, and the plural propulsion propellers are disposed on the twowings 300, respectively. In this embodiment, since the twowings 300 are symmetrically disposed on both sides of thefuselage 100, the aircraft can generate lift force by the interaction between thewings 300 and the airflow, so as to reduce part of the power output of the propeller and thelifting rotor 200, and after a certain flight speed is reached, the aircraft can still keep flying even if thewings 300 are ideally matched with the airflow and the power output of thelifting rotor 200 is omitted.

In one embodiment of the present invention, as shown in fig. 4, thewing 300 is disposed to be inclined downward by a certain angle with respect to the horizontal direction, and the position of the thrust line (i.e., the direction of the thrust vector) of the propulsion propeller disposed on thewing 300 with respect to thefuselage 100 can be changed by adjusting the size of the inclination angle, thereby achieving the function of adjusting the overall balance of the aircraft. Of course, thewing 300 may also be inclined upward at a certain angle with respect to the horizontal direction, which is not described herein.

In the prior art, when designing the wings, the limitations of the length of the take-off and landing runway and the stall speed need to be considered, so that the performance of the wings in the low-speed state needs to be considered, and the wings are designed to be capable of providing all lift in the low-speed state, so that the wings cannot have a large aspect ratio. In the aircraft of the invention, the lift force is mainly provided by thelifting rotor 200 in the low-speed state, and thewing 300 only provides the required lift force in the high-speed flight stage, so that the low-speed performance of thewing 300 does not need to be considered, the area of thewing 300 is reduced, and the aspect ratio lambda can be designed to be more than or equal to 10. The design of the aspect ratio of thewing 300 effectively improves the lift-drag ratio of thewing 300 in the high-speed flight stage, so that the cruising efficiency of the aircraft is improved, and in addition, in the low-speed flight, the lift-drag ratio of the aircraft can be increased along with the increase of the aspect ratio, so that the fuel economy is improved.

As shown in fig. 1, in order to conveniently adjust the flight attitude of the aircraft, thewing 300 has an aileron that can be deflected up and down, and the adjustment function of the flight attitude of the aircraft is realized by adjusting the deflection of the aileron.

It should be understood that a plurality of propulsion propellers may be provided on thewing 300, or on thefuselage 100, for example at the rear of thefuselage 100, as long as the thrust generated by the plurality of propulsion propellers is ensured to balance the aircraft. In one embodiment of the present invention, as shown in fig. 4, a plurality of propeller propellers are respectively disposed on twowings 300, wherein the plurality of propeller propellers includes afirst propeller 410 and asecond propeller 420, thefirst propeller 410 and thesecond propeller 420 are respectively disposed at the ends of the twowings 300 far away from thefuselage 100, wherein the blades of thefirst propeller 410 and thesecond propeller 420 rotate in opposite directions and can drive the airflow at the ends of thewings 300 to flow from the upper surfaces of thewings 300 to the lower surfaces of thewings 300. During the forward flight of the aircraft, when the airflow passes through thewing 300, the airflow velocity on the upper and lower surfaces of thewing 300 is not uniform, the pressure generated on the lower surface of thewing 300 is high due to low airflow velocity, and the pressure generated on the upper surface of thewing 300 is low due to high airflow velocity, so that the pressure difference between the upper and lower surfaces of thewing 300 generates an upward lift force. However, because the pressure on the surface of thewing 300 is not uniformly distributed, at the end of thewing 300 away from thefuselage 100, the airflow tends to flow from a high pressure region to a low pressure region, i.e., the airflow tends to flow from the lower surface of thewing 300 to the upper surface of thewing 300, which reduces the aerodynamic efficiency of thewing 300. The present invention can prevent the aerodynamic efficiency of thewing 300 from being reduced by the requirement of the rotation directions of the blades of thefirst propeller 410 and thesecond propeller 420 as shown in fig. 4, so that the airflow at the end of thewing 300 has a flowing tendency from the upper surface of thewing 300 to the lower surface of thewing 300.

In one embodiment of the invention, the aircraft has a total of four propulsion propellers, in addition to the first andsecond propulsion propellers 410, 420 described above, the aircraft also comprises a third andfourth propulsion propeller 430, 440 arranged on the twowings 300, respectively. Certainly, the aircraft is not only provided with an even number of propulsion propellers, but also can be provided with an odd number of propulsion propellers, for example, when three propulsion propellers are provided, one propulsion propeller is arranged on oneside wing 300, two propulsion propellers are arranged on theother side wing 300, and the thrust of the three propulsion propellers is adjusted to ensure the overall balance of the aircraft; or two propeller propellers are symmetrically arranged on thewings 300 on both sides of the fuselage, and a third propeller is arranged on thefuselage 100 or theempennage 600.

