CN116654256A

CN116654256A - Blowing lift force ring and application method thereof

Info

Publication number: CN116654256A
Application number: CN202310876978.3A
Authority: CN
Inventors: 朱上翔
Original assignee: Beijing Zhongjia Technology Co ltd
Current assignee: Beijing Zhongjia Technology Co ltd
Priority date: 2023-07-18
Filing date: 2023-07-18
Publication date: 2023-08-29

Abstract

The invention provides a blowing lift force ring and an application method thereof, comprising the following steps: the annular wing is a closed circular ring formed by vertically arranging a section of a two-dimensional wing with high lift coefficient and large lift-drag ratio on a horizontal plane, taking a point which is a selected distance in front of the front edge of the two-dimensional wing as a circle center, and performing circular motion for 360 degrees around a vertical axis passing through the circle center on the two-dimensional wing; the inner side of the closed circular ring is the front edge of the annular wing, and the outer side of the closed circular ring is the rear edge of the annular wing; the inner side of the front edge of the annular wing is provided with an annular high-pressure gas distribution ring, and the radial direction and the circumference of the annular wing are uniformly provided with gas supply pipelines which are connected with the annular high-pressure gas distribution ring in a gas flow way; the outermost ring of the annular high-pressure gas distribution ring is provided with a Laval tubular nozzle, and air flow is sprayed out along the radial direction to enable the annular wings to provide lifting force. The invention utilizes Bernoulli principle to generate vertical force in the vertical take-off, landing and hovering stages, fills the blank of the fourth mode, and improves the flight efficiency of each flight stage.

Description

Blowing lift force ring and application method thereof

Technical Field

The invention relates to the technical field of aerodynamic layout design, in particular to an aerodynamic geometry generating lift force and resistance; in particular to a blowing lift force ring and an application method thereof.

Background

The greatest advantage of helicopters is the in-situ take-off and landing, which is the greatest advantage that other models cannot compete with. So that it has not failed so far.

However, the main problems of helicopters are: excessive noise (83-90 db); the complex flight mechanism results in very complex rotor system mechanisms, high manufacturing and use costs, poor reliability, low horizontal cruising speed, short range, low flight efficiency-meaning that the environment is not friendly and the emissions of carbon dioxide and combustion harmful substances are excessive. Since the last century, attention has been paid to the severity of this problem, and solutions to improve or replace conventional helicopters have been sought, but progress has been retarded.

After 2000, many rotor (typically 4 rotor) drones have been developed. Is rapidly gaining attention in the aviation industry. The Dajiang unmanned aerial vehicle company's foreign military protrusion created by Shenzhen young Wang Tao is first occupied the global consumer unmanned aerial vehicle market after 2012. Meanwhile, unmanned aerial vehicle's industrial, agricultural, logistical and military applications are also rapidly developing. In recent years, vertical take-off and landing devices (eVTOL) aimed at propelling large urban modern traffic (UAM) like spring bamboo shoots after rain have been developed rapidly. Meanwhile, the aerocar which has been developed for more than 100 years is also rejuvenated, and new power for innovation and development is injected. Because the traditional helicopter cannot meet the requirements, the air-flying transportation device suitable for urban air traffic UAM needs to be developed mainly.

The existing eVTOL, known as a aerocar, is not at all a matter of a traditional aerocar that has been developed for more than 100 years. eVTOL is purely a vertical takeoff and landing aircraft with no ground car features. Is a DEP retrofit to a conventional helicopter. In order to meet the requirements of modern traffic development in large cities for more than ten years, the NASA in the united states mainly reduces the harmful influence of huge noise caused by the lengthening rotor wings of the traditional helicopter on urban environment, and proposes a design method of distributed propulsion power (DEP), namely, the single rotor wing or at most two rotor wings of the traditional helicopter are integrated into zero, and instead, 4/8/12/16/… small-sized propellers are used as driving force to construct a modified helicopter in the present form, namely an eVTOL, which is practically not half-point related with automobiles. If a relationship is to be hard, the eVTOL is considered to be an "aerocar", which is just an analog and image, and when the third-dimensional urban traffic network system is developed in the future, the air vehicle renting service needs to be developed, just like the current ground renting car. Thus, the eVTOL vertical take-off and landing device, which is liked to be a ground taxi, has no common technical features between them, and the confusion of this basic concept is virtually no preferable-! Such confusion can cause obstacles to future development of so-called eVTOL aerobuses and conventional, real aerobuses, causing more confusion and detrimental development of these new aircraft.

Compared with the traditional helicopter, the eVTOL has the advantages of reduced noise, simplified design and manufacture of complex rotor mechanism and reduced cost. In addition, eVTOL and conventional helicopters are not twofold in terms of motion mechanism, low flight efficiency, poor reliability, safety risks, etc. Among them, inefficiency in flight is the most deadly vulnerability. The low efficiency of the helicopter and the eVTOL aircraft is equivalent to the current energy saving, environment protection, low carbon and policy back-road driving of the climate change and the like in China.

The real aerocar has been developed for over 100 years, and is a hard bone which is difficult to gnaw in the aspect of technical attack, because the aerocar must have the comprehensive properties of an aeroplane and a ground car at the same time, and the properties of two objects moving in different environments and different media are quite different, so that the aerocar is difficult to have at the same time.

Thus, a 100 year time period has not brought a breakthrough to scientists in this technological neighborhood. Until the last two decades, rapid progress and outstanding results of, in particular, electronics, automatic control theory, aerodynamic theory, new materials, new energy sources, etc., have provided rapid development of aero-automobiles with power. Several companies or research units have developed flying vehicles capable of flying. Such as for example, terrafugia Transition and slalomac aeromobil4.0. They have the characteristics of a ground automobile: the shape and four wheels are provided with telescopic wings of an aerial fixed wing aircraft. The current seaworthiness of FAA in the united states has been recently achieved, unfortunately, only by authorization from special aircraft, not by "flying car" seaworthiness, perhaps because the intended functions and effects are not achieved. For example, on the ground, neither helicopters nor eVTOL are able to take off vertically on a normal or highway in a lane less than 4 meters wide (because they need to be slid a distance on the highway to take off, which is not allowed in real life). The existing aerocar can not solve the problem of ground highway congestion. Although the development of the aerocar is now an important item of development planning in a plurality of countries, the development is still slow.

The current methods and mechanisms used by vertical takeoff and landing aircraft to generate vertical forces are: all devices that can move continuously in the atmosphere above the ground must have a force on the flying object that is greater than the total weight of the flying object. Such forces can be broadly divided into two broad categories: first, newton reaction force. The power devices of rockets, satellites and all space vehicles are all used for generating forces with opposite directions and equal magnitudes, namely thrust, to act on the flying object according to Newton's third law by utilizing the momentum change of mass flow ejected at high speed in the opposite directions of the movement of the flying object, so that the flying object is accelerated or overcomes the resistance to do uniform movement. We represent newton force with the symbol FN. FN features: first, the magnitude of the force is a 1 to 1 relationship (ignoring conversion losses) except that the direction is opposite to the force vector of the power source. Secondly, the power source can be applied to an environment without air or with air rarefaction, such as an aerospace vehicle, as long as the power source can keep generating continuous mass flow. The second category, bernoulli force. According to Bernoulli's principle, when a moving airflow passes through a wing with an airfoil, a vertical force, or lift force, is generated on the wing due to a pressure difference between an upper airfoil and a lower airfoil. We represent bernoulli force by the symbol FB. FB is characterized in that: one is that the direction of the air flow of the power source is perpendicular to the direction of the air flow of the power source, namely, the air flow is orthogonal, and the included angle is 90 degrees. Secondly, the relation between the FB and the thrust generated by the power source airflow is not 1 to 1, is approximately 2 times to 3 times or more, and is amplified to be 2 to 3 times or more of the power source. However, at every point along the airflow streamline, the energy conservation relationship is maintained at all times. In practice, this is a ratio of drag to lift, expressed in terms of lift-drag ratio. Representing the efficiency of the aircraft. Bernoulli's principle was published in 1726. After that, aeronautics scientists reasonably explain the mechanism by which wings generate lift using bernoulli's principle. The Newton (1642-1727) stone-bleaching theory is thoroughly abandoned. The theory of wing lift generation, explained by Bernoulli's principle, has been widely accepted, accepted and validated by the world aviation world. The Latt brothers in 1903 invented the first aircraft in the world with a specific gravity greater than that of air, also based on Bernoulli's principle.

