CN101061033A - Aircraft and method of controlling it in vertical, horizontal and flight filter modes - Google Patents

Abstract

The improved aircraft includes a thrust source, a wing, and a boom that functions like a "free lever" and has a distal end on which thrust is exerted and a proximal end about which the boom is freely rotatable to balance the various forces exerted on the proximal and distal ends of the boom. The proximal end is pivotally mounted at or below the center of lift of the wing and above the center of mass of the aircraft. With the lever in the vertical position, the distal end is above the center of mass of the aircraft to establish a gravitational pendulum; the distal end is forward of the center of drag of the aircraft when the lever is in a horizontal position to establish a drag pendulum. All transitional flight is the decomposition of the two pendulum force vectors. The guide device can adjust the vertical and horizontal thrust components of the propulsion system.

Description

Aircraft and its method of control in vertical, horizontal and flight transition modes

technical field

The present invention relates to aircraft, and more particularly to an improved aircraft that provides the advantages of vertical takeoff and landing aircraft, such as rotary wing aircraft, and aircraft, such as fixed wing or flexible wing aircraft, and to an improved A method of aircraft control that provides inherently stable flight in vertical and horizontal directions of flight, and in all transition modes therebetween.

Background technique

Throughout the twentieth century, the state of the art has improved for a variety of different types of aircraft, generally speaking, two basic types of aircraft can be distinguished. Aircraft of the first type are generally referred to as fixed-wing aircraft, while aircraft of the second type are generally referred to as rotary-wing aircraft.

In fixed-wing aircraft, the engine sends its output to a horizontally extending drive shaft, which rotates the propeller, providing horizontal thrust for the rotation of the fixed-wing aircraft. Alternatively, the engine may be a jet engine that provides horizontal thrust to a fixed-wing aircraft by exhausting hot gases.

A conventional fixed-wing aircraft must have a forward center of mass (centroid). If this were not the case, and the aircraft's wings went into a stall, there would be no means of lowering the nose to regain flight speed, and therefore, the aircraft would be inherently unstable. The design physics of the aircraft in the arrangement of the fulcrums requires that the center of mass be forward of the center of action of lift to provide inherent flight stability of the aircraft in flight mode as long as the aircraft is in flight mode. This fulcrum arrangement provides downward pressure from the tail of the vehicle in flight, and it acts as a static forward center of mass for the counterweight. Fixed-wing aircraft are inherently unstable below the aircraft-specific stall speed. Fixed-wing aircraft use replaceable flight surfaces. When flying forward, the aircraft reacts to the force generated by the airflow above the control surface to achieve control of the aircraft. Flaps, elevators, rudders, ailerons, and stabilizers are examples of such flight controls.

In a rotary wing aircraft, the rotary wing aircraft includes an engine having a vertically extending shaft for turning the rotors to provide vertical thrust to the rotary wing aircraft. The rotor provides vertical lift to the rotary wing aircraft as the rotor rotates about a vertically extending axis. A rotary wing aircraft must have a pendulum center of mass. Rotary wing aircraft are stable at zero forward airspeed because the vehicle's center of mass hangs like a pendulum below the rotor's center of lift. Rotary wing aircraft rely on guidance thrust rather than flight control to achieve control of the aircraft. Collective pitch, differential rotor blade thrust, and cyclic pitch are examples of this type of guided thrust flight controller. The rotor director can vary the thrust of the rotor longitudinally, laterally and vertically to determine the desired flight path.

Both rotary-wing and fixed-wing aircraft have their own advantages and disadvantages. Rotary wing aircraft have the advantage of vertical take-off and landing as well as hovering maneuvers due to the vertical thrust of their rotary wings. Compared with fixed-wing aircraft, the disadvantages of rotary-wing aircraft are that they are not capable of flying across the country, cannot be used for high-speed horizontal flight, and have a lower flight altitude.

Fixed-wing aircraft have the advantage of being able to fly more efficiently at high speeds and at higher altitudes than rotary-wing aircraft. The disadvantage of fixed-wing aircraft is their relatively high take-off and landing speeds, and therefore, considerable runway space is required for both take-off and landing. Additionally, fixed-wing aircraft cannot fly below operating airspeed or perform hovering maneuvers, as insufficient speed will result in a loss of lift over the aircraft's fixed wings.

Attempts to create a spiral plane or to form it into an airplane by attaching wings to the carrier were unsuccessful. A spinning rotor creates enormous drag at high forward speeds, plus all the problems associated with forward and backward curved rotor blades and the problem that the center of mass remains inherently different from the aircraft.

Examples of known "rotor planes" are US Patents 3,934,843; 4,730,795; 6,086,016; 5,758,844 and 6,343,768, all of which are incorporated herein by reference in their entirety.

All prior art fails to specify the fundamental difference between the center of mass, both dynamic and static, of existing vertical flying vehicles (helicopters) and existing horizontal flying vehicles (airplanes).

All prior art fails to account for the fundamental difference in efficiency between the forward motion of vertically flying vehicles (helicopters) and the forward motion of existing horizontally flying vehicles (airplanes).

Conversely, all prior art fails to account for the fundamental difference in efficiency between the vertical movement of vertical flying vehicles (helicopters) and the vertical movement of existing horizontal flying vehicles (airplanes).

While many of the U.S. patents referenced in this application, and others known to me, attempt to provide a hybrid aircraft that combines the advantages of both fixed-wing and rotary-wing aircraft, none of the aforementioned U.S. patents achieve this goal. None of the patents have commercial application value. A fundamental reason why prior art hybrid aircraft have failed to achieve this goal is the instability phase that occurs in the transition phase between operation as a fixed wing aircraft and operation as a rotary wing aircraft. During this transition phase, the center of mass of the hybrid aircraft moves between operation as a rotary-wing aircraft and operation as a fixed-wing aircraft, and vice versa. Movement of the hybrid vehicle's center of mass results in substantial instability in the operation of the hybrid vehicle, making it difficult to control the hybrid vehicle during such transition phases. This is best explained with reference to Figures 1 and 2.

FIG. 1 is a side view of a conventional rotary wing aircraft 10R including a fuselage 12R and engines 14R. Engine 14R is coupled by vertical drive shaft 20R to rotate rotor 30R to provide vertical lift to rotary wing aircraft 10R. Tail section 50R is rigidly secured to fuselage 12R with tail rotor 56R. Tail rotor 56R has the same function as rudder 56F in conventional fixed-wing aircraft 10F of FIG. 2 .