In the above-described embodiment, in order to ensure the balance of the entire aircraft, the rotation directions ofthird propulsion propeller 430 andfourth propulsion propeller 440 are designed to be opposite, and the thrust forces offirst propulsion propeller 410,second propulsion propeller 420,third propulsion propeller 430, andfourth propulsion propeller 440 are adjusted so thatfuselage 100 of the aircraft is not deflected by the reverse torque oflifting rotor 200.

In order to facilitate control of the propulsion propeller, the propulsion propeller may optionally comprise a variable pitch propeller, i.e. the propulsion propeller may be operated with a large range of pitch, enabling a wide variation of the angle between the blades and their plane of rotation. Through the variable-pitch operation, the thrust of the propulsion propeller can be changed, the direction of the thrust can be changed, and the control is very convenient on the premise of not changing the rotating direction and the rotating speed of the propulsion propeller.

In one embodiment of the invention, the aircraft further comprises a drive mechanism for driving the liftingrotor 200, the drive mechanism being configured to: when the rotation speed of the liftingrotor 200 is less than or equal to the first speed, the driving mechanism is connected with the liftingrotor 200 to drive the liftingrotor 200 to rotate; when the rotation speed of the liftingrotor 200 is greater than the first speed, the driving mechanism is disconnected from the liftingrotor 200. The first speed is a rotational speed of an output shaft of thespeed reducer 510, which can be adjusted according to thespeed reducer 510, that is, when the rotational speed of the verticallymovable rotor 200 is less than or equal to the first speed, it is necessary to connect the driving mechanism to the verticallymovable rotor 200 to drive the verticallymovable rotor 200 to rotate at the first speed in consideration of energy attenuation, and when the rotational speed of the verticallymovable rotor 200 is greater than the first speed, the driving mechanism cannot drive the verticallymovable rotor 200 to rotate and also impedes the rotation of the verticallymovable rotor 200 as a load, and therefore, the driving mechanism can disconnect the verticallymovable rotor 200 from the verticallymovable rotor 200 without impeding the rotation of the verticallymovable rotor 200.

It should be understood that the driving mechanism may be designed in various forms as long as it can provide a driving force to the liftingrotor 200 and can be separated from the liftingrotor 200, and in one embodiment of the present invention, as shown in fig. 5, the driving mechanism may include a motor, areducer 510, and a clutch 520, a driving shaft of the motor is connected to thereducer 510 so that an output shaft of thereducer 510 can rotate at a first speed, the clutch 520 is connected to the output shaft of thereducer 510, and the clutch 520 is configured to: when the rotation speed of the liftingrotor 200 is less than or equal to the first speed, the clutch 520 is connected to the liftingrotor 200; when the rotation speed of the liftingrotor 200 is greater than the first speed, the clutch 520 is disconnected from the liftingrotor 200, which is an extremely important function in the event of a failure of the engine or thedecelerator 510, which can ensure the rotation of the liftingrotor 200. Of course, the aircraft of the present invention may also have theretarder 510 driven by a motor or other type of power source to drive theretarder 510. The clutch 520 is used to connect with the liftingrotor 200 when the rotation speed of the liftingrotor 200 is less than or equal to the first speed, and to disconnect with the liftingrotor 200 when the rotation speed of the liftingrotor 200 is greater than the first speed, and the clutch 520 may adopt a clutch structure of the prior art, which is not described herein.

The liftingrotor 200 of the aircraft of the present invention may be designed in various forms, such as a coaxial multi-paddle form, and in one embodiment of the present invention, as shown in fig. 5, the liftingrotor 200 includes awing shaft 210, a plurality ofblades 220, and a plurality of weights corresponding to the plurality ofblades 220 one to one; thewing shaft 210 is connected with the clutch 520, the plurality ofblades 220 are respectively connected to thewing shaft 210, the plurality ofblades 220 are all located on the same plane, and the counterweight is arranged at one end of theblade 220 far away from thewing shaft 210 to optimize the rotational inertia of theblade 220.

As shown in fig. 1, the aircraft of the present invention further includes atail wing 600 disposed at the tail of thefuselage 100, thetail wing 600 may be designed as a T-shaped tail wing, and includes a horizontal portion and a vertical portion, an elevator capable of deflecting up and down is disposed on the horizontal portion, a rudder capable of deflecting left and right is disposed on the vertical portion, the pitching control of the aircraft may be realized by controlling the elevator, and the control of the flight direction of the aircraft may be realized by controlling the rudder.

