CN114148516A - Distributed tilting duct vertical take-off and landing aircraft and control method thereof - Google Patents
Distributed tilting duct vertical take-off and landing aircraft and control method thereof Download PDFInfo
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- CN114148516A CN114148516A CN202111478704.6A CN202111478704A CN114148516A CN 114148516 A CN114148516 A CN 114148516A CN 202111478704 A CN202111478704 A CN 202111478704A CN 114148516 A CN114148516 A CN 114148516A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C29/00—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C17/00—Aircraft stabilisation not otherwise provided for
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/52—Tilting of rotor bodily relative to fuselage
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C5/00—Stabilising surfaces
- B64C5/02—Tailplanes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C5/00—Stabilising surfaces
- B64C5/06—Fins
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- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Mechanical Engineering (AREA)
- Aiming, Guidance, Guns With A Light Source, Armor, Camouflage, And Targets (AREA)
Abstract
The invention discloses a distributed tilting duct vertical take-off and landing aircraft and a control method thereof, and belongs to the field of aircrafts. The aircraft complete machine adopts the layout of an upper single wing, a single vertical tail and a low horizontal tail, the outer end parts of the first horizontal tail and the second horizontal tail are respectively and fixedly connected with a first duct and a second duct, the first duct capable of realizing the synchronous tilting of the first horizontal tail and the first duct is arranged in the first horizontal tail, the second duct capable of realizing the synchronous tilting of the second horizontal tail and the second duct is arranged in the second horizontal tail, and the first propeller and the second propeller can generate forward thrust or upward lift force by adjusting the tilting direction of the first duct and the second duct; a third duct provided with a duct cabin door is arranged on the axis above the head of the aircraft body, and a third propeller is arranged in the third duct and can generate upward lift force. The aircraft has the vertical take-off and landing capability and the rapid forward flight performance, and has the advantages of strong environmental adaptability, good cruise performance, good economy and the like.
Description
Technical Field
The invention belongs to the field of aircrafts, and particularly relates to a distributed tilting duct vertical take-off and landing aircraft and a control method thereof.
Background
With the process of urbanization, the land space is gradually saturated, the problem of traffic jam is increasingly serious, and the development of the urban air available space and the development of vertical three-dimensional traffic are urgently needed. The helicopter has the functions of vertical take-off and landing, hovering and the like, has low dependence on terrain and better flexibility, but the maximum forward flying speed of the helicopter is limited by a plurality of factors; the fixed wing aircraft has higher forward flight speed, but has high requirements on the terrain, and the site construction and maintenance cost is higher, so that the vertical take-off and landing aircraft which has good pneumatic performance, strong terrain adaptability and high flight speed and is suitable for urban traffic is manufactured by combining the advantages of the helicopter and the aircraft and becomes a research hotspot.
Disclosure of Invention
The invention aims to solve the defects in the prior art, and provides a distributed tilting duct vertical take-off and landing aircraft and a control method thereof by combining the technologies of a tilting duct, a fixed wing and the like. The aircraft has the characteristics of good pneumatic performance, strong environmental adaptability, long cruising time, good economy and the like.
The invention adopts the following specific technical scheme:
in a first aspect, the invention provides a distributed tilt duct vertical take-off and landing aircraft, which comprises a fuselage, a first wing, a second wing, a passenger cabin door, a first horizontal tail, a second horizontal tail, a vertical empennage, a first duct, a second duct and a third duct;
the first wing and the second wing are symmetrically arranged on the fuselage in a single wing layout, the vertical tail wing is arranged in a single vertical tail layout, the first horizontal tail and the second horizontal tail are symmetrically arranged in a low horizontal tail layout, and a passenger cabin door for passengers to enter and exit is arranged on the side surface of the middle part of the fuselage; the first wing and the second wing are respectively provided with a first aileron and a second aileron for rolling control, and the vertical tail wing is provided with a rudder for course control; the first horizontal tail and the second horizontal tail are respectively provided with a first elevator and a second elevator for pitching operation, the outer end parts of the first horizontal tail and the second horizontal tail are respectively and fixedly connected with a first duct and a second duct, a first propeller is arranged in the first duct, and a second propeller is arranged in the second duct; a first main beam capable of realizing synchronous tilting of the first horizontal tail and the first duct is arranged in the first horizontal tail, a second main beam capable of realizing synchronous tilting of the second horizontal tail and the second duct is arranged in the second horizontal tail, and the first propeller and the second propeller can generate forward thrust or upward lift force by adjusting the tilting direction of the first duct and the second duct; a third duct provided with a duct cabin door is arranged on the axis above the head of the aircraft body, and a third propeller is arranged in the third duct and can generate upward lift force.