Rotor 30 of rotary wing aircraft 10R provides a center of lift (CL) for rotary wing aircraft 10R. The center of mass (CM) is suspended like a pendulum below the center of lift (CL) of the rotary wing vehicle 10R. Since rotor 30R provides a center of lift (CL) just above the center of mass (CM) of rotorcraft 10R, rotorcraft 10R can act like a gravity-stabilized pendulum in a hover mode at zero horizontal velocity. Control of the rotary wing aircraft 30R is obtained by guiding the thrust of the rotors. As the thrust generated by the rotors is directed in the rearward direction, the forward vertical thrust component of the rotary rotor 30R then provides a horizontal thrust component to propel the rotorcraft 10R in the forward direction against the guided thrust.

As the thrust produced by rotor 30R tilts further in the rearward direction to induce forward motion, the component of lift provided by rotating rotor 30R to rotary wing aircraft 10R decreases according to the cosine of the angle of said thrust in the rearward direction. This is a fundamental limitation of the rotary wing aircraft 10R.

FIG. 2 is a side view of a conventional fixed-wing aircraft 10F including a fuselage 12F and engines 14F. Engine 14F is coupled by horizontal drive shaft 20F to rotate propeller 30F to provide forward motion for fixed wing aircraft 10F. Fixed wing aircraft 10F includes fixed wings 40F rigidly secured to fuselage 12F of fixed wing aircraft 10F. Typically, fixed wing 40F includes a plurality of ailerons 42F and a plurality of flaps 44F. Tail section 50F is rigidly secured to fuselage 12F and has a horizontal stabilizing surface 54F and a vertical stabilizing surface 52F. The horizontal stabilization surface 54F includes elevators 58F and the vertical stabilization surface 52F includes a rudder 56F.

Fixed wing 40F of fixed wing aircraft 10F provides a center of lift (CL) for fixed wing aircraft 10F. The center of mass (CM) of the fixed-wing aircraft is located in front of the center of lift (CL) of the fixed-wing aircraft 10F. A center of mass (CM) located in front of the center of lift (CL), ie, the forward center of mass, is necessary to achieve flight dynamic balance and to regain control of the fixed-wing aircraft 10F during a stall condition.

A stall condition exists when the angle of attack of the fixed wing aircraft 1OF exceeds the critical angle necessary to maintain airflow to the upper surface of the wing. At this point, the airflow leaves the upper surface of the wing, disrupting the lift and control of the aircraft. Since the fixed-wing aircraft 10F has a forward center of mass, the loss of lift in the stall condition will reduce the angle of attack of the wings, thus re-establishing the oncoming airflow on the fixed-wing aircraft 40F to provide enough lift to support the fixed-wing aircraft 10F. The re-establishment of lift on the fixed wing 40F allows the pilot to resume control of the fixed wing aircraft 10F. Although the figure shows that the fixed-wing aircraft 10F is a fixed-wing aircraft 10F driven by a single engine propeller, it can be understood that the same working principle is applicable to both types of jet aircraft and various multi-engine variants.

As mentioned earlier, I have observed that many prior art attempts are being made to form a hybrid aircraft that combines the advantages of both the rotary wing aircraft 10R and the fixed wing aircraft 10F. Unfortunately, such prior art hybrid aircraft fail to address the fundamental difference in the location of the center of mass (CM) of rotary wing aircraft 10R and fixed wing aircraft 10F. During vertical takeoff, all hybrid aircraft must behave like the rotary wing aircraft 10R with a pendulum-like center of mass (CM) below the hybrid aircraft's center of lift (CL) if the aircraft is to be substantially stable. However, during level flight, if the hybrid aircraft is to behave like a fixed-wing aircraft and be inherently stable, its center of mass (CM) must be located in front of the hybrid aircraft's center of lift (CL). In such a hybrid, during the transition of the hybrid aircraft from operating like a rotary wing aircraft 10R to operating like a fixed wing aircraft 10F, the movement of the hybrid aircraft's center of mass (CM) creates a period of instability.

Contents of the invention

Accordingly, it is an object of the present invention to combine the advantages of vertical takeoff and landing aircraft, such as rotary wing aircraft, and aircraft, such as fixed wing or flexible wing aircraft, in one flight mode including horizontal, vertical and various transitions In modified aircraft that are inherently stable in all modes of operation, including

Another object of the present invention is to combine the advantages of vertical take-off and landing aircraft, such as rotary-wing aircraft, and aircraft, such as fixed-wing or flexible-wing aircraft, in an aircraft that overcomes various difficulties of the prior art and provides The technology offers marked improvements in the improved flying machine.

Another object of the present invention is to combine the advantages of vertical take-off and landing aircraft, such as rotary-wing aircraft, and aircraft, such as fixed-wing or flexible-wing aircraft, in an improved version based on a new aircraft design and aircraft control theory. in the aircraft.

Another object of the present invention is to provide an improved control method for an aircraft whether in its vertical flight, horizontal flight, or any transition mode.

The invention provides an aircraft comprising a fuselage; a lift wing operatively connected to the fuselage; a boom having opposing distal and proximal portions, the proximal portion of the boom being pivotally supported on the fuselage and a thrust source located at the distal portion of the boom to generate thrust for propulsion of the aircraft, the freely adjustable (i.e., without pilot intervention) azimuth of the boom being controlled by the The thrust produced by the engines is balanced by the gravitational, lift and drag forces acting on the aircraft.

In accordance with one aspect of the invention, the inventive aircraft has a dual pendulum arrangement established, with a first gravity weight interacting with a second lift/drag weight to provide inherent stability in vertical, horizontal and various transition flight modes. The gravitational force acting on the craft forms a gravitational pendulum. The lift/drag force generated by the fuselage and wings forms the lift/drag pendulum. The lift/drag weight interacts with the gravity hammer because both pendulums act on the proximal end of the free lever shaft.

According to another aspect of the invention, a wing, preferably a free wing, is incorporated in the aircraft of the invention. Preferably, when the free wing is fixed to the fuselage, its center of lift is at or above the center of mass of the aircraft of the present invention, and is close to the center of mass in the vertical direction. A free wing is free to pivot about a fixed point spanwise axis without pilot intervention. The free wing facilitates a smooth transition from vertical to horizontal flight. In another embodiment, within the scope of the present invention, the pivotable airfoil provided may also be mechanically forced to assume a proper angle of attack in response to the guidance thrust.

According to yet another aspect of the invention, the boom acts as a free lever. The boom is pivotable about its proximal end, preferably longitudinally through at least 90 degrees and does not necessarily require any lateral restraint. A pair of counter-rotating propulsion rotors are mounted on booms that are pivotable about another spanwise axis, also at or above the vehicle's center of mass. Preferably, the axis of the boom is between the axis of the center of lift of the free wing and the center of mass of the aircraft. More preferably, the proximal end of the boom is substantially vertically aligned with the center of lift of the free wing and the center of mass of the aircraft. In another embodiment, also within the scope of the present invention, the pivotable boom is provided to mechanically force a proper azimuth in response to the pilot thrust.