For nearly half a century, the aeronautical industry has also challenged whether the mechanism of wing lift generation is correct or not by using the bernoulli principle, and even has a public challenge, and the "criticizing bernoulli principle" is proposed. The reason for the occurrence of doubts or even negations of the bernoulli principle is that some people find that certain problems occurring in flight cannot be explained by the bernoulli principle. For example, kites have no wing profile, are only a flat plate, have no pressure difference up and down, fly as it is, and cannot find the theory for reasonably explaining the phenomenon. As another example, during a flight performance, the aircraft can fly upside down (upper and lower airfoils 180 degrees in opposite directions), which is contrary to the bernoulli principle.

In view of the above-described criticizing bernoulli principle, the applicant believes that: the problem is truly present, but the method of handling the problem is erroneous. The Bernoulli principle itself is not problematic, and any theory has a range of applicability, not all-purpose theory, as is the Bernoulli principle. The Bernoulli principle is only suitable for calculating or explaining the scene that the static pressure is different and the pressure of the upper airfoil surface and the lower airfoil surface is different due to different flow speeds when the airflow moves tangentially along the shape of the airfoil, and the scene that the normal force perpendicular to the tangential flow direction is formed does not comprise the flow airflow mechanical effect perpendicular to the projection area of the airfoil on the vertical plane. In general, the flow stream mechanics effect is ignored when explaining the mechanism by which the wing generates lift. The processing method can be fully explained by using the Bernoulli lift principle only for a small incidence angle flight scene, namely, the incidence angle is 1-10 degrees, because the error is small. However, for high angle of attack flight, the mechanical effect of the vertical component of the incoming flow cannot be ignored, otherwise large errors, even mistakes, are made. After intensive research by the applicant team, a supplementary, modified interpretation of the wing generated lift and a new lift calculation formula (in which the correction method of drag, in particular induced drag, is relatively complex, not involved in the present invention) were proposed.

As shown in fig. 1: far forward incoming flow V _∞ With angle of attack alpha, V between the mean aerodynamic chord of the airfoil _∞ The vector can be decomposed into two parts:

tangential component along airfoil profile V _p ＝V _∞ ＊cos(α)；

Normal component along airfoil shape is V _v ＝V _∞ ＊tan(α)；

Tangential component velocity along airfoil profile V _p Is arranged to generate bernoulli lift by flowing over the airfoil:

L _B ＝1/2*ρ*V ² *S _w *C _L ；

the normal component velocity along the airfoil is V _V Impingement on the airfoil generates newton lift:

L _N ＝12*ρ*V ² *S _W *Cos(α)*Tan ² (α)；

the total lift expression should account for two forces generated by the airflow acting on the wing simultaneously:

L＝LB+LN＝12.r.V ² .S _W .【C _L (A，α)+cos(α)tan ² (α)】；

the ratio of these two lift forces in the total lift force can be estimated by using the above calculation formula:

relative ratio: r is R ₀ ＝L _N /L _B ＝Cos(α)*Tan ² (α)/C _L ；

The ratio in total lift: r is R _N ＝L _N /L＝Cos(α)*Tan ² (α)[C _L +Cos(α)*Tan ² (α)]；

R _B ＝L _B /L＝C _L /[C _L +Cos(α)*Tan ² (α)]；

Taking a certain model of a flying car as an example: c at take-off _L =2.0, α=20 degrees;

R ₀ ＝L _N /L _B ＝6.3％；

R _N ＝L _N /L＝5.9％；

R _B ＝L _B /L＝94.1％；

c at cruising _L =0.9, α=4 degrees;

R ₀ ＝L _N /L _B ＝0.5％；

R _N ＝L _N /L＝0.54％；

R _B ＝L _B /L＝99.46％；

it can be seen that in the horizontal cruising phase, the total lifting force is mainly Bernoulli lifting force, and the ratio is more than 99%. Newton force is negligible. In the takeoff phase, the total lift force is mainly Bernoulli lift force, but the Newton force accounts for more than 6% and cannot be ignored.

In special cases, such as reverse flight, there is little Bernoulli lift, but Newtonian forces are present. The speed cannot be reduced during the back-flying, but the speed should be increased (on the premise of ensuring safety), and the speed pressure is increased. At the same time, the negative angle of attack of the aircraft is manipulated to the maximum possible, for example 45 degrees, under conditions that ensure safety. At this time, the Newton force lift coefficient reaches more than 0.71, and the total lift (negative lift) can be equal to or greater than the weight of the aircraft by adding the rapid compression and increasing the total lift. The aircraft cannot fall.

From the above computational analysis, the following recognition can be obtained:

there are two methods of generating vertical forces:

1. newton reaction force. The size of the driving force is equal to the original driving force, and the directions of the driving force and the original driving force are opposite;

2. bernoulli differential pressure lift. The magnitude of the driving force is far greater than the original driving force; the direction is orthogonal to the original driving force, i.e. at an angle of 90 degrees.

Early rotor helicopters developed vertical forces primarily relied on newton forces.

Historically, the precursors of gyroplanes are helicopter sketches (not implemented) with helicoidal vertical force generators and bamboo dragonflies that are already flying in the spring and autumn warrior (475 years before the male element) of china. The two bamboo chips with spiral surfaces and left and right angles of attack of the Chinese bamboo dragonfly are not provided with wing shapes. The spiral surface or the bamboo chips are used for poking air to move downwards in the rotating process, so that upward Newton reaction force is generated. The principle of the vertical force generator is that the successful flying of the bamboo dragonfly is verified for the first time in practical application by ancient Chinese, and is 1591 earlier than the helicopter invented by French in 1907.

The method for generating vertical force by the modern rotor helicopter utilizes the principle of combining Newton force and Bernoulli force, and the rotor wing is provided with wing profiles, so that the aspect ratio is very large; however, for a rotor or a propeller with a small aspect ratio, the rotor or the propeller is often provided with an arc surface but not provided with an airfoil, and the Newton force is the main force. The majority of lift force generated by the existing fixed wing aircraft is mainly pressure difference force generated by Bernoulli principle, and Newton force is small in proportion. The efficiency of generating lift using the Bernoulli principle is much higher than the efficiency of generating lift using the Newton reaction principle.

The existing rotor helicopter and most eVTOL airplanes are analyzed by the theory, and the whole flight process of the existing rotor helicopter and most eVTOL airplanes adopts two flight principles:

(1) The vertical lift/drop and hover phases, mainly using newton reaction force principle to obtain vertical force (L _N ) The method comprises the steps of carrying out a first treatment on the surface of the Few eVTOL aircraft utilize hybrid flight principles-L _N Mainly, L _B Is used as an auxiliary material.

(2) The horizontal cruising flight phase mainly utilizes the Newton reaction force principle to generate lift force, which is the same as that of the current fixed wing aircraft. A few eVTOL aircraft utilize the hybrid flight principle to generate lift.

For comparison purposes, the following expression is used to distinguish between several modes of the overall flight mechanism:

first mode: traditional rotorcraft and first generation eVTOL flight modes: (L) _N +L _N ) Mode or L _N L _N A mode.

Second mode: eVTOL flight mode (L) with fixed or tilt wings _N +L _B +L _B) Mode or L _N L _B L _B A mode.

Third mode: the helicopter section adopts a hybrid mechanism and has an eVTOL flight mode of fixed wing:

[(L _B +L _N )+L _B ]mode or L _B L _N L _B A mode.

The flight mechanism from several modes can be derived:

the first mode is least efficient and the third mode is relatively efficient.

