CN111498105A

CN111498105A - Aircraft with a flight control device

Info

Publication number: CN111498105A
Application number: CN202010314058.9A
Authority: CN
Inventors: 张凯; 张世隆; 葛航; 王天宁; 王谦; 王传松; 朱成钢; 杨先将; 张杰超
Original assignee: Feidi Technology Co ltd
Current assignee: Feidi Technology Co ltd
Priority date: 2020-04-20
Filing date: 2020-04-20
Publication date: 2020-08-07

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 a fuselage 100, a lifting rotor 200, wings 300, and a propeller; the body 100 has a cabin for seating; in one embodiment of the present invention, the lifting rotor 200 is disposed on the top of the fuselage 100, but the lifting rotor 200 may be disposed at other positions of the fuselage 100 in other embodiments of the present invention. The lifting 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 the lifting rotor wing 200 and a horizontal plane; the number of the wings 300 is plural, and the plural wings 300 are symmetrically disposed at both sides of the fuselage 100. The number of the propulsion propellers is plural, the plural propulsion propellers are respectively arranged on the plural 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 the aircraft body 100, the lifting rotor wing 200 drives the aircraft body 100 to move in the vertical direction, namely lift off or land, and the lifting 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 the lifting rotor 200, the fuselage 100 can be driven to move in the horizontal direction by the propelling propeller, and of course, the fuselage 100 can also be driven to move in the horizontal direction by changing the included angle between the rotating plane of the lifting rotor 200 and the horizontal plane. Because the propulsion propeller directly provides the horizontal driving force for the fuselage 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 the lifting rotor 200 generates a torque to the fuselage 100 when being driven to rotate, and the fuselage 100 is thus deflected to a certain extent, in order to prevent the fuselage 100 from deflecting, the lifting rotor 200 may be rotated while the propeller is activated, and the difference in thrust between the propellers on both sides of the fuselage 100 may be adjusted to cancel out the torque generated by the lifting 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 the fuselage 100 from deflecting, and therefore the propeller may be activated after the aircraft is lifted off, or may be activated simultaneously with the lifting 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 the lifting rotor 200, the aircraft can be driven to move in the horizontal direction by adjusting the included angle between the rotation plane of the lifting 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 the fuselage 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 the rotor 200 in conjunction with the propulsion propellers, without concern for energy savings or continued sufficiency of power.

In addition, a plurality of wings 300 are required to be symmetrically arranged on both sides of the fuselage 100 to ensure the balance of the flight, and the number of wings 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 two wings 300 disposed on both sides of the fuselage 100, and the number of the propulsion propellers is plural, and the plural propulsion propellers are disposed on the two wings 300, respectively. In this embodiment, since the two wings 300 are symmetrically disposed on both sides of the fuselage 100, the aircraft can generate lift force by the interaction between the wings 300 and the airflow, so as to reduce part of the power output of the propeller and the lifting rotor 200, and after a certain flight speed is reached, the aircraft can still keep flying even if the wings 300 are ideally matched with the airflow and the power output of the lifting rotor 200 is omitted.

In one embodiment of the present invention, as shown in fig. 4, the wing 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 the wing 300 with respect to the fuselage 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, the wing 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 the lifting rotor 200 in the low-speed state, and the wing 300 only provides the required lift force in the high-speed flight stage, so that the low-speed performance of the wing 300 does not need to be considered, the area of the wing 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 the wing 300 effectively improves the lift-drag ratio of the wing 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, the wing 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 the wing 300, or on the fuselage 100, for example at the rear of the fuselage 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 two wings 300, wherein the plurality of propeller propellers includes a first propeller 410 and a second propeller 420, the first propeller 410 and the second propeller 420 are respectively disposed at the ends of the two wings 300 far away from the fuselage 100, wherein the blades of the first propeller 410 and the second propeller 420 rotate in opposite directions and can drive the airflow at the ends of the wings 300 to flow from the upper surfaces of the wings 300 to the lower surfaces of the wings 300. During the forward flight of the aircraft, when the airflow passes through the wing 300, the airflow velocity on the upper and lower surfaces of the wing 300 is not uniform, the pressure generated on the lower surface of the wing 300 is high due to low airflow velocity, and the pressure generated on the upper surface of the wing 300 is low due to high airflow velocity, so that the pressure difference between the upper and lower surfaces of the wing 300 generates an upward lift force. However, because the pressure on the surface of the wing 300 is not uniformly distributed, at the end of the wing 300 away from the fuselage 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 the wing 300 to the upper surface of the wing 300, which reduces the aerodynamic efficiency of the wing 300. The present invention can prevent the aerodynamic efficiency of the wing 300 from being reduced by the requirement of the rotation directions of the blades of the first propeller 410 and the second propeller 420 as shown in fig. 4, so that the airflow at the end of the wing 300 has a flowing tendency from the upper surface of the wing 300 to the lower surface of the wing 300.