According to yet another aspect of the invention, the inventive aircraft acts as a pendulum in both horizontal and vertical flight - acting as a gravity pendulum for vertical flight and a lift/drag pendulum for horizontal flight. Any flight between pure vertical or pure horizontal is the interaction of the two hammers.

According to yet another aspect of the invention, all flight control actions, whether horizontal, vertical or various transition flight modes, can be broken down into a combined action of thrust guidance and dynamic flight control.

According to yet another aspect of the invention, the inventive aircraft further comprises a dynamic flight control surface on said boom. The dynamic flight control surfaces, when operative, impart a force to the boom perpendicular to its mounting axis. As a result, the dynamic balance of the boom acting as the guiding thrust pendulum is displaced, and the boom is forced to find a new equilibrium angle that will balance the forces acting on its distal and proximal ends. Preferably, the dynamically balanced control surface is part of an aileron which is preferably a free wing.

According to yet another aspect, the present invention employs a common propulsion system for both vertical and horizontal flight. This approach results in an aircraft that is inherently stable in both vertical and horizontal flight and in all of the various transitional flight modes. The present invention employs a dual pendulum arrangement, the first pendulum being the gravity, or static pendulum, and the second pendulum being the lift/drag pendulum formed by the airflow over the wings and aircraft. The ascent/pendulum has a changing or dynamic nature, as its force varies with the velocity of the airflow around the wing and vehicle. The function of the lift/pull hammer is to reduce the gravitational force acting on the proximal end of the free lever drive shaft to zero in level flight. A side effect of the vertical lift generated by the wings is the horizontal pinning, which forms a pinching pendulum against the thrust of the engines.

The present invention also provides a method of controlling an aircraft in horizontal flight, vertical flight or any transitional flight mode between horizontal and vertical flight. The method includes controlling the vehicle as a thrust-guided pendulum in all flight modes. This method controls the vehicle as a guidance thrust gravity pendulum in vertical flight and as a guidance thrust ascending/pinning pendulum in horizontal flight. During the transition phase between pure vertical and pure horizontal flight, the vehicle is still controlled as a guidance thrust pendulum which is a decomposition of the net force vectors of the gravity pendulum and lift/pin/force pendulum.

The present invention also provides an aircraft comprising a fuselage, thrust generating means for generating thrust to propel the aircraft, thrust guidance means for directing said thrust to obtain a guided thrust, and means for responding to said guided thrust , a force balancing device that moves the thrust generating means relative to the fuselage so that the gravitational, lift and drag forces acting on the aircraft are balanced with the guiding thrust.

Other objects and advantages of the present invention will become more apparent to those skilled in the art after referring to the following detailed description. The preferred embodiments shown and described in the following description are intended only to better illustrate the invention. As will be realized, the invention is capable of other and different embodiments, and its several details are capable of modifications in various obvious respects, all without departing from the invention. Accordingly, the drawings and descriptions herein are to be considered as illustrations and not as limitations.

Description of drawings

For a better understanding of the nature and purpose of the present invention, the following detailed description should be read with reference to the accompanying drawings, in which:

Fig. 1 is a side view of a conventional rotary wing aircraft;

Fig. 2 is a side view of a traditional fixed-wing aircraft;

Fig. 3 is a side view of the improved aircraft of the present invention according to one embodiment thereof;

Fig. 4 is a top view of the improved aircraft of Fig. 3;

Fig. 5 is the front view of Fig. 3 improved aircraft;

Figure 6 is a detailed view showing the proximal end of the free-rotation lever shaft of the improved aircraft of Figure 3;

Figure 7 is a schematic illustration of the improved aircraft of the present invention showing the vertically oriented free lever boom and relative rotation of the rotors for vertical takeoff mode.

FIG. 8 is a schematic diagram similar to FIG. 7 showing the generally forwardly oriented free lever axis of rotation and rotors for forward motion of the improved aircraft;

Figure 9 is a schematic diagram similar to Figure 8 showing the free lever axis of rotation and the rotors in a further forward transition orientation for further forward motion of the improved aircraft;

Figure 10 is a schematic diagram similar to Figure 9 showing a more forward transition oriented free lever axis of rotation and rotors for more forward motion of the improved aircraft;

Fig. 11 is a schematic diagram similar to Fig. 10 showing the free lever axis of rotation and rotors oriented entirely in the forward direction through the rotors and with the improved vehicle fully forwardly propelled by the full vertical lift provided by the free wings;

Figure 12 is a top view of the aircraft with the boom in the forward orientation shown in Figure 11;

Figure 13A is a schematic cross-sectional view of a variable coupling transmitting torque generated by an aircraft engine to a free lever shaft;

13B and 14 are side views showing the axis of rotation of the free lever in different angular positions;

Figure 15 is a side view of an improved aircraft according to a second embodiment of the present invention, which utilizes a jet engine to generate thrust, with the axis of rotation of the free lever oriented vertically upward;

Figure 16 is a top view of the aircraft of Figure 15;

Figure 17 is a front view of the aircraft of Figure 15;

Figure 18 is an enlarged view of the right side free lever rotation axis and jet engine of the aircraft of Figure 17;

Figure 19 is a side view of Figure 18;

Figures 20-21 and 23 are schematic diagrams showing the aircraft of Figure 15 in various flight modes, wherein the axis of rotation of the free lever assumes various orientations;

Figure 22 is a top view of Figure 23;

24 is a schematic diagram showing a side view of an aircraft on the ground before vertical takeoff according to another embodiment of the present invention;

Figure 25 is a schematic diagram showing a top view of the aircraft of Figure 24;

Figure 26 is a schematic diagram showing a side view of the aircraft of Figure 24 during level flight

Figure 27 is a schematic diagram showing a top view of the aircraft of Figure 26;

Figure 28 is a front view of Figure 27;

Figure 29 is a front view of Figure 24;

Figure 30 is a top view of Figure 28;

Throughout the drawings, the same reference numerals refer to the same parts.

Detailed ways

definition

As used herein, the term "thrust center" refers to the point in space where the horizontal, vertical, and transverse axes of thrust intersect.

As used herein, the term "center of pinning" refers to the point in space where the horizontal, vertical, and transverse axes of pinning force intersect.

As used herein, the term "guide" refers to a mechanism for directing thrust generated by aircraft engine torque.

As used herein, the term "homeostasis" refers to a state that remains stable while undergoing constant variation over a given operating range, since any change in the input within the operating range induces a new, but not necessarily Stable and balanced state transitions.

As used herein, the terms "free lever" or "free lever axis" or "free lever boom" or "free lever pivot" refer to a lever in space which is free to pivot about an axis Rotate to adopt an angle that balances the various forces acting on the distal and proximal ends of the free lever. In other words, the spatial position of the free lever is completely determined by the interaction of the pushing force acting on one end of the free lever and the pulling and lifting forces acting on the other end of the free lever.