To date, the fourth mode (L _B +L _B ) Or L _B L _B Mode, fourth mode (L _B +L _B ) Or L _B L _B The mode is the most efficient mode.

According to the disclosure, statistics are made on the power ratios of the hover state (typically, the highest power demand during hover and low speed flight phases) of the existing five rotor helicopters, and the average value is P/W ₀ =0.23; the power load=4.35 kg/kw was determined. From the maximum takeoff weight and the diameter of the rotor wing of each helicopter, the speed (wake speed) of the downward movement of the air through the pulp disk during hovering can be obtained, and the average value is V _WAKE =20 meters/second. The corresponding push-to-weight ratio is 1.17; unit thrust load η=0.885.

For a fixed wing aircraft, the average value of the thrust-weight ratio of the middle and small aircraft is obtained through a large amount of statistical data as follows:

the push-to-weight ratio of the medium conveyor is 0.4; the thrust-weight ratio of the small general aircraft is 0.2. Then, there are:

the unit thrust load of the medium conveyor is η=2.5; the unit thrust load of the small general-purpose aircraft is η=5.0.

The thrust load of the helicopter calculated as described above is η=0.885. It can be seen that fixed wing aircraft are 6 times more efficient than helicopters.

The low efficiency of the helicopter in the vertical take-off and landing stage brings about a great deal of energy consumption. For example, the F35B carrier-based aircraft takes off on the aircraft carrier, only achieves short-distance take-off, cannot lift vertically, consumes more than 30% of fuel, and limits the range. The air-making range is reduced. Therefore, the method has very important significance in improving the flight efficiency of the vertical take-off and landing aircraft in the take-off and hover phases.

From the above analysis, it follows that: if the mechanism of generating vertical force is improved, the force is mainly generated by Newton force lifting force,changing to be based on Bernoulli's principle to generate lift, plus cruise-section being in fixed-wing flight mode, i.e. L _B L _B Mode-fourth mode, it is possible to build the best eVTOL and the best flying car.

From the literature, efforts have been made for a long time to try to generate lift by using the principle of blowing. There are two main categories according to the source of the blowing:

the first type is a normal temperature air source: for example, patent nos. fixed wing short take-off and landing aircraft and related methods (application No. 202110188884.8), a high efficiency low speed aircraft and methods for operating the same (application No. 201610359476.3);

the second type is to utilize the burnt exhaust gas of the engine or cool the heat dissipation air, flow to the front edge of the lifting force, blow along the aerodynamic chord, and generate or increase the lifting force. For example, U.S. Pat. nos. 20120068020, 14329949 (a vertical takeoff and landing aircraft with a thrust ratio of less than 0.1), patent No. GB792993, and patent No. GB2469621.

From the content of the above prior patent documents, it was found that: their blowing directions are all aligned with the leading edge of a lifting surface on the aircraft. The lifting surfaces on aircraft typically have wings plus horizontal tails or duckwings plus wings. The combination of the two is a large one and a small one, and the front edge and the rear edge of the airfoil are consistent in orientation. However, they only consider meeting the requirement of increasing lift force, but do not consider meeting the requirement of vertical lifting, and the layout situation does not realize the requirement of vertical lifting at all. Therefore, the method can only be used as a lift-increasing technology to supplement the defects of the flap, or can only realize short-distance lift. This problem arises from the fact that the design considerations are often not satisfactory, and it is not noted that the air flow blows over the wing profile, not only generating lift but also generating drag, typically "lift-drag", sometimes "lift-thrust", depending on the relative relationship between the blowing orientation, leading edge orientation and the direction of the flight velocity vector. For example, in patent No. 201610359476.3, a crossflow blower is utilized to blow back over a "squirrel cage" impeller, creating a "lift-thrust". During take-off, the lift force can be equal to or greater than the take-off weight of the aircraft, so that the aircraft moves upwards, and meanwhile, the generated thrust can drive the aircraft to move forwards, has horizontal acceleration and horizontal displacement, and can not realize in-situ take-off. If the aircraft is to be kept free from horizontal displacement during the lift-off, the resultant force in the horizontal direction must be kept equal to zero, and therefore, the cost of generating reverse thrust of equal magnitude and opposite direction for counteracting or balancing the forward thrust is required, and the idle work is required, and energy is wasted. For this purpose, the machine only performs short-range lifting movements. Because the horizontal component forces in all aspects are different in size, a complex mechanism is required to be installed and arranged for realizing in-situ vertical lifting, and the blowing flow (the speed and the direction of the air flow) is automatically adjusted, so that the mechanism is complex, the reliability is reduced, and the cost is increased.

Disclosure of Invention

In view of the above, the invention aims to further improve and enhance the flight efficiency of the vertical take-off and landing stage by aiming at the problems of low flight efficiency (especially serious vertical lift and hover stage) and excessive energy consumption of the existing vertical take-off and landing aircraft, and designs a novel method and a novel device for generating vertical force by blowing to the ring wing in the vertical take-off and hover stage and generating high efficiency in the whole course by blowing to the ring wing in the horizontal cruise stage, so that the proportion of Bernoulli differential pressure lifting force in the vertical lift and hover stage is increased as much as possible, the duty ratio of Newton reaction force is reduced, and the flight efficiency of the aircraft with the vertical take-off and landing function in each flight stage of take-off, hover and horizontal cruise is enhanced.

In order to compare the performance of two different methods for generating vertical force, proper evaluation indexes should be selected. Currently, there is no unified regulation in the aviation world, and different indexes are generally used for different types of aircrafts. For example, for fixed wing aircraft, thrust-to-weight ratios (or unit thrust loads) are employed. For a helicopter or vertical take-off and landing device, a power-to-weight ratio (or power load) is used. Although both of these indices are essentially identical, they can be used to evaluate the efficiency of the aircraft. However, confusion may be felt by non-professionals.

For convenience, the invention selects a unified, relatively intuitive index: unit thrust load η=w ₀ T (kg/kg), physical meaning as a measure of the working efficiency of helicopters and fixed wing aircraftThe meaning is: each kilogram of thrust can bear the aircraft carrying capacity of eta kilograms. The greater the unit thrust load, the greater the efficiency of the aircraft. When in actual use, after eta is calculated, other parameters can be conveniently deduced according to the needs: thrust-to-weight ratio, power-to-weight ratio, and power load, and vice versa. For example, in the literature relating to helicopters, power loads are generally given, σ=w ₀ P, the power ratio=1/σ can be found; thrust ratio=102/(vσ) and unit thrust load=vσ/102.

In order to solve the problem that when the wing is blown along the aerodynamic chord direction to generate enough lift force, the total force in all directions of the horizontal plane is always equal to zero in the take-off and lift-off stage, and the in-situ vertical take-off and landing are realized, the invention designs a driving device of a blowing lift force ring. The blowing lift ring has the greatest advantage that in the vertical take-off stage, the aircraft can be lifted off in situ by utilizing smaller unit thrust load without front, back, left and right displacement. The efficiency is high because the lift force of the lift ring is mostly based on the force generated by the bernoulli principle.

Horizontal ring wing mechanism analysis: the energy efficiency amplifying function of Bernoulli principle is fully utilized;

newton reaction force L generated by direct jet (projection) of air _N The method comprises the following steps:

L _N mass projected per second (dM/dt) x 1/2*V (average speed of projected air) =1/2×ρ×s (cross-sectional area) ×v ² (square of air movement velocity) =q (rapid pressure) ×s (cross-sectional area);

wherein q=1/2 ρ V ² Air dynamic pressure or velocity pressure, ρ is the air density. The direction of the force is opposite to the direction of the moving speed of the jet air flow.