Preferably, the first wing and the second wing are both in a trapezoidal wing structure with gradually reduced outward chord length, the wing profiles are both NACA64-212, and the leading edge sweepback angles are both 15 degrees.
Preferably, the first duct, the second duct and the third duct are distributed in an isosceles triangle shape, the first duct and the second duct are symmetrically distributed on two sides of the fuselage, and the third duct is located on the central axis of the head of the fuselage.
Preferably, the tilting range of the first duct and the second duct is 0-90 °.
Preferably, the first propeller, the second propeller and the third propeller are coaxial contra-rotating propellers, and each pair of blades is 4; when the first propeller, the second propeller and the third propeller generate upward lift force, the axial directions of the first propeller, the second propeller and the third propeller are vertical, in each group of coaxial reverse rotation propellers, the propeller above rotates anticlockwise, and the propeller below rotates clockwise.
Preferably, the first horizontal tail, the second horizontal tail and the vertical tail are all NACA0012 symmetrical wing profiles.
Preferably, a first landing gear group and a second landing gear group are arranged below the belly of the fuselage along the axis direction, and the first landing gear group and the second landing gear group respectively comprise two landing gears symmetrically arranged along the axis and are used for buffering and supporting the fuselage during vertical take-off and landing.
Preferably, the passenger cabin door comprises a first cabin door and a second cabin door, and the first cabin door and the second cabin door are respectively and symmetrically arranged at two sides of the middle part of the cabin body.
Preferably, the ducted cabin door can form an integrated fairing structure with the fuselage when closed, so as to reduce the resistance in flight.
In a second aspect, the present invention provides a method for controlling a distributed tilt-ducted vtol aircraft according to any one of the first aspects, specifically as follows:
the first horizontal tail and the second horizontal tail form an included angle of 90 degrees with the horizontal plane of the aircraft body by regulating the first main beam and the second main beam, the first duct and the second duct are vertical to the ground, the door of the duct is opened, and the first propeller, the second propeller and the third propeller jointly generate upward lift force to enable the aircraft to be in a vertical take-off and landing or hovering state; meanwhile, the rotating speeds of the first propeller, the second propeller and the third propeller can be respectively controlled to adjust the gravity center position of the aircraft, so that the aircraft is suitable for different carrying conditions;
the first horizontal tail and the second horizontal tail form an included angle of 0 degree with the horizontal plane of the aircraft body by regulating the first main beam and the second main beam, the first duct and the second duct are parallel to the ground, a duct cabin door is closed, the first propeller and the second propeller generate forward-flying thrust together, and the first wing and the second wing generate lift force to enable the aircraft to be in a forward-flying state; in the flying process, the first aileron and the second aileron can be controlled to realize the rolling operation of the aircraft, the rudder can be controlled to realize the course operation of the aircraft, and the first elevator and the second elevator are controlled to realize the pitching operation of the aircraft.
Compared with the prior art, the invention has the following beneficial effects:
1) the aircraft has the advantages of a helicopter and a fixed wing aircraft, and has good terrain adaptability and cruising performance. The aircraft can take off and land vertically without an airport or a runway, can adapt to complex urban traffic environment, and has stronger safety and adaptability; and in the forward flight mode, the cruise control system has stronger cruise capacity, so the system has wide application prospect.