As used herein, the term "free wing" refers to a wing mounted to an aircraft fuselage in such a manner that the wing is free to pivot about its spanwise axis. In other words, a free wing has an angle of attack during flight that is determined entirely by aerodynamic forces.

As used herein, the terms "lift/drag pendulum" or "drag pendulum" refer to the force vector decomposition of the interaction of gravity acting on the aircraft with the drag and lift forces acting on the aircraft.

As used herein, the term "static equilibrium" refers to the stable, unchanging state of equilibrium to which a system returns after a disturbance has been induced and subsequently canceled.

As used herein, the term "variable coupling" refers to a coupling that transmits torque generated by the engine through the free lever shaft to the rotor over the full range of motion of the free lever shaft.

Other terms are defined during the initial discussion.

3-6 are various views of the improved aircraft 110 of the present invention. Improved aircraft 110 includes airframe 112 and engines 114 . Wing 140, preferably a free wing, is operatively secured to fuselage 112 to generate lift. The center of mass (CM) of the improved vehicle 110 is suspended below the center of lift or aerodynamics of the free wing 140 like a gravity pendulum.

The engine 114 is coupled to the rotor assembly by a novel free lever shaft or boom 120 extending between its proximal end 121 and distal end 122 . Proximal end 121 of shaft 120 is coupled to motor 114 ( FIGS. 6 , 13A and 13B ) by variable coupling 601 . In particular, the proximal end 121 of the boom shaft 120 may not be directly connected to the motor 114, but is merely operatively arranged to transmit the output of the motor. The distal end 122 of the shaft 120 supports the relatively rotating rotors 130 of the rotor assembly to provide thrust for the improved aircraft 110 . In this example of the invention, the rotor 130 is a relatively rotating rotor 130 having rotor blades 131 and 132 . The relative rotation of the rotors 130 minimizes any bending and unbalanced moments from acting on the free levers 120 or on the fuselage of the improved aircraft 110 . Preferably, the free-lever operation characteristic of the free-lever shaft 120 allows the free-lever shaft to freely adjust its inclination during operation of the improved vehicle 110 to balance the various thrust, gravity, lift and drag force components. The minimization of any unbalanced moments acting on the fuselage of the improved aircraft 110 eliminates the need for a tail rotor.

A variable coupling 601 transmitting torque generated by the aircraft engine 114 to the free lever shaft 120 is schematically illustrated in FIG. 13A . The engine 114 has an engine output shaft 1302 coupled to a drive gear ring 170 which engages a toothed rod 160 secured to the proximal end 121 of the shaft 120 . Torque generated by the motor 114 is transmitted from the motor output shaft 1302 to the ring gear 170 to the rack rod 160 and causes the free lever shaft 120 to rotate about its longitudinal axis. Preferably, both the ring teeth 170 and the rack 160 are enclosed in a gear box 1308, which is shown in Figure 14 but omitted in Figure 13B. Gearbox 1308 is rotatably supported at 1304 by the aircraft frame. There is a thrust bearing 1306 between the free lever shaft 120 and the gear box 1308 . The proximal end 121 of the shaft 120 is pivotally supported by the body such that the free lever shaft or boom 120 is free to pivot about its proximal end, preferably within a predetermined range, as shown in Figures 13B and 14 shown in . Because the gear ring 170 and gear rod 160 are meshed throughout the free lever's range of motion, as shown in Figures 13B and 14, the torque generated by the engine can be transmitted to the rotor through the free lever shaft without interruption. Preferably, the pivot point of the proximal end 121 of the free lever shaft 120 is coaxial with the motor output shaft 1302 . For clarity, the pivot point of the proximal end 121 is omitted in FIG. 13A.

Wing 140, which is preferably a free wing, is pivotally secured to fuselage 112 of improved aircraft 110, as described above. Free wings, as known in the art (see, e.g., U.S. Patents 5,509,623; 5,769,359; 5,765,777; 5,560,568; 5,395,073; 5,430,057 and 5,280,863, which are hereby incorporated by reference in their entirety), are a The spanwise axis located forward of its aerodynamic center pivots freely (ie, without pilot intervention) to the wings on the aircraft fuselage. This arrangement allows the wing to have an angle of attack that is entirely determined by the aerodynamic forces during flight and, therefore, is governed only by the aerodynamic pitching momentum imposed by wing lift and pinning. Rotation of the wing caused by a positive or negative vertical wind gust striking the wing during flight without pilot intervention results in a change in the angle of incidence or dip between the wing and the aircraft fuselage so that the wing appears relative to the airflow A constant angle of attack, so that the aircraft will not stall substantially during flight. The free wing may be locked in a selected predetermined fixed angle of attack relative to the fuselage for flight in the fixed wing mode. It should be noted that it is also within the scope of the invention to replace the above-mentioned free wings with fixed wings or mechanically pivoted wings. However, the use of a free wing in an improved aircraft has the advantage that the lift generated by the free wing increases progressively with increasing forward velocity of the aircraft. In other words, the weight of the aircraft is gradually "transferred" to the free wing. As a result, the aircraft can smoothly change its flight mode, eg from horizontal or vertical flight to any transitional flight mode or vice versa. Conversely, if, as an example, a fixed wing is used, the fixed wing generally cannot generate lift below the stall speed of the aircraft. When the forward speed of the aircraft reaches the stall speed, the weight of the aircraft is "suddenly" transferred to the wings, causing vibrations that may cause discomfort to the aircraft's flight attendants and passengers.

Preferably, free wing 140 includes a plurality of secondary (auxiliary) wings 142 for improving lateral control of aircraft 110 in level flight. During level flight, the angle of attack of free wing 140 is adjusted and lateral control is provided through the use of multiple elevators. As can be seen in FIG. 5 , free wing 140 is pivotally connected at 146 to support portion 148 of fuselage 112 for free rotation about spanwise axis 146 .

Improved vehicle 110 may include any number of mechanisms for controlling yaw motion stability in level flight, including wingtip vertical stabilizers and rudders, tail mounted vertical stabilizers and rudders, or clamshell ailerons. Improved aircraft 110 may include any number of mechanisms for controlling yaw motion stability in vertical flight, including belly rudders within rotor wash, or differential rotor torque. In the illustrated embodiment, improved aircraft 110 includes tail section 150 rigidly secured to fuselage 112 and having vertical stabilizer 152 and rudder 156 .