The lifting force L generated by Bernoulli principle _B The method comprises the following steps:

L _B ＝1/2*ρ*V ² (air movement speed) S (wing area) C _L =q (shorthand) ×s (wing area) C _L 。

L _N 、L _B The expression for the two force comparisons is:

R _NB ＝L _N /L _B s (jet cross-sectional area)/[ S (wing area) ×c _L ]；

Typically, S (wing area) is much larger than S (jet cross-sectional area). For example, 4-12 times (4 for thick airfoil; 12 for thin airfoil). C (C) _L Is the lift coefficient of the wing, and the general expression is:

C _L ＝C _L ^α (3 dimensions) α=c _L ^α (2-dimensional) R ₃ *α；

R ₃ =f (a) is a 3-dimensional influence coefficient, which is a function of wing aspect ratio. The 2-dimensional airfoil can be regarded as an infinitely long aspect ratio, R ₃ =1.0. The smaller A, R ₃ The smaller. The approximate expression of the 3-dimensional influence coefficient is:

R ₃ =a/(a+2.0). For example, R when the aspect ratio a=0.5 ₃ =0.2=20%, meaning that 80% of the lift is lost.

When the aspect ratio a=10 (large passenger plane), R ₃ =0.83=83%, meaning that only 17% of the lift is lost.

Because the blowing lift force rings are connected end to end, the invention can be regarded as two-dimensional wing segments, namely, the wing segments have an infinite length aspect ratio, and R=1.0, and the three-dimensional effect of the blowing lift force rings is the same as that of a 2-dimensional wing. The two-dimensional lift line slope of classical wing theory is 2 pi, i.e. 0.11 per degree of attack. Modern supercritical airfoil designs have exceeded classical airfoil theory, and the two-dimensional lift line slope can be greater than 0.135 per degree of attack, increasing lift force over 36 +.!

Considering the above factors comprehensively, the range of lift efficiency generated by the wing of the blowing lift ring is estimated to be approximately as follows:

R _BN ＝L _B /L _N s (wing area) C _L S (air jet cross section);

taking a fixed wing straight wing as an example: s (wing area) =span chord; the average aspect ratio was taken to be 8.0.

The width of the blowing port is long span, and the height is T=T _h * C/cos (. Alpha.), wherein T _h Is the airfoil relative thickness, typically (12% -25%); c is chord; alpha is the airfoil profile angle of attack: the take-off is larger, about 16 degrees; the cruising time is small: 4-6 degrees; c (C) _L And the lift coefficient of the whole machine. Larger at take-off, about 1.5-3.0; the cruising time is small: about 1.0.

And (3) calculating: r is R _BN ＝C _L /[T _h /cos(α)]；

At take-off:

R _BN = 9.613 (25% thick wing) R _BN =20.0 (12% thin wing)

When cruising:

R _BN =4.000 (25% thick wing) R _BN =8.35 (12% thin wing);

in other words, if the energy efficiency is 9-20 times different compared with the pure Bernoulli lift and the pure Newton lift (reaction force), this is the theoretical basis for the present invention to discuss that it is possible to realize vertical lift with a small thrust-to-weight ratio of 0.1-0.2.

The invention provides a blowing lift ring comprising: the wing profile of the annular wing is a closed circular ring which is formed by vertically arranging a section of a two-dimensional wing profile with high lift coefficient and large lift-drag ratio on a horizontal plane, taking a point which is a selected distance in front of the front edge of the two-dimensional wing profile as a circle center, and performing circular motion for 360 degrees around a vertical axis passing through the circle center to form an end-to-end connection;

the inner side of the closed circular ring is the front edge of the annular wing, and the outer side of the closed circular ring is the rear edge of the annular wing;

the projected distance of the radius between the outer circle and the inner circle of the closed ring on the horizontal plane is the aerodynamic chord length. The aspect ratio of the ring can be considered infinite due to the end-to-end connection of the rings.

The airfoil geometry along the radial section in the annular ring of the annular airfoil is identical and can be considered to be a two-dimensional airfoil with the aerodynamic characteristics of a two-dimensional airfoil.

If an isotropic strong jet is ejected radially around from the center of the ring-shaped wing, the aerodynamic forces generated in all radial sections are the same, and due to this particular geometry, the sum (integral) of the forces generated by the ring in the vertical direction is the lift, but the sum (integral) of the projected forces in the radial direction will be equal to zero due to the mutual cancellation, as shown in fig. 2. Thus, if the central axis of the ring does not deviate from the vertical axis passing through the center of the circle, the ring has only lift force, no horizontal force in the front-back or left-right direction, and the ring moves vertically upwards after being blown, and no forward, backward, leftward and rightward movement.

An annular high-pressure gas distribution ring is arranged on the inner side of the front edge of the annular wing, and gas supply pipelines are uniformly distributed along the circumference in the radial direction of the annular wing and are connected with the annular high-pressure gas distribution ring in a gas flow way;

the outermost ring of the annular high-pressure gas distribution ring is provided with a Laval pipe-shaped nozzle (Laval nozzle), and the Laval pipe-shaped nozzle is used for spraying airflow so that the annular wings generate lifting force. The Laval pipe-shaped nozzle can adjust the speed of the ejected air flow and the relative included angle of the average aerodynamic chord relative to the annular wing through an automatic control system.

Laval nozzle is an important component of the thrust chamber. The front half of the nozzle is contracted from large to small to a narrow throat from the middle. After the throat is narrowed, the throat is enlarged from small to large and then expands outwards to the cavity bottom. The gas in the cavity flows under high pressure into the front half of the nozzle, passes through the narrow throat and escapes from the rear half. This architecture allows the velocity of the air stream to be varied due to the variation in the spray cross-sectional area, accelerating the air stream.

Further, the verification and calculation method for the flight efficiency of the blowing lift ring comprises the following steps:

(1) Calculating characteristic parameters of the blowing lift force ring: let the inner ring diameter of blowing lift ring be Di, the outer ring diameter be Do, the lift area of blowing lift ring is:

S _r ＝π4*(Do ² -Di ² )；

average aerodynamic chord c=1/2 x (Do-Di), also known as average aerodynamic chord length (Mean Aerodynamic Chord), with respect to which both the center of gravity and the focal position of the aircraft are relative;

equivalent span b=pi×1/2 (do+di), equivalent span b being the circumference formed by the average diameter circles of the inner and outer rings of the blowing lift ring;

(2) Calculating characteristic parameters of the equivalent rectangular wing:

area S of an equivalent rectangular wing formed by equivalent span b and average aerodynamic chord C _W And aerodynamic area S of the blowing lift ring _R Equal:

S _W ＝b*c＝π*1/2*(Do+Di)*1/2*(Do-Di)＝π/4*(Do ² -Di ² )＝S _r ；

let the take-off weight be Wo, a=two-dimensional lift line slope=0.135, angle of attack=20 degrees, do=4 meters, sr= 9.425m ² Calculating the flight efficiency of the rectangular fixed wing with the equivalent area:

aspect ratio of rectangular fixed wing of equivalent area:

A＝b/c＝π*(1/2)*(Do+Di)/(1/2)*(Do-Di)＝π*[(Do+Di)/(Do-Di)]；

setting: do=2du; a=3pi= 9.425; three-dimensional effect coefficient R ₃ ＝A/(A+2)＝9.425/11.425＝82.5％；

Three-dimensional lift line slope = a R ₃ ＝0.135*0.825＝0.111；

Lift coefficient C _L ＝a*R ₃ *α+cos(α)*Tan ² (α)＝2353；

Wo=600 kg, stall speed=20.81 m/s;

horizontal driving force T of equivalent wing _W ＝1/2*ρ*V ² *S＝1/2*0.125*20.81 ² *9.425＝255.1kg；

Thrust to weight ratio=t _W /W _o =0.425, unit thrust load=w _o /T _W ＝2.352；

L＝0.125/2*20.81 ² *9.425*2.353＝600.243kg＝Wo；

Three-dimensional lift line slope of the blowing lift ring = 2-dimensional lift line slope = 0.135;

lift coefficient C _L ＝＝a*α+cos(α)*Tan ² (α)＝2.7+0.125＝2.825；

Wo=600 kg, stall speed=19 m/s; blow port area s=average circumference airfoil relative thickness chord/cos (20);

horizontal driving force T of blowing lift ring _R ＝1/2*ρ*V _R ² *S _R ＝53.246kg；

Thrust-to-weight ratio of the blowing lift ring = T _R /W _o =0.089, unit thrust load=wo/T _R ＝11.268；

T=t relative thickness (19) ² /(20.81) ² ＝255.1*0.25*0.834＝53.246kg；

Thrust ratio=0.089, unit thrust load= 11.268;

comparing the unit thrust loads of the rectangular fixed wing with the equivalent area to obtain the unit thrust load of the blowing lift ring, wherein the efficiency of the blowing lift ring is 4.8 times of that of the rectangular fixed wing with the equivalent area.