2) The aircraft has excellent performance in the aspect of aerodynamics and strong bearing capacity, and the gravity center can be adjusted by adjusting the rotating speed of the propeller, so that the aircraft is suitable for different loading conditions.
3) The aircraft is easy to operate, and different modes can be switched by controlling the tilting angle of the duct. In the front flying mode, the attitude angle control is carried out by controlling the ailerons, the rudder and the elevator, the operation in the two modes is easy to convert, and the operation efficiency is high.
4) The aircraft has the advantages of high reliability, good performance, high flexibility and strong adaptability.
Drawings
FIG. 1 is a schematic representation of the aircraft of the present invention in a forward flight mode;
FIG. 2 is a schematic illustration of the configuration of the aircraft of the present invention in a helicopter mode (i.e., a VTOL or hover state);
figure 3 is a schematic structural view of an aircraft door according to the invention in the open state;
in the figure: the aircraft comprises a first wing 1, a first aileron 2, a fuselage 3, a duct door 4, a second door 5, a second aileron 6, a second wing 7, a second horizontal tail 8, a second propeller 9, a second duct 10, a second elevator 11, a vertical tail 12, a rudder 13, a first elevator 14, a first propeller 15, a first duct 16, a first horizontal tail 17, a first door 18, a third propeller 19, a third duct 20, a first landing gear group 21 and a second landing gear group 22.
Detailed Description
The invention will be further elucidated and described with reference to the drawings and the detailed description. The technical features of the embodiments of the present invention can be combined correspondingly without mutual conflict.
The invention provides a distributed tilting duct vertical take-off and landing aircraft which mainly comprises an aircraft body 3, a first wing 1, a second wing 7, a passenger cabin door, a first horizontal tail 17, a second horizontal tail 8, a vertical tail wing 12, a first duct 16, a second duct 10 and a third duct 20. Wherein, the first duct 16, the second duct 10 and the third duct 20 are distributed in a triangle shape as a whole: the third duct 20 is a fixed duct, is positioned at the nose and is provided with a duct cabin door which can be opened and closed; the other two ducts are tiltable and are respectively positioned at two ends of the horizontal tail wing, the ducts are fixedly connected with the horizontal tail wing, the tilting of the ducts and the horizontal tail wing can be realized through the main beam inside the horizontal tail wing, and the tilting range is at least 0-90 degrees. The structure and the manner of connection of the various components in the aircraft will be explained in detail below.
The fuselage 3 is the main body of the whole aircraft, and the whole aircraft adopts the layout of upper single wing, single vertical tail and low horizontal tail, namely the layout of the upper single wing is symmetrically provided with a first wing 1 and a second wing 7, the layout of the single vertical tail is provided with a vertical tail 12, the layout of the low horizontal tail is symmetrically provided with a first horizontal tail 17 and a second horizontal tail 8, and the side surface of the middle part is provided with a passenger compartment door for passengers to enter and exit, as shown in fig. 3.
Specifically, the first wing 1 and the second wing 7 are symmetrically arranged on two sides of the top of the fuselage 3 and are fixed wings, one ends of the fixed wings are fixedly connected with the fuselage respectively and are integrally designed with the fuselage so as to have excellent pneumatic performance. The first wing 1 and the second wing 7 are respectively provided with a first auxiliary wing 2 and a second auxiliary wing 6, and the first auxiliary wing 2 and the second auxiliary wing 6 are used for realizing the rolling operation of the aircraft in a forward flying mode. In practical application, the first wing 1 and the second wing 7 may both adopt a trapezoidal wing structure with gradually reduced outward chord-wise length, the wing profiles may both adopt NACAs 64-212, the leading edge sweep angle may both adopt 15 °, and the "outward" refers to a direction away from the fuselage. The vertical tail 12 is arranged on the central axis of the tail of the fuselage 3, and is provided with a rudder 13, and the rudder 13 is used for realizing course control of the aircraft in a forward flying mode. In practical applications, the vertical tail 12 may be a symmetrical airfoil of NACA 0012.