In contrast to prior art rotary wing aircraft 10R, free lever shaft 120 and rotors 130 of improved aircraft 110 are free to dynamically move in order to balance thrust and drag forces when the rotor shaft operates between substantially vertical and substantially horizontal orientations. Shaft 120 and rotor 130 are freely pivotable between a substantially vertical orientation and a substantially horizontal orientation relative to the fuselage without tilting the fuselage 112 .

Rotors 130 of improved aircraft 110 provide common thrust (T) to improved aircraft 110 whether the aircraft is handling vertical or horizontal flight. The free wing 140 of the improved aircraft 110 provides variable lift (L) for the improved aircraft 110 according to the airflow velocity near the wing. Although this lift is not in a linear relationship with the horizontal velocity of the improved aircraft 110, it does not have a discontinuity point, because the machine Wings cannot stall. The center of mass (CM) of the improved aircraft 110 is located at or below the free wing center of lift (CL) of the improved aircraft 110 . In each of the embodiments of Figures 3-23, the center of mass (CM) of the improved vehicle is located below the center of lift (CL) of the free wing or wing. In each of the embodiments of Figures 24-30, the center of mass (CM) of the improved vehicle is at substantially the same height as the center of lift (CL) of the wing or free wing when the fuselage is oriented horizontally.

The thrust (T) of rotors 130 provides ascending and/or forward thrust to improved aircraft 110 . The lift and/or forward thrust provided by the rotor 130 may be a function of the forward tilt angle θ of the boom 120, as will be clearly understood in the description below with reference to FIGS. 7-11. The pivotable free wings 140 provide lift or drag for the modified aircraft. The lift or drag force provided by free wing 140 may be a function of the airflow in the vicinity of the free wing and, therefore, the forward thrust provided by rotor 130 . The variable lift and/or variable forward thrust of the rotor 130 and the variable lift of the pivotable free wing 140 and the characteristic free lever motion of the shaft 120 cooperate to provide the appropriate forward thrust and thrust for the modified aircraft 110. Appropriate ascent lift, which will be described in more detail below. Free wings 140 provide retrofit vehicle 110 with the necessary vertical lift that is lost due to the angular orientation of the rotors.

Figure 7 is a schematic diagram of the improved aircraft 110 showing the angular positions of the rotor shaft 120 and the rotors 130 to enable the improved aircraft to climb in vertical mode.

The rotor shaft 120 and the rotor 130 face the vertical direction, and when the rotor shaft 120 faces the vertical direction, all the thrust of the rotor 130 is oriented in the upward direction. The center of mass (CM) of the improved aircraft 110 is below the center of lift of the vertically oriented rotor axis 120 . In this mode of operation, free wing 140 provides minimal or no lift to improved aircraft 110 . In this mode of operation, improved aircraft 110 operates more like rotary wing aircraft 10R shown in FIG. 1 with suspended loads.

8-11 are schematic diagrams similar to FIG. 7 showing the axis of rotation 120 and the rotor 130 in various orientations progressively forward from the vertical. Thrust from rotor 130 acting on free lever shaft distal end 122 is directed (eg, by pilot control guide 501 shown schematically in FIG. 5 ) to produce forward motion of improved aircraft 110 . The forward motion creates lift and drag on the free wing and fuselage. The force generated by net gravity acts on the proximal end 121 of the free lever shaft 120 . Lift and hold forces also act on the proximal end 121 of the free lever shaft 120 to establish a new inclination of the free lever shaft to balance the thrust of constrained gravity acting on the distal end of the free lever shaft and the lift and hold acting on the proximal end of the free lever shaft force. Orientation of free lever shaft 120 and rotor 130 in a forward direction will balance the anti-gravity thrust acting on the distal end of the free lever shaft with the lift and drag forces from the wings and aircraft acting on the proximal end of the free lever shaft. The free lever shaft 120 is stable when the forces acting on its distal and proximal ends 122, 121 are balanced. When the thrust is directed to an angle other than the stabilization angle by pilot or flight controller intervention, it will cause the free lever axis to automatically find a new balance of thrust, gravity, lift and drag forces acting on the aircraft angle.

In Figures 8-11, the axis of rotation 120 is stabilized at different angles (15°, 45°, 60° and 90° respectively) in the forward direction, and the vertical component (T cosθ) of the thrust (T) is oriented in the upward direction , used to improve the aircraft 110. The horizontal component (T · sin θ) of the thrust (T) takes the horizontal direction and is used to move the improved air vehicle 110 in the forward direction. Improved forward motion of aircraft 110 creates airflow across free wing 140 . The trailing edge of free wing 140 is gradually turned upward (as can be seen in FIGS. 7-11 ), providing upward lift for improved ascent of aircraft 110 . The vertical component (T·cos θ) of thrust (T) combined with the upward lift force of free wing 140 provides the lift needed to maintain improved vehicle 110 at a stable altitude.

In FIG. 11 , the vertical component of the thrust (T) used to lift the improved aircraft 110 is zero. The horizontal component of thrust (T) used to move the improved aircraft 110 in the forward direction is (T). The upward lift force of free wing 140 provides all the lift capacity needed to lift modified aircraft 110 . The airspeed of the aircraft is such that the drag force around the improved aircraft 110 is equal to the thrust (T).

As previously mentioned, the free lever shaft 120 is free to tilt the orientation of its distal end 122 so that when screwed on the distal end of the free lever 120 by the aircraft engine 114, the lift and drag components of the free wing, the drag component of the fuselage A dynamic balance is achieved between the balanced thrust components and the force of gravity acting on the proximal end of the free lever shaft. The guide (shown schematically at 501 in the figure) guides the horizontal and vertical thrust produced by the aircraft engines and causes the free lever shaft to freely adjust its inclination about its proximal end 121 to move away from a known equilibrium point to a desired new balance point. Thrust guidance may be by any number of mechanisms common in the art, such as collectives and swash plates that control the pitch of the rotor blades, servo tabs on the rotor blades, or gimbal mechanisms on the rotor shaft ( gimballing) to achieve. Another exemplary thrust guide is described in US Patent No. 5,507,453, which is hereby incorporated by reference in its entirety.

As an example of the function of the guide 501, for some known forward speed in steady level flight, if the guide changes the given horizontal and vertical thrust components so that the vertical thrust produced is greater than the horizontal thrust, the free lever axis will Rotate freely around its proximal end to find a new, lower airspeed but higher altitude balance point for the aircraft.

The structure of the aircraft according to the invention described above includes a dual pendulum arrangement in which the gravity pendulum interacts with the lift/drag pendulum to provide intrinsic stability in vertical, horizontal and any transition flight modes. A gravitational or static pendulum D extends from F or the vehicle's center of mass CM to a pivot point C at the proximal end 121 of the free lever shaft 120 . The free lever or dynamic pendulum A extends from a thrust center B at the distal end 122 of the free lever shaft 120 to a pivot point C at the proximal end 121 . Seen most clearly in Figure 7, when the modified aircraft is in a purely vertical state, the gravity pendulum and the free lever pendulum overlap and coincide to enclose the mass of the pendulum at point F or the aircraft's center of mass CM and from the center of thrust The force (moment) arm with the same distance from B to the center of mass CM of the aircraft.