It can be seen that the efficiency of the blow lift ring is quite high.

Further, a trailing edge flap is arranged at 30% of the trailing edge of the annular wing along the chord line direction, the trailing edge flap and the annular wing form two rings capable of deflecting up and down, and when the trailing edge flap deflects downwards, airflow sprayed to the trailing edge deflects downwards along the trailing edge flap due to the attachment effect of the coanda effect so as to increase lift. If the trailing edge flap is deflected 30 degrees downward, the total lift of the wing can be increased by about 30%.

The wing area can be increased by installing the flap on the wing, and the lift coefficient of the wing can be improved. There are many types of flaps, and there are simple flaps, split flaps, slotted flaps, and retreating flaps, among others, in common use. Typical flaps are located at the trailing edge of the wing, near the fuselage, inboard of the ailerons. When the flap is lowered, the lift force is increased, and the resistance is increased, so that the lift force is generally used in the take-off and landing stage, so that larger lift force is obtained, and the take-off and landing running distance is reduced.

Further, the annular wing is divided into a plurality of equal division areas with the multiple of 4 in the horizontal plane, and vertical partition plates are arranged between the equal division areas along the chord line direction;

a plurality of Laval pipe-shaped spouts distributed in arc-shaped equidistant are arranged in each equal-divided area to form a spout group.

Further, the Laval pipe-shaped nozzle is rectangular, and the nozzle width is larger than the nozzle height.

The quality of the blowing system determines the efficiency, feasibility and reliability of the blowing wing. Currently, there are several broad classes of blowing systems:

1. engine exhaust or cooling air drainage systems;

2. the distributed ducted fans blow/attract high-speed airflow on the upper surface and the lower surface of the airfoil of the lifting surface, so that the lifting force is increased;

3. special high-pressure air flow generating, conveying, accelerating, rectifying and jetting system;

the three blowing systems have advantages and disadvantages. The first blowing system utilizes the waste gas generated in the existing power system on the aircraft to blow to the lifting surface along the direction of the wing section line to generate additional lifting force, thereby changing waste into valuables, having relatively simple structure, low cost and high wind speed and being beneficial to generating great additional lifting force. For example, in the vertical take-off and landing system of the carrier-borne aircraft F35B in the united states, the exhaust gas with high temperature and high speed after combustion is sprayed to the ground/deck by using the tail nozzle to turn 90 degrees, and meanwhile, the cooling air of the engine is guided in the middle of the aircraft to be sprayed downwards, so that newton reaction force is generated, and the vertical lift generated by the two parts accounts for more than 60% of the total vertical lift of the F35B. But has the following problems: the high temperature jet stream temperatures in excess of thousands of degrees ablates the deck, and precautions need to be taken for this. Some drainage blowing systems directly spray high-temperature waste fuel gas to the lifting surface, and damage can be caused to the lifting surface structure.

The second type of blowing system adopts the air current that produces when distributed duct fan work to blow and sweep the airfoil, is also a thing dual-purpose, increases the cost little yet, and the air current of blowing out is normal atmospheric temperature in addition, can not cause the injury to the lifting surface. However, the cylindrical airflow with uneven speed is sprayed out, so that the flow field on each lifting surface is uneven. Meanwhile, the available airflow of the ducted fan flows through the rotating fan blades, so that the airflow at the rear part has rotation, and turbulence is formed. Resistance is increased, and efficiency is low. The deflector designed and built for rectifying may add too much weight and frictional resistance.

The invention adopts a third special high-pressure air flow blowing system, which has two forms: the system comprises a centralized gas production system, a distributed gas supply system and a distributed gas production and distribution gas supply system.

Further, the annular wing is an integral ring with a constant radial section shape of the two-dimensional airfoil.

Further, the number of the annular wings is plural, and the plurality of annular wings are used in combination in series or in parallel.

The use of the combination blow ring can make a heavy-duty carrier or logistics carrier aircraft.

Because of the absence of rotating parts, a flying car or other aircraft equipped with the blowing lift ring does not have unbalanced moment such as yaw, roll and the like generated by the rotation of the aircraft parts. Some balance parts or additional devices are omitted.

The invention also provides an application method of the blowing lift ring, which is applied to the vertical take-off and landing flight and comprises the following steps of:

in a vertical lifting state (Hover), based on the characteristic that airflows sprayed outwards from the center of the annular ring of the annular wing have various equalities, the jet flow speed or flow rate of the Laval pipe-shaped nozzle in various directions is regulated, and the blowing lift ring is arranged on an aircraft body to serve as a lift device to drive the aircraft to vertically lift or descend;

in a forward tilting of a horizontal cruising (Cruise) to be in a horizontal cruising flight state, the vertical lifting force generated by the blowing lifting force ring is used for tilting to a direction to be flown (any direction of 360 degrees can be adopted, and the direction can be designated as a specific direction) to generate a horizontal direction projection component force along the movement direction so as to enable the whole aircraft to move along a desired direction of the horizontal direction; when the motion mode is changed, firstly, the jet speed or flow is increased, the height is not dropped sharply in the transition stage, and the motion balance in the vertical direction is maintained; when flying forwards or backwards, the relative wind speeds flowing through the front half ring and the rear half ring are asymmetric, and the generated aerodynamic force and moment are also asymmetric. The air flow rate of the nozzles of the front half ring and the rear half ring can be changed through the automatic adjusting system, so that the stress balance of the front half ring and the rear half ring is always kept, the maximum flying speed is limited due to the limit of the power of the air blowing system and the limit value of the air blowing speed. In this way, the aircraft in which the blowing lift ring is installed is limited to lower speed flights. For example, as a city sightseeing tour. Can be manufactured into a round city sightseeing tour machine for carrying thousands of people or a large logistics transport machine; the flight mode has the advantages of simple structure; the driving and the operation are convenient. Because the Bernoulli lift principle is based, the helicopter is similar to a traditional helicopter on the surface, and the flying efficiency of the helicopter is actually much higher than that of a common helicopter;

In a horizontal Cruise flight state of horizontal Cruise (Cruise), the blowing of the blowing lift ring is stopped, a blowing mechanism (nozzle group) is sunk into the aircraft body from the inner ring of the annular wing, and the power of the blowing mechanism (nozzle group) is converted into a flat flight main propulsion system of the aircraft: the vortex pulp, the vortex fan or the piston propeller is changed into a power system to accelerate the aircraft along the horizontal direction, so that the speed of the aircraft exceeds the stall speed, the annular wing is driven to move forwards, and Bernoulli lift force is generated on the annular wing to lift the whole aircraft. The flight speed limit is the same as that of a common fixed wing aircraft, the cruising speed is greatly improved, and the whole aircraft has high lift-drag ratio, high flight efficiency, energy saving and fuel saving (or electricity saving), and the whole aircraft can fly fast and far.

The present invention also provides a computer readable storage medium having stored thereon a computer program which when executed by a processor implements a method of verification calculation of the flight efficiency of an air lift ring as described above, and/or a method of application of an air lift ring as described above.

The invention also provides a computer device comprising a memory, a processor and a computer program stored on the memory and operable on the processor, characterized in that the processor implements a method for verifying the flight efficiency of the blowing lift ring as described above and/or a method for applying the blowing lift ring as described above when executing the program.