To facilitate takeoff and landing, the aircraft further includes alanding gear 700 disposed at the bottom of thefuselage 100, thelanding gear 700 including a fairing configured to reduce the air resistance experienced by thelanding gear 700. In one embodiment of the invention, as shown in FIG. 4, thelanding gear 700 is a three-point wheeled landing gear design with a fairing over each wheel to reduce the air drag of the aircraft in flight.

In addition, the aircraft also comprises an operating system for controlling the attitude and the heading of the whole aircraft and an energy system for providing energy required by flight. The operating system can be a traditional mechanical operating system or a telex operating system; the energy system can be a pure electric energy system (such as a lithium battery), a hydrogen fuel cell system, a traditional fossil energy internal combustion engine or a hybrid energy system of the above energy sources, typically, an oil-electricity hybrid energy system, i.e. an energy system of a lithium battery and an oil-burning engine.

The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.

Claims (10)

1. An aircraft, characterized in that it comprises a fuselage (100), a lifting rotor (200), a wing (300) and a propulsive propeller;

the fuselage (100) having a cabin for riding;

the lifting rotor wing (200) is arranged to drive the fuselage (100) to move in the vertical direction;

the number of the wings (300) is multiple, and the wings (300) are symmetrically arranged on two sides of the fuselage (100);

the number of the propulsion propellers is multiple, the propulsion propellers are respectively arranged on the wings (300), and the propulsion propellers are arranged to be capable of providing horizontal thrust for the fuselage (100) to drive the aircraft to move along the horizontal direction.

2. The aircraft of claim 1, characterized in that the lifting rotor (200) is arranged to be able to adjust the angle between its plane of rotation and the horizontal.

3. The aircraft of claim 1, characterized in that the aspect ratio λ of the wing (300) is greater than or equal to 10.

4. The aircraft of claim 1, wherein the plurality of propulsion propellers comprises a first propulsion propeller (410) and a second propulsion propeller (420), the first propulsion propeller (410) and the second propulsion propeller (420) being respectively disposed at ends of the two wings (300) remote from the fuselage (100), wherein the first propulsion propeller (410) and the second propulsion propeller (420) are respectively configured to drive an airflow at the ends of the wings (300) from an upper surface of the wings (300) to a lower surface of the wings (300).

5. The aircraft of claim 4, wherein the plurality of propulsion propellers comprises a third propulsion propeller (430) and a fourth propulsion propeller (440) respectively arranged on the two wings (300), the third propulsion propeller (430) and the fourth propulsion propeller (440) having opposite directions of rotation.

6. The aircraft of claim 1 wherein the propulsion propeller comprises a variable pitch propeller.

7. The aircraft of claim 1, comprising a drive mechanism arranged to: when the rotation speed of the lifting rotor (200) is less than or equal to a first speed, the driving mechanism is connected with the lifting rotor (200) to drive the lifting rotor (200) to rotate; when the rotational speed of the lifting rotor (200) is greater than the first speed, the drive mechanism is disconnected from the lifting rotor (200).

8. The aircraft of claim 7, wherein the drive mechanism comprises a speed reducer (510) and a clutch (520), an output shaft of the speed reducer (510) being rotatable at the first speed, the clutch (520) being connected to the output shaft, the clutch (520) being arranged to: -when the rotation speed of the lifting rotor (200) is less than or equal to the first speed, the clutch (520) is connected with the lifting rotor (200); the clutch (520) is disconnected from the lifting rotor (200) when the rotational speed of the lifting rotor (200) is greater than the first speed.

9. The aircraft of claim 7, wherein the lifting rotor (200) comprises a wing shaft (210), a plurality of blades (220), and a plurality of weights in one-to-one correspondence with the plurality of blades (220); the wing shaft (210) is connected with the driving mechanism, the paddles (220) are connected to the wing shaft (210) respectively, and the balance weight is arranged at one end, far away from the wing shaft (210), of each paddle (220).

10. The aircraft according to any one of claims 1 to 9, characterized in that it comprises an empennage (600) arranged aft of the fuselage (100); and/or the aircraft comprises a landing gear (700) arranged at the bottom of the fuselage (100), wherein the landing gear (700) comprises a fairing capable of reducing the air resistance to which the landing gear (700) is subjected.

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