Since the free lever shaft is free to rotate on pivot point "C", which is the proximal end of the free lever, all forces from the center of mass act on the proximal end of the free lever. The wings create lift and drag forces that act on the airflow around the wing, which in turn acts on the vehicle, but because the pivotable end of the free lever is mounted in the vehicle, all lift and drag from the wing The restraining force acts on the proximal end of the free lever. The fuselage produces a drag (and perhaps lift) force acting on the airflow around the fuselage, which in turn acts on the vehicle, but since the pivotable end of the free lever is mounted in the vehicle, it comes from the fuselage All lift and hold-down forces also act on the proximal end of the free lever. The force of gravity forms the gravity pendulum and the lift/hold force forms the lift/hold pendulum, both interact as they both act on the proximal end of the free lever shaft.

In the modified aircraft, gravity and the vehicle's lift/drag forces interact as both act proximal to the free lever axis, resulting in a dynamic pendulum which is the force vector resolution of the various forces. The lift generated by the airfoil, and its by-product drag force, causes the net gravitational force acting on the proximal end of the free lever shaft to gradually decrease until zero, while at the same time causing the horizontal drag force acting on said proximal end to gradually increase until Equal to the thrust acting on the distal end. When the net gravity acting on the proximal end is zero, the free lever shaft can be balanced at a horizontal angle.

Although the aforementioned free wing and free lever shaft are freely pivotable, it should be understood that the free wing and/or free lever shaft can be freely pivoted to a predetermined range. For example, stops (not shown) may be provided to prevent rotation of the free lever shaft 120 beyond the corresponding horizontal and vertical positions given in FIGS. 11 and 7 . The free lever shaft is free to pivot within the angular region defined by the horizontal and vertical positions. It is also within the scope of the invention to provide a locking mechanism for locking the free lever shaft at a given angle, for example in a vertical orientation when the modified aircraft is on the ground before starting the aircraft engines. During flight, the locking mechanism is disengaged to allow the free lever shaft to pivot freely.

15-23 are illustrations of a second embodiment of the invention in which the rotors are replaced by jet engines 214 which may also be propeller engines or the like. In this embodiment, two free lever shafts 220 are employed, each supporting a jet engine 214. However, it is also within the scope of the invention to provide any number of free lever shafts and jet motors.

Each jet engine 214 is coupled by a free lever shaft 220 extending between a proximal end 221 and a distal end 222 . The proximal end 221 is pivotally supported by the body 212 via elements 260 , 270 .

The improved aircraft 210 of this embodiment also includes a wing 240, which is preferably a free wing, like the free wing of the first embodiment shown in FIGS. 3-11. Preferably, free wing 240 includes a plurality of ailerons for lateral control in improving the level flight of the aircraft. The angle of attack of the free wing 240 is adjustable, and lateral control in level flight can be provided by employing multiple elevators. The free wing 240 is connected to a support portion 248 of the fuselage 212 for free rotation about a span-wise axis 246 . The improved aircraft 210 also includes a tail section 250 rigidly secured to the fuselage 212 and having a vertical stabilizer 252 and a rudder 256 .

The performance of the modified aircraft 210 is similar to that of the aircraft 110 of the first embodiment. Specifically, when the thrust generated by the jet engine 214 is directed, for example, as shown in FIG. 20 , the free lever shaft 220 will be free to pivot to find a new dynamic equilibrium point, as shown in FIG. 21 . Preferably, at the new dynamic equilibrium point of FIG. 21 , the free lever shaft 220 is generally inclined at the same angle as the thrust line of the pilot thrust (generally speaking, the direction of the jet engine axis as shown in FIG. 20 ). Figures 22-23 show the second embodiment aircraft in level flight, where the thrust lines of the boom 220 and jet engines 214 are all oriented horizontally. Note that the angle of attack of the free wing 240 changes gradually from FIGS. 21 to 23 .

The thrust produced by the two jet engines 214 can be synchronized or directed separately. The jet engine can be replaced by a propeller propeller or a pulley propeller.

24-30 show a third embodiment of the invention which is substantially similar to the first embodiment. Specifically, aircraft 300 is shown in a stationary state resting on ground 2400 prior to takeoff. The aircraft 300 includes a fuselage 2415, free wings 2414, wheels or landing gear trains 2402, 2404, and a free lever shaft 2416 having proximal and pivotally supported rotors 2418 supported by the fuselage and distal ends.

This embodiment differs from the first embodiment in that the auxiliary lateral and ventral dynamic flight control surfaces, for example, 2709, are between the distal and proximal ends 2422, 2421 of the free lever shaft, and preferably, as in 27 towards the distal end 2422, fixed to the free lever shaft.

The lateral dynamic flight control surface may be a wing with control surfaces, a pivotable wing, or according to a preferred embodiment of the invention, a free wing 2708 with control surfaces 2709 . It is preferable to have an auxiliary free wing because in vertical or near vertical flight as shown in Figure 29 the lift due to thrust in the vertical direction is not much affected by the presence of the auxiliary wing. The belly dynamic flight control surfaces (not shown) may be wingtip vertical rudders, wingtip clamshell rudders or cross rudders.

In a first embodiment, the guidance of the thrust generated by the rotor 130 is achieved, eg, in a conventional helicopter, by changing the angle of attack of the rotor blades 131, 132 as the rotor blades rotate. According to one aspect of the invention, this change in blade angle of attack may be accomplished through the use of swashplates, or with servo tabs on the rotor blades. In accordance with another aspect of the invention, the entire rotor head (nearly 122 in Figure 3) is tiltable by the gimbal mechanism of the rotor shaft. However, all of these methods are mechanically complex. The secondary lateral (eg, 2709 ) belly control surface of the third embodiment provides a new, improved and simplified method of directing thrust acting on the distal end of the free lever.

More specifically, in the third embodiment, the aileron 2708 has a lateral dynamic flight control surface 2709 that applies a force perpendicular to the aileron transverse brace to the free lever axis. The dynamic balance of the free-lever shaft is shifted like a guided thrust pendulum, and the shaft is forced to find a new equilibrium angle that balances the forces acting on the distal and proximal ends of the free-lever shaft. In this way, the forward and backward thrust of the rotor can be controlled as the free lever shaft approaches the vertical position, and the upward and downward thrust of the rotor can be controlled as the free lever shaft approaches the horizontal position. The auxiliary wing 2708 is preferably a free wing, since the wing will be free to pivot about its spanwise axis to balance the vertical airflow from the rotor with the horizontal airflow associated with the forward motion of the aircraft.