Compared with the prior art, the invention has the beneficial effects that:

the blowing lift ring of the invention utilizes the Bernoulli principle to generate vertical force in the vertical lifting and hovering stage, increases the proportion of Bernoulli differential pressure lift force in the vertical lifting and hovering stage, reduces the duty ratio of Newton reaction force, and fills the fourth mode (L _B +L _B ) Or L _B L _B The blank of the mode improves the flight efficiency in the vertical take-off stage; the blowing lift ring can be used in a single ring or in a multi-ring series or parallel connection, and because of the absence of a rotating part, an aerocar or other aircrafts provided with the blowing lift ring does not have unbalanced moment such as yaw, roll and the like generated by the rotation of the aircraft part, so that some balance parts or additional devices are omitted, and the optimization design of the aircrafts is facilitated.

Drawings

Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The drawings are only for purposes of illustrating the preferred embodiments and are not to be construed as limiting the invention.

In the drawings:

FIG. 1 is a tangential component and a normal component of a far forward incoming flow on an airfoil;

FIG. 2 is a radial cross-sectional view of an air lift ring of an embodiment of the present invention;

FIG. 3 is a schematic diagram of the main components and workflow of an air blowing system according to an embodiment of the present invention;

FIG. 4 is a schematic diagram of the profile of a two-seat lightweight single-ring eVTOL in accordance with an embodiment of the present invention;

FIG. 5 is a physical diagram of a seven-seat medium-sized tandem double-ring aerocar according to an embodiment of the invention;

FIG. 6 is a physical diagram of a large blowing lift ring hybrid layout conveyor according to an embodiment of the invention;

fig. 7 is a schematic diagram of a computer device according to an embodiment of the invention.

The labels in the figures are:

1. the device comprises annular wings, a Laval tubular nozzle, an annular high-pressure gas distribution ring and an air supply pipeline.

Detailed Description

Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples are not representative of all implementations consistent with the present disclosure. Rather, they are merely examples of apparatus and products consistent with some aspects of the disclosure as detailed in the appended claims.

The terminology used in the present disclosure is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. As used in this disclosure and the appended claims, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should also be understood that the term "and/or" as used herein refers to and encompasses any or all possible combinations of one or more of the associated listed items.

It should be understood that although the terms first, second, third, etc. may be used in this disclosure to describe various information, these information should not be limited to these terms. These terms are only used to distinguish one type of information from another. For example, first information may also be referred to as second information, and similarly, second information may also be referred to as first information, without departing from the scope of the present disclosure. The word "if" as used herein may be interpreted as "at … …" or "at … …" or "responsive to a determination", depending on the context.

Embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.

An embodiment of the present invention provides an air blowing lift ring, as shown in fig. 3, including: the wing profile of the annular wing 1 is a closed circular ring formed by vertically arranging a section of a two-dimensional wing profile with high lift coefficient and large lift-drag ratio on a horizontal plane, taking a point which is a selected distance in front of the front edge of the two-dimensional wing profile as a circle center, and performing circular motion for 360 degrees around a vertical axis passing through the circle center to form an end-to-end connection;

the inner side of the closed circular ring is the front edge of the annular wing 1, and the outer side of the closed circular ring is the rear edge of the annular wing 1;

The airfoil geometry of the radial profile in the ring of the annular airfoil 1 is identical and can be considered as a two-dimensional airfoil with the aerodynamic properties of a two-dimensional airfoil.

If an isotropic strong jet is ejected radially around from the centre of the ring of the annular wing 1, the aerodynamic forces generated in all radial sections are the same, and due to this particular geometry the sum (integral) of the forces generated by the ring in the vertical direction is the lift, but the sum (integral) of the projected forces in the radial direction will be equal to zero due to the mutual cancellation. Thus, if the central axis of the ring does not deviate from the vertical axis passing through the center of the circle, the ring has only lift force, no horizontal force in the front-back or left-right direction, and the ring moves vertically upwards after being blown, and no forward, backward, leftward and rightward movement.

An annular high-pressure gas distribution ring 3 is arranged on the inner side of the front edge of the annular wing 1, gas supply pipelines 4 are uniformly distributed along the circumference in the radial direction of the annular wing 1, and the gas supply pipelines 4 are connected with the annular high-pressure gas distribution ring 3 in a gas flow way;

The outermost ring of the annular high-pressure gas distribution ring 3 is provided with a Laval pipe-shaped nozzle 2 (Laval nozzle), and the Laval pipe-shaped nozzle 2 is used for ejecting gas flow and providing lifting force for the annular wing 1. The Laval pipe-shaped nozzle 2 can adjust the speed of the ejected air flow and the relative included angle relative to the average aerodynamic chord of the annular wing 1 through an automatic control system.

Laval nozzle is an important component of the thrust chamber. The front half of the nozzle is contracted from large to small to a narrow throat from the middle. After the narrow throat, the narrow throat is widened from small to large and then expands outwards to the bottom of the cavity arrow. The gas in the cavity arrow flows into the front half of the nozzle under high pressure, passes through the narrow throat and escapes from the rear half. This architecture allows the velocity of the air stream to be varied due to the variation in the spray cross-sectional area, accelerating the air stream.

The verification and calculation method for the flight efficiency of the blowing lift ring comprises the following steps:

S _r ＝π/4*(Do ² -Di ² )；

(3) Calculating characteristic parameters of the equivalent rectangular wing:

the area of the equivalent rectangular wing formed by the equivalent span b and the average aerodynamic chord C is equal to the aerodynamic area of the blowing lift ring:

S _W ＝b*c＝π*1/2*(Do+Di)*1/2*(Do-Di)＝π/4*(Do ² -Di ² )＝S _r ；

let the take-off weight be Wo, 2-dimensional lift line slope a=0.135, angle of attack=20 degrees, do=4 meters, sr= 9.425m ² Calculating the flight efficiency of the rectangular fixed wing with the equivalent area:

aspect ratio of rectangular fixed wing of equivalent area:

A＝b/c＝π*(1/2)*((Do+Di)/(1/2)*(Do-Di)＝π*[(Do+Di)/(Do-Di)]；

setting: do=2di; a=3pi= 9.425; three-dimensional effect coefficient= 9.425/11.425 =82.5%;

three-dimensional lift line slope=0.135×0.825=0.111;

lift coefficient C _L ＝a*R ₃ *α+cos(α)*Tan ² (α)＝2.353；

Wo=600 kg, stall speed=20.81 m/s;

horizontal driving force t=1/2×0.125×20.81 ² *9.425＝255.1kg；

Thrust ratio=0.425, unit thrust load= 2.352;

L＝0.125/2*20.81 ² *9.425*2.353＝600.243kg＝Wo；

three-dimensional lift line slope of blowing lift ring = 2-dimensional lift line slope = 0.135, lift coefficient C _L ＝2.7+0.125＝2.825；

t=t relative thickness (19) ² /(20.81) ² ＝255.1*0.25*0.834＝53.246kg；

Thrust ratio=0.089, unit thrust load= 11.268;

It can be seen that the efficiency of the blow lift ring is quite high.

Preferably, a trailing edge flap is arranged at 30% of the trailing edge of the annular wing along the chord line direction, the trailing edge flap and the annular wing form two rings capable of deflecting up and down, and when the trailing edge flap deflects down, airflow sprayed to the trailing edge deflects down along the trailing edge flap due to the attachment effect of the coanda effect so as to increase lift. If the trailing edge flap is deflected 30 degrees downward, the total lift of the wing can be increased by about 30%.

Preferably, the annular wing can be divided into a plurality of equal division areas with the multiple of 4 in the horizontal plane, and a vertical partition plate 4 is arranged between the equal division areas along the chord line direction;

Preferably, a plurality of Laval pipe-shaped spouts 2 distributed in arc-shaped equidistant are arranged in each equal division area to form a spout group.

The Laval pipe-shaped nozzle 2 is rectangular, and the nozzle width is larger than the nozzle height.

1. engine exhaust or cooling air drainage systems;

The second type of air blowing system adopts the air flow generated when the distributed duct fan works to blow the airfoil surface, so that the air blowing system is dual-purpose, the cost is not increased, and in addition, the blown air flow is at normal temperature, so that the damage to the lifting surface is avoided. However, the cylindrical airflow with uneven speed is sprayed out, so that the flow field on each lifting surface is uneven. Meanwhile, the available airflow of the ducted fan flows through the rotating fan blades, so that the airflow at the rear part has rotation, and turbulence is formed. Resistance is increased, and efficiency is low. The deflector designed and built for rectifying may add too much weight and frictional resistance.