The first horizontal tail 17 and the second horizontal tail 8 are respectively arranged at the lower position of the tail part of the machine body and are symmetrically arranged. The first horizontal tail 17 and the second horizontal tail 8 are respectively provided with a first elevator 14 and a second elevator 11, and the first elevator 14 and the second elevator 11 are used for realizing pitching operation of the aircraft in a forward flying mode. One end and the fuselage of first flat tail 17 are connected, and the other end is connected with first duct 16, is equipped with first screw 15 in the first duct 16, and first flat tail 17 is inside to be equipped with the first girder that can realize that first flat tail 17 and first duct 16 vert in step. One end of the second horizontal tail 8 is connected with the machine body, the other end of the second horizontal tail 8 is connected with a second duct 10, a second propeller 9 is arranged in the second duct 10, and a second main beam capable of realizing synchronous tilting of the second horizontal tail 8 and the second duct 10 is arranged in the second horizontal tail 8. The first propeller 15 and the second propeller 9 can generate forward thrust or upward lift by adjusting the tilting direction of the first duct 16 and the second duct 10. A third duct 20 provided with the duct cabin door 4 is arranged on the axis above the head of the fuselage 3, a third propeller 19 is arranged in the third duct 20, and the third propeller 19 can generate upward lift force. In practical application, the first main beam and the second main beam can be integrally arranged or separately and independently arranged. The first and second flat tails 17 and 8 can both adopt NACA0012 symmetrical wing profiles.
In practical application, the first duct 16, the second duct 10 and the third duct 20 may be distributed in an isosceles triangle, the first duct 16 and the second duct 10 are symmetrically distributed on two sides of the fuselage 3, the third duct 20 is located at a central axis of a head of the fuselage 3, and distances between the first duct 16 and the third duct 20 are the same as those between the second duct 10 and the third duct 10. The tilting range of the first duct 16 and the second duct 10 can be 0-90 degrees, so that the first duct 16 and the second duct 10 can be parallel to the horizontal plane of the fuselage to generate forward thrust and can be perpendicular to the horizontal plane of the fuselage to generate upward lift.
The first propeller 15, the second propeller 9 and the third propeller 19 may be coaxial contra-rotating propellers, with 4 blades per pair. When the first propeller 15, the second propeller 9 and the third propeller 19 generate upward lift force, the axial directions of the first propeller, the second propeller and the third propeller are vertical, and in each group of coaxial reverse rotation propellers, the propeller above can rotate anticlockwise, and the propeller below can rotate clockwise. When the vertical take-off and landing device is used for taking off and landing vertically, the gravity center position can be adjusted by respectively controlling the rotating speeds of the three propellers so as to adapt to different carrying conditions.
The lower portion of the belly of the fuselage 3 is provided with a first landing gear group 21 and a second landing gear group 22 along the axis direction, and the first landing gear group 21 and the second landing gear group 22 both comprise two landing gears symmetrically arranged along the axis and are used for buffering and supporting the fuselage 3 during vertical take-off and landing. The passenger cabin door can be provided with two doors, namely a first door 18 and a second door 5, and the first door 18 and the second door 5 are respectively and symmetrically arranged at two sides of the middle part of the fuselage 3 so as to be convenient for passengers to get on and off. When closed, the ducted cabin door 4 and the fuselage 3 can be in an integrated structure so as to reduce the resistance in flight.
The aircraft has two working modes of a helicopter mode and a forward flight mode, and when the aircraft is actually applied, the aircraft realizes the conversion of the two working modes by adjusting and controlling included angles between the first horizontal tail 17 and the second horizontal tail 8 and the horizontal plane of the aircraft body 3 according to a flight task, and the method comprises the following specific steps:
as shown in fig. 2, by adjusting the first main beam and the second main beam, the first horizontal tail 17 and the second horizontal tail 8 form an included angle of 90 degrees with the horizontal plane of the fuselage 3, the first duct 16 and the second duct 10 are perpendicular to the ground, the duct cabin door 4 is opened, and the first propeller 15, the second propeller 9 and the third propeller 19 jointly generate an upward lift force, so that the aircraft is in a vertical take-off and landing state or a hovering state (namely a helicopter mode). Meanwhile, the rotating speed of the first propeller 15, the second propeller 9 and the third propeller 19 can be controlled respectively to adjust the position of the center of gravity of the aircraft, so that the aircraft can adapt to different carrying conditions.