Similarly, the auxiliary belly dynamic flight control surface applies a force to its belly mount on the free lever axis. Also, the dynamic balance of the free-lever shaft is displaced like a guided thrust pendulum, so that the shaft is also forced to find a new equilibrium angle. In this way, the lateral thrust of the rotor (the axis of lateral roll of the aircraft) can be controlled when the free lever axis is close to the vertical position, while the yaw motion thrust of the rotor (the axis of yaw motion of the aircraft) can be controlled when the free lever axis is close to the horizontal position time under control. Differential displacement of either or both of the lateral and ventral control surfaces imparts lateral rolling forces to the aircraft. In this way, the thrust of the rotor can be used to control the yaw motion axis of the aircraft when the free lever axis is close to the vertical position, and the lateral roll axis of the aircraft when the free lever axis is close to the horizontal position.

The improved aircraft of the present invention solves a series of problems related to the basic functional use of aircraft and has the following advantages over the prior art. First of all, the innovative aircraft is stable in all flight modes, whether it is horizontal, vertical or any transitional flight mode. Second, flight safety in the inventive aircraft is enhanced because the wings in the inventive aircraft cannot stall. Third, the operating efficiency of the aircraft of the present invention is improved, especially during cruise flight, because the wings can be smaller in size to create less drag and the rotors can be larger in size.

While the invention has been described in its preferred form with a certain degree of particularity, it is to be understood that the disclosure in said preferred form is given by way of illustration only and may be made without departing from the spirit and scope of the invention. Under the premise, many changes are made to the details of the structure, combination and arrangement of various parts. For example, while the previously described embodiments employ a rotor as the thrust generating mechanism, it is within the scope of the present invention to provide other thrust generating mechanisms for the modified aircraft, such as a jet engine or jet engines. As another example, while the previously described embodiments employ a free wing as the other lift-generating mechanism, it is within the scope of the invention to provide lift-generating mechanisms for improved aircraft, such as mechanically pivoting wings. As another example, a computer system could be used to determine the angle of the free lever axis that balances thrust and drag forces, and then mechanically move the lever to that angle. Accordingly, it is the intention here that patent protection shall be limited only as defined in the appended claims and their equivalents.

Claims (45)

1, aircraft (110,210,300) comprising:

Fuselage (112,212,2415);

Can operate the rising wing (140,240,2414) that links to each other with described fuselage;

Have the suspension rod (120) of opposite far-end and proximal part (122,121), the proximal part of described suspension rod can pivotally be bearing on the described fuselage;

Driving engine (114);

The propelling source that links to each other with driving engine is used for producing the thrust that is used for advancing aircraft at the far-end of described suspension rod;

Wherein, described suspension rod can be freely be done the pivot rotation around its near-end, to take to make thrust that described driving engine produces and to act on the azimuth that carry-on gravity, rising and holdback force balance each other.

2, aircraft as claimed in claim 1, wherein, described wing has an aerodynamic center and can be installed on the fuselage around the spanwise axis in described aerodynamic center the place ahead with doing pivotal rotation.

3, aircraft as claimed in claim 2, wherein said wing are one of the free wing and mechanical pivotable flap.

4, aircraft as claimed in claim 1, wherein said suspension rod is free lever, it can be freely do the pivot rotation around its proximal part, to take to make thrust that described driving engine produces and to act on the azimuth that carry-on gravity, rising and holdback force balance each other.

5, aircraft as claimed in claim 1 also comprises the mechanism that is used for guiding described thrust.

6, aircraft as claimed in claim 1, wherein said wing has an aerodynamic center, and described aircraft has a barycenter (CM), and the aerodynamic center of wing is positioned at barycenter place or its top of aircraft.

7, aircraft as claimed in claim 6, the proximal part of wherein said suspension rod is between the barycenter of the aerodynamic center of described wing and described aircraft.

8, aircraft as claimed in claim 1, the proximal part of wherein said suspension rod can be operated to link to each other with described driving engine and be sent to the distal portions of suspension rod with the output with driving engine, and described aircraft also comprises the unitor that the near-end of suspension rod can pivotally be connected to driving engine.

9, aircraft as claimed in claim 1, wherein said propelling source comprise the rotor (130) that links to each other with the distal portions of described suspension rod, described rotor by described engine drive to produce described thrust.

10, aircraft as claimed in claim 9, wherein said suspension rod comprises the S. A. that is used for rotating described rotor, described rotor is contrarotation rotor (counter rotating rotor).

11, aircraft as claimed in claim 1, wherein said suspension rod can forwards turn 90 degrees to revolving around pivot at least.

12, aircraft as claimed in claim 6, wherein, when described suspension rod was orientated vertically upward, the center of thrust that is positioned on the suspension rod distal portions was arranged at above the barycenter of aircraft.

13, aircraft as claimed in claim 6 wherein, when described suspension rod level is orientated forward, is positioned at the place ahead that center of thrust on the suspension rod distal portions is arranged at aircraft containment center.

14, aircraft as claimed in claim 1, wherein

Described fuselage has a gravity and near the air-flow the fuselage is applied a holdback force,

Described wing applies near the air-flow the wing and rises and holdback force,

Described suspension rod pivots with the described thrust that forms described wing, described rising and holdback force, and the level of the described gravity of described fuselage and holdback force and the dynamical equilibrium between the normal component.

15,, also comprise the thrust guide piece that is used for guiding and adjusting described thrust, in order to the dynamical equilibrium of change of flight device as the aircraft of claim 14.

16, aircraft as claimed in claim 7, the rotation axis of wherein said suspension rod proximal part, the aerodynamic center of described wing and the barycenter of described aircraft are vertical alignment basically.

17, aircraft as claimed in claim 1, wherein said driving engine comprise the jet engine (214) that is installed in described suspension rod distal portions.

18, aircraft as claimed in claim 1, also be included at least one the dynamic flicon surface on the described suspension rod, described dynamic flicon surface can be redirected with guidance thrust by the control of aviator or flight control system, and described suspension rod can be freely rotate to take to make the thrust that driving engine produces and to act on the new azimuth that carry-on gravity, rising and holdback force balance each other around pivot.

19, as the aircraft of claim 18, also comprise the aileron (2708) that is installed on the described suspension rod, wherein said dynamic flicon surface is the part of described aileron.

20, as the aircraft of claim 19, wherein said aileron is the free wing.

21, as the aircraft of claim 18, wherein said at least one dynamic flicon surface comprises the dynamic flicon of transverse abdomen surface (2709).