In one embodiment of the invention, the aircraft has a total of four propulsion propellers, in addition to the first and

second propulsion propellers

410, 420 described above, the aircraft also comprises a third and

fourth propulsion propeller

430, 440 arranged on the two wings 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 one side wing 300, two propulsion propellers are arranged on the other 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 the wings 300 on both sides of the fuselage, and a third propeller is arranged on the fuselage 100 or the empennage 600.

In the above-described embodiment, in order to ensure the balance of the entire aircraft, the rotation directions of third propulsion propeller 430 and fourth propulsion propeller 440 are designed to be opposite, and the thrust forces of first propulsion propeller 410, second propulsion propeller 420, third propulsion propeller 430, and fourth propulsion propeller 440 are adjusted so that fuselage 100 of the aircraft is not deflected by the reverse torque of lifting 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 lifting rotor 200, the drive mechanism being configured to: when the rotation speed of the lifting rotor 200 is less than or equal to the first speed, the driving mechanism is connected with the lifting rotor 200 to drive the lifting rotor 200 to rotate; when the rotation speed of the lifting rotor 200 is greater than the first speed, the driving mechanism is disconnected from the lifting rotor 200. The first speed is a rotational speed of an output shaft of the speed reducer 510, which can be adjusted according to the speed reducer 510, that is, when the rotational speed of the vertically movable rotor 200 is less than or equal to the first speed, it is necessary to connect the driving mechanism to the vertically movable rotor 200 to drive the vertically movable rotor 200 to rotate at the first speed in consideration of energy attenuation, and when the rotational speed of the vertically movable rotor 200 is greater than the first speed, the driving mechanism cannot drive the vertically movable rotor 200 to rotate and also impedes the rotation of the vertically movable rotor 200 as a load, and therefore, the driving mechanism can disconnect the vertically movable rotor 200 from the vertically movable rotor 200 without impeding the rotation of the vertically movable 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 lifting rotor 200 and can be separated from the lifting rotor 200, and in one embodiment of the present invention, as shown in fig. 5, the driving mechanism may include a motor, a reducer 510, and a clutch 520, a driving shaft of the motor is connected to the reducer 510 so that an output shaft of the reducer 510 can rotate at a first speed, the clutch 520 is connected to the output shaft of the reducer 510, and the clutch 520 is configured to: when the rotation speed of the lifting rotor 200 is less than or equal to the first speed, the clutch 520 is connected to the lifting rotor 200; when the rotation speed of the lifting rotor 200 is greater than the first speed, the clutch 520 is disconnected from the lifting rotor 200, which is an extremely important function in the event of a failure of the engine or the decelerator 510, which can ensure the rotation of the lifting rotor 200. Of course, the aircraft of the present invention may also have the retarder 510 driven by a motor or other type of power source to drive the retarder 510. The clutch 520 is used to connect with the lifting rotor 200 when the rotation speed of the lifting rotor 200 is less than or equal to the first speed, and to disconnect with the lifting rotor 200 when the rotation speed of the lifting rotor 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 lifting rotor 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 lifting rotor 200 includes a wing shaft 210, a plurality of blades 220, and a plurality of weights corresponding to the plurality of blades 220 one to one; the wing shaft 210 is connected with the clutch 520, the plurality of blades 220 are respectively connected to the wing shaft 210, the plurality of blades 220 are all located on the same plane, and the counterweight is arranged at one end of the blade 220 far away from the wing shaft 210 to optimize the rotational inertia of the blade 220.

As shown in fig. 1, the aircraft of the present invention further includes a tail wing 600 disposed at the tail of the fuselage 100, the tail 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 a landing gear 700 disposed at the bottom of the fuselage 100, the landing gear 700 including a fairing configured to reduce the air resistance experienced by the landing gear 700. In one embodiment of the invention, as shown in FIG. 4, the landing 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

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.