The third special high-pressure air flow blowing system is adopted in the embodiment, and two forms are adopted: a centralized gas production and distribution gas supply system (see figure 5) and a distributed gas production and distribution gas supply system.

The annular airfoil may be an integral ring of constant radial cross-sectional shape of a two-dimensional airfoil.

The number of the annular wings can be multiple, and the plurality of annular wings are combined in series or in parallel.

The embodiment of the invention also provides an application method of the blowing lift ring, which is applied to the vertical take-off and landing flight and comprises the following steps of:

in a vertical lifting state (Hover), based on the characteristic that airflows sprayed outwards from the center of the annular ring of the annular wing have various equalities, the jet flow speed or flow rate of the Laval pipe-shaped nozzle 2 in various directions is regulated, and the blowing lift ring is arranged on an aircraft body to serve as a lift device so as to drive the aircraft to vertically lift or descend;

The basic principle and the practical application method of the present invention are further described below by means of three specific examples. As stated above, the present invention aims to address the problem of the current general low flight efficiency of vertical takeoff and landing aircraft, particularly during the vertical lift and hover phases, more seriously. Excessive energy is consumed. As for the flight efficiency after the vertical take-off and landing is shifted from hover to horizontal cruise, the optimum efficiency can be obtained as long as the conversion into a fixed wing aircraft configuration is possible. Current eVT The OL vertical take-off and landing device basically inherits the flight mechanism of the traditional rotor helicopter and adopts L _B L _N L _N Mechanism. While the most effective whole-course optimized flight mechanism of the vertical take-off and landing aircraft is L _B L _B To date, it has not been present. The key point of the invention is to further improve and increase the flight efficiency in the vertical take-off stage. That is, the proportion of Bernoulli differential pressure lifting force in the lifting and hovering phases is increased as much as possible, and the duty ratio of Newton reaction force is reduced.

The present invention proposes a method and related device for generating vertical forces by blowing towards the annular wing during the vertical take-off and landing phases and even during the horizontal cruising phase, which is one of the best solutions for improving and enhancing the flight efficiency during the vertical take-off phase. The blowing lift force ring can be used as a single ring or can be used in series or in parallel with multiple rings. Because of the absence of rotating parts, a flying car or other aircraft equipped with the blowing lift ring does not have unbalanced moment such as yaw, roll and the like generated by the rotation of the aircraft parts. Some balance parts or additional devices are omitted. The use of the combination blow ring can make a heavy-duty carrier or logistics carrier aircraft.

Example 1 light eVTOL aircraft with Single blow Lift Ring

FIG. 4 is a schematic view of a two-seat lightweight eVTOL aircraft VT-02 having a fixed wing with 8 meters wing span, 11 meters fuselage length, 1.6 meters height, and a V-shaped tail, with a blowing lift ring of the present invention mounted for vertical force.

To facilitate comparison of the eVTOL of this embodiment with the ten currently known globally known eVTOL models, the inventors have estimated the duty cycle and thrust-to-weight ratio of these models from published data; for reasonable assumptions or estimations of individual model parameters, the inventors have made the following list in table 1:

TABLE 1

The calculation process of this embodiment is: ring outside diameter: do=3.6 meters; an internal diameter di=1.0 meters; aerodynamic chord = 1.3 meters;

aerodynamic area of the blowing lift ring: sr= 9.3934 meters;

C _L the total maximum takeoff weight of the aircraft (trailing edge flap downward deflection 30 degrees.) is 600 kg, =0.135×0.9×11° ×1.3= 1.7375;

the stall speed is obtained as follows: v (V) _s =24.25 meters/second.

If the blowing method is used, the required cross section of the blowing port is calculated by the following formula:

S _BL ＝b*t/cosα；

where b is the average circumferential length of the blow ring.

t is airfoil thickness.

Alpha is the angle of attack.

Compared with the aerodynamic surface of the lifting ring, the method comprises the following steps of: s is S _BL Sr (t/C), where C is the aerodynamic chord and the relative thickness is 25%.

The driving force of the blowing port blowing and sweeping lifting force ring is FN= (1/2) ρ V ² *S _BL = 86.311 kg. The required power is p=fn=v=86.311×9.81×24.25/1000= 20.533 kw, so there is: the power-to-weight ratio is 0.034; the thrust-weight ratio was 0.144.

The results are filled in Table 1 above. The comparison can be seen: as long as the thrust-to-weight ratio is equal to the blowing driving force of 0.144, 600 kg of the eVTOL aircraft can be lifted and hovered. The efficiency is 7.5 times that of the traditional helicopter. While the power consumption is only one seventh of that of a conventional helicopter.

Example 2, aerocar mounted double blowing lift ring:

FIG. 5 is a schematic diagram of a seven-seat medium-sized tandem double lift ring flying car. The vehicle length is 6 meters. 2.5 meters wide. 1.6 meters high. The maximum takeoff weight is 1200 kg.

In consideration of a flying car, the device can vertically take off and land in one lane of a highway, and the maximum outer diameter of a blowing lifting ring is controlled within 4 meters. A 3.6 meter lift ring as in example 1 may be employed. Is formed by longitudinally connecting two rings in series. In this example, the stall speed of the two series rings is the same as in example 1. But due toTwice the weight and twice the power required. Namely, W _o =1200 kg; p=41 kw thrust=173 kg.

The power ratio and the thrust ratio are the same as in example 1.

Example 3 Large conveyor with hybrid layout blowing lift ring installed:

fig. 6 schematically shows a vertical take-off and landing mounted hybrid layout blow lift ring for a large conveyor with a maximum take-off weight of 14.4 tons. In order to standardize the product and save the production cost, series products of blowing lift force rings with different diameters, such as 2.5 meters, 3.6 meters, 5.0 meters, 6 meters, 8 meters and the like, can be designed and manufactured.

And selecting a lifting force ring with proper specification according to the application scene. Meets the requirements of the flight performance index.

The logistic conveyor according to this example takes off the maximum weight, requiring 24 single rings. The blowing lift rings, which are optionally connected in series with 6 groups of 4 rings, are uniformly distributed on the top of the conveyor in 2 rows and 3 columns. Care should be taken to prevent mutual interference and may be arranged in a staggered manner. The conveyor of this example can transport more than 10 tons of goods, or 100 sightseeing passengers.

Embodiment 4, a computer device, fig. 7 is a schematic structural diagram of a computer device according to an embodiment of the present invention; referring to fig. 7 of the drawings, the computer apparatus includes: input means 23, output means 24, memory 22 and processor 21; the memory 22 is configured to store one or more programs; when the one or more programs are executed by the one or more processors 21, the one or more processors 21 are caused to implement a verification calculation method of the flight efficiency of the blowing lift ring and/or an application method of the blowing lift ring as provided by the above-described embodiments; wherein the input device 23, the output device 24, the memory 22 and the processor 21 may be connected by a bus or otherwise, for example in fig. 7 by a bus connection.

The memory 22 is used as a readable storage medium of a computing device and can be used for storing a software program and a computer executable program, and is used for verifying and calculating the flight efficiency of the blowing lift ring and/or program instructions corresponding to the application method of the blowing lift ring according to the embodiment of the invention; the memory 22 may mainly include a storage program area and a storage data area, wherein the storage program area may store an operating system, at least one application program required for functions; the storage data area may store data created according to the use of the device, etc.; in addition, memory 22 may include high-speed random access memory, and may also include non-volatile memory, such as at least one magnetic disk storage device, flash memory device, or other non-volatile solid-state storage device; in some examples, memory 22 may further comprise memory located remotely from processor 21, which may be connected to the device via a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.

The input means 23 is operable to receive input numeric or character information and to generate key signal inputs relating to user settings and function control of the device; the output device 24 may include a display device such as a display screen.