22, a kind of controlling level flight, the method for the aircraft in vertical flight or the optional intermediate offline mode between level and vertical flight, described method comprises the steps:

Directly or by the rising wing produce the thrust that is enough to promote aircraft at the suspension rod distal portions, described suspension rod can be bearing in its proximal part around pivot rotatably by the fuselage of aircraft;

Thrust is guided towards required heading:

Allow suspension rod freely to pivot to take to make the thrust of being guided and to act on the azimuth that carry-on gravity, rising and holdback force balance each other.

23, as the method for claim 22, wherein said rotation around pivot comprises the pivoted of suspension rod around the rotation axis that is positioned at aircraft barycenter place or its top.

24, as the method for claim 22, wherein said guidance comprises that the horizontal component of adjusting thrust is to provide the predetermined air speed of aircraft.Under this air speed, the wing of aircraft can or provide the lift that equates with aircraft weight at aircraft barycenter place above it.

25, as the method for claim 22, wherein said rotation around pivot comprise allow suspension rod vertical for main direction and level be between the main direction freely around the pivoted of its proximal part, the angle that balances each other with gravity, rising and the holdback force of taking to make aircraft and guidance thrust.

26, as the method for claim 25, wherein, as the described result who pivots, thrust is guided to set up the synthetic angle of an oleic difference of suspension rod, as the result who acts on the guidance thrust on the distal portions and equilibrium activity in carry-on various power.

27,, comprise that also the free wing that allows aircraft freely pivots to produce lift and the holdback force to air-flow around the wing in response to described thrust guidance as the method for claim 22.

28,, also comprise the barycenter place or its top that described lifting force of wings center (CL) are placed aircraft as the method for claim 27.

29, as the method for claim 22, comprise that also the wing of forcing aircraft responds the guidance of described thrust and does pivoted around exhibition to axis and act on lift and the holdback force on the air-flow around the wing with generation, described wing has and is positioned at aircraft barycenter place or centre of lift above it.

30, as the method for claim 22, wherein said rotation around pivot is finished under no aviator intervenes automatically.

31, a kind of aircraft comprises:

Fuselage;

Be used for producing thrust to advance the thrust generating apparatus of aircraft;

Be used for guiding described thrust to obtain the thrust guide apparatus of guidance thrust;

Movably described thrust generating apparatus is connected to the thrust balancing device of described fuselage, is used for coming equilibrium activity on described aircraft and, rise and holdback force by the gravity of described guidance thrust resistance in response to described guidance thrust.

32, a kind of method that is used in aircraft level or vertical flight and its all transition mode controlling aircraft, described method comprises the steps:

Produce the enough thrust that promotes aircraft with the thrust source;

Guide described thrust realizing described level, a kind of offline mode in the vertical and transition flight pattern;

Described thrust is on tumbler that far-end and near-end are arranged or suspension rod, and described suspension rod can freely be done vertical pivoted around its near-end during flying;

Described thrust is towards the far-end effect of described suspension rod, when making suspension rod do vertical pivots to rotate thrust above the barycenter of aircraft thereby the line of thrust that comes from described thrust for being orientated vertically downward, so that aircraft moves as the gravity pendulum that is guided;

Described thrust is towards the far-end effect of described suspension rod, make that thrust is in the place ahead of aircraft containment center when suspension rod is done the horizontal pivot rotation, thereby the line of thrust that comes from described thrust is that level is orientated backward, so that aircraft moves as the holdback force pendulum that is guided;

33, as the method for claim 32, the near-end of its middle hanger be arranged at the barycenter place of aircraft or its top and wherein wing be provided at the lift of aircraft barycenter place or its top and wherein in the lift of given air speed lower wing and being equal in weight of aircraft.

34, as the method for claim 33, its middle hanger can mainly be vertical and mainly be freely to do the pivot rotation around its near-end between the orientation of level, but described suspension rod can freely be taked the rising of balance aircraft and wing and the angle of holdback force, so that the thrust gravity pendulum that aircraft is guided at the vertical flight time image equally moves or guided thrust holdback force pendulum at the horizontal flight time image and equally move.Any angle that suspension rod is got between vertical and level all is the angle that can make the various power that act on the gravity pendulum and act on the mutual balance of various power on the holdback force pendulum.

35, as the method for claim 34, wherein thrust guided with set up the oleic different angles of suspension rod with equilibrium activity in the power on the gravity pendulum with act on pressure on the holdback force pendulum.

36, as the method for claim 34, wherein the wing of Cai Yonging can be around the free wing of pivot swivel bearing, in order to produce lift and the holdback force to air-flow around the free wing by described fuselage.

37, as the method for claim 34, wherein the wing of Cai Yonging is the free wing, and its centre of lift is above the barycenter place of aircraft or its.

38, as the method for claim 34, wherein the wing of Cai Yonging is can be around the pivot rotor blade, and its centre of lift is above the barycenter place of aircraft or its.

39, a kind of in horizontal flight the method for controlling aircraft, described method comprises the steps:

With the thrust of thrust source generation to aircraft;

Guide described thrust to realize described horizontal flight;

Described thrust is on tumbler that far-end and near-end are arranged or suspension rod, and described suspension rod can freely be done vertical pivot rotation around its near-end during flight operation;

Described thrust makes that towards the far-end effect of described suspension rod thrust is above the aircraft barycenter when suspension rod is done vertical pivot, and described thrust is led vertically downward, so that aircraft moves as guidance thrust gravity pendulum;

Described thrust is towards the far-end effect of described suspension rod, makes when described suspension rod is done horizontal pivot and rotated thrust in the place ahead of aircraft containment center, thereby described thrust led backward by level, so that aircraft moves as guiding thrust holdback force pendulum.

40, as the method for claim 39, wherein, the near-end of suspension rod at the barycenter place of aircraft or above it and wherein wing at the barycenter place of aircraft or provide lift above it and being equal in weight of lifting force of wings and aircraft during wherein in given air speed.

41, as the method for claim 39, its middle hanger can mainly be vertical and mainly be freely to do the pivot rotation around its near-end between the direction of level, but described suspension rod can freely take equilibrium activity in the power on the gravity pendulum with act on the angle of the power on the holdback force pendulum.

42, as the method for claim 39, wherein thrust is guided setting up the oleic different accumulated angles of suspension rod, with equilibrium activity in the power on the gravity pendulum with act on power on the holdback force pendulum.

43, as the method for claim 39, wherein the wing of Cai Yonging is the free wing that can be pivoted supporting by described fuselage, to produce lift and the holdback force to air-flow around the free wing.

44, as the method for claim 39, wherein the wing of Cai Yonging is the free wing, and its centre of lift is positioned at the barycenter place of aircraft or above it.

45, as the method for claim 39, wherein the wing of Cai Yonging is the wing that can rotate around pivot, and its centre of lift is positioned at the barycenter place of aircraft or above it.

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