As shown in fig. 1, by adjusting and controlling the first main beam and the second main beam, an included angle of 0 degree is formed between the first horizontal tail 17 and the second horizontal tail 8 and the horizontal plane of the fuselage 3, the first duct 16 and the second duct 10 are parallel to the ground, the duct cabin door 4 is closed, the first propeller 15 and the second propeller 9 jointly generate thrust of forward flight, the first wing 1 and the second wing 7 generate lift force, and the aircraft is in a forward flight state (i.e. a forward flight mode); during flight, the rolling maneuver of the aircraft can be realized by controlling the first and second ailerons 2, 6, the heading maneuver of the aircraft can be realized by controlling the rudder 13, and the pitching maneuver of the aircraft can be realized by controlling the first and second elevators 14, 11.
When the aircraft of the invention is switched from a forward flight mode to a helicopter mode, the included angle between the first horizontal tail 17, the second horizontal tail 8 and the fuselage 3 is controlled to gradually form 90 degrees from the horizontal, so that the first wing 1 and the second wing 7 are gradually unloaded, and the first propeller 15, the second propeller 9 and the third propeller 19 gradually bear the load in the vertical direction. When the aircraft is switched from the helicopter mode to the forward flight mode, the included angle between the first horizontal tail 17 and the second horizontal tail 8 and the aircraft body 3 is controlled to be gradually leveled from 90 degrees, so that the first wing 1 and the second wing 7 are gradually loaded, the third propeller 19 is closed, and the lift force generated by the first propeller 15 and the second propeller 9 gradually tilts from the vertical direction to the horizontal direction.
The distributed tilting duct vertical take-off and landing aircraft has the advantages of strong environmental adaptability, good cruising performance, good economy and the like, and has wide application prospect in the field of urban traffic.
The above-described embodiments are merely preferred embodiments of the present invention, which should not be construed as limiting the invention. Various changes and modifications may be made by one of ordinary skill in the pertinent art without departing from the spirit and scope of the present invention. Therefore, the technical scheme obtained by adopting the mode of equivalent replacement or equivalent transformation is within the protection scope of the invention.
Claims (10)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111478704.6A CN114148516A (en) | 2021-12-06 | 2021-12-06 | Distributed tilting duct vertical take-off and landing aircraft and control method thereof |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111478704.6A CN114148516A (en) | 2021-12-06 | 2021-12-06 | Distributed tilting duct vertical take-off and landing aircraft and control method thereof |
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| CN114148516A true CN114148516A (en) | 2022-03-08 |
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| CN202111478704.6A Pending CN114148516A (en) | 2021-12-06 | 2021-12-06 | Distributed tilting duct vertical take-off and landing aircraft and control method thereof |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114644105A (en) * | 2022-04-07 | 2022-06-21 | 宗宁 | Engine hanger for tilt ducted aircraft |
| CN114735209A (en) * | 2022-04-07 | 2022-07-12 | 黎华 | Distributed electric propulsion vertical and short-distance take-off and landing aircraft |
| CN114802735A (en) * | 2022-04-07 | 2022-07-29 | 朱磊 | Rotor duct for vertical take-off and landing aircraft |
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Cited By (3)
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| CN114735209A (en) * | 2022-04-07 | 2022-07-12 | 黎华 | Distributed electric propulsion vertical and short-distance take-off and landing aircraft |
| CN114802735A (en) * | 2022-04-07 | 2022-07-29 | 朱磊 | Rotor duct for vertical take-off and landing aircraft |
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Application publication date: 20220308 |
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