The processor 21 executes various functional applications of the device and data processing, i.e. the verification calculation method of the flight efficiency of the blowing lift ring and/or the application method of the blowing lift ring described above, by running software programs, instructions and modules stored in the memory 22.

The computer equipment provided by the embodiment can be used for executing the verification and calculation method of the flight efficiency of the blowing lift ring and/or the application method of the blowing lift ring, and has corresponding functions and beneficial effects.

Embodiments of the present invention also provide a storage medium containing computer-executable instructions, which when executed by a computer processor, are for performing the verification calculation method of the flight efficiency of an air blowing lift ring and/or the application method of an air blowing lift ring as provided by the above embodiments, the storage medium being any of various types of memory devices or storage devices, the storage medium comprising: mounting media such as CD-ROM, floppy disk or tape devices; computer system memory or random access memory such as DRAM, DDR RAM, SRAM, EDO RAM, lanbas (Rambus) RAM, etc.; nonvolatile memory such as flash memory, magnetic media (e.g., hard disk or optical storage); registers or other similar types of memory components, etc.; the storage medium may also include other types of memory or combinations thereof; in addition, the storage medium may be located in a first computer system in which the program is executed, or may be located in a second, different computer system, the second computer system being connected to the first computer system through a network (such as the internet); the second computer system may provide program instructions to the first computer for execution. Storage media includes two or more storage media that may reside in different locations (e.g., in different computer systems connected by a network). The storage medium may store program instructions (e.g., embodied as a computer program) executable by one or more processors.

Of course, the storage medium containing the computer executable instructions provided by the embodiments of the present invention is not limited to the verification and calculation method of the flight efficiency of the air blowing lift ring and/or the application method of the air blowing lift ring described in the above embodiments, and may also perform the relevant operations in the verification and calculation method of the flight efficiency of the air blowing lift ring and/or the application method of the air blowing lift ring provided by any embodiment of the present invention.

Thus far, the technical solution of the present invention has been described in connection with the preferred embodiments shown in the drawings, but it is easily understood by those skilled in the art that the scope of protection of the present invention is not limited to these specific embodiments. Equivalent modifications and substitutions for related technical features may be made by those skilled in the art without departing from the principles of the present invention, and such modifications and substitutions will be within the scope of the present invention.

The foregoing description is only of the preferred embodiments of the invention and is not intended to limit the invention; various modifications and variations of the present invention will be apparent to those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A blow lift ring comprising: the wing profile of the annular wing is a closed circular ring which is formed by vertically arranging a section of a two-dimensional wing profile with high lift coefficient and large lift-drag ratio on a horizontal plane, taking a point which is a selected distance in front of the front edge of the two-dimensional wing profile as a circle center, and performing circular motion for 360 degrees around a vertical axis passing through the circle center to form an end-to-end connection;

the outermost ring of the annular high-pressure gas distribution ring is provided with a Laval pipe-shaped nozzle, and the Laval pipe-shaped nozzle is used for spraying air flow so that the annular wings generate lifting force.

2. The blow-out lift ring according to claim 1, wherein the method of verification calculation of the flight efficiency of the blow-out lift ring comprises:

(1) Calculating characteristic parameters of the lift ring: let the inner ring diameter of blowing lift ring be Di, the outer ring diameter be Do, the lift area of blowing lift ring is:

S _r ＝π/4*(Do ² -Di ² )；

Average aerodynamic chord c=1/2 x (DoDi);

(2) Calculating equivalent rectangular wing characteristic parameters:

equivalent span b=pi×1/2 (do+di) equivalent span b is the circumference formed by the average diameter circles of the inner and outer rings of the blowing lift ring;

area S of an equivalent rectangular wing formed by equivalent span b and average aerodynamic chord C _W And aerodynamic area S of the blowing lift ring _R Equal;

S _w ＝b*c＝π*1/2*(Do+Di)*1/2*(Do-Di)＝π/4*(Do ² -Di ² )＝S _r ；

aspect ratio of rectangular fixed wing of equivalent area:

A＝b/c＝π*(1/2)*(Do+Di)/(1/2)*(Do-Di)＝π*[(Do+Di)/(Do-Di)]；

setting: do=2di; a=3pi= 9.425; three-dimensional effect coefficient R ₃ ＝A/(A+2)＝9.425/11.425＝82.5％；

Three-dimensional lift line slope = a R ₃ ＝0.135*0.825＝0.111；

Lift coefficient C _L ＝a*R ₃ *α+cos(α)*Tan ² (α)＝2.353；

W _o =600 kg, stall speed=20.81 m/s;

L＝0.125/2*20-81 ² *9.425*2.353＝600-243kg＝Wo；

lift coefficient C _L ＝a*α+cos(α)*Tan ² (α)＝2.7+0.125＝2.825；

Wo=600 kg, stall speed=19 m/s;

blow port area s=average circumference airfoil relative thickness chord/cos (20);

Thrust to weight ratio=t _R /W _o =0.089, unit thrust load=wo/T _R ＝11.268；

T=t relative thickness (19) ² /(20.81) ² ＝255.1*0.25*0.834＝53.246kg；

Thrust ratio=0.089, unit thrust load= 11.268;

the unit thrust load of the rectangular fixed wing with equivalent area and the blowing lift force ring is compared to obtain: the efficiency of the blowing lift force ring is 4.8 times of that of the rectangular fixed wing with the equivalent area.

3. The blowing lift ring according to claim 1, characterized in that the trailing edge of the annular wing is provided with trailing edge flaps at 30% in the chord line direction, which trailing edge flaps form with the annular wing two rings that are deflectable up and down, and that when the trailing edge flaps are deflected down, the air flow directed towards the trailing edge deflects down along the trailing edge flaps based on the coanda effect to increase the lift.

4. The blowing lift ring according to claim 1, wherein the annular wing is divided into a plurality of equal division areas of 4 times in a horizontal plane, and vertical separation plates are arranged between the equal division areas along the chord line direction;

5. The blowing lift ring of claim 4, wherein the laval tubular spout is rectangular with a spout width > a spout height.

6. The blowing lift ring of claim 1, wherein the annular wing is an integral ring of constant radial profile shape of a two-dimensional airfoil.

7. The blowing lift ring of claim 1, wherein the number of annular wings is plural, and the plurality of annular wings are used in combination in series or parallel.

8. A method of using the blow lift ring of any of claims 1-7 for use in vertical take-off and landing flights, comprising:

in a vertical lifting state, based on the characteristic that airflows sprayed outwards from the center of the annular rings of the annular wings have various equalities, the jet flow speed or flow rate of the Laval pipe-shaped nozzles in various directions is regulated, and the blowing lift ring is arranged on an aircraft body to serve as a lift device so as to drive the aircraft to vertically lift or descend;

in a horizontal cruising flight state, the vertical lift force generated by the blowing lift force ring is inclined towards the direction to be flown to generate a horizontal projection component force along the movement direction, so that the whole aircraft moves along the expected direction of the horizontal direction; when the motion mode is changed, firstly, the jet speed or flow is increased, the height is not dropped sharply in the transition stage, and the motion balance in the vertical direction is maintained;

In a horizontal cruising flight state of horizontal cruising, stopping the blowing of the blowing lift ring, sinking the nozzle group from the inner ring of the annular wing into the aircraft body, and converting the power of the nozzle group into a flat flight main propulsion system of the aircraft: the vortex pulp, the vortex fan or the piston propeller is changed into a power system to accelerate the aircraft along the horizontal direction, so that the speed of the aircraft exceeds the stall speed, the annular wing is driven to move forwards, and Bernoulli lift force is generated on the annular wing to lift the whole aircraft.

9. A computer-readable storage medium, on which a computer program is stored, characterized in that the program, when being executed by a processor, implements a method for verification calculation of the flight efficiency of an air lift ring according to claim 2 and/or a method for application of an air lift ring according to claim 8.

10. A computer device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, characterized in that the processor implements a method for verification calculation of the flight efficiency of the blowing lift ring according to claim 2 and/or a method for application of the blowing lift ring according to claim 8 when executing the program.