CN101061033A - Control of an aircraft as a thrust-vectored pendulum in vertical, horizontal and all flight transitional modes thereof - Google Patents

Abstract

An improved aircraft includes a thrust source, a wing, and a boom functioning as a''free lever'' and having a distal end upon which the thrust is acting and a proximal end about which the boom is freely rotatable to balance forces acting on the proximal and distal ends of the boom. The proximal end is pivotably mounted at or below the center of lift of the wing and above the center of mass of the aircraft. The distal end is located above the center of mass of the aircraft, when the lever is in the vertical position to establish a gravity pendulum, and forward of the center of drag of the aircraft, when the lever is in the horizontal position, to establish a drag pendulum. All transition flight is a resolution of the force vectors of the two pendulums. A director adjusts the vertical and horizontal thrust components of the propulsion system.

Description

Aircraft and the control method in vertical, level and flight transition mode thereof

Technical field

The present invention relates to aircraft, more specifically say, relate to a kind of improved aircraft, it possesses takes off vertically and landing aircrafts, for example, rotary-wing aircraft and aircraft, for example, the advantage of fixed-wing or flex-wing vehicle also relates to a kind of improved aircraft control method, it can ensure in vertical and horizontal direction flight, and the flight of the inherently stable in all therebetween transition modes.

Background technology

During whole twentieth century, prior art is that various dissimilar aircraft have been made improvement, and in general, aircraft can be divided into two kinds of fundamental types.The aircraft of the first kind is commonly referred to the fixed-wing aircraft, and the second class aircraft is commonly referred to rotary-wing aircraft.

In the fixed-wing aircraft, driving engine is sent to horizontally extending transmission shaft with its output, and makes the screw propeller rotation, for the rotation of fixed-wing aircraft provides horizontal thrust.Perhaps, driving engine also can be the jet engine that horizontal thrust is provided for the fixed-wing aircraft by the discharge hot gas.

Traditional fixed wing aircraft must have the place ahead mass center (barycenter).If not so, and aircraft wing enters stall condition, then will lack the means that reduce head and recover flying speed, and therefore, aircraft will be inherent unsettled.The design physics of aircraft requirement barycenter, needs only aircraft and is in the offline mode so that the intrinsic flight stability of aircraft in offline mode to be provided in the place ahead of lift action center in the layout of fulcrum.This fulcrum is arranged to be provided in-flight from the downward pressure of aircraft afterbody, and it plays a part the static the place ahead barycenter of counterweight.The fixed-wing aircraft is interior unsettled when being lower than the stalling speed of given aircraft.The fixed-wing aircraft utilizes the flying surface of displaceable, and when flying forward, aircraft produces counteraction for the control surface top power that air-flow generated, to realize the control to aircraft.Wing flap, elevating rudder, yaw rudder, aileron and stabilator all are the examples of this class flight controller.

In rotary-wing aircraft, rotary-wing aircraft comprises having and is used for rotating the vertical extent axle of rotor so that the driving engine of normal thrust is provided for rotary-wing aircraft.Rotor is around vertically extending when rotation axle, rotor provide vertical lift for rotary-wing aircraft.Rotary-wing aircraft must have a pendulum barycenter.Rotary-wing aircraft is stable when zero forward airspeed, because the barycenter of aircraft is suspended from as pendulum below the centre of lift that rotates the wing.Rotary-wing aircraft is realized control to aircraft by guidance thrust rather than by flicon.Set pitch (collective pitch), differential rotor blade thrust and alternation pitch (cyclic pitch) all are the examples of this class guidance thrust flight controller.Rotation wing guides can be longitudinally, and horizontal and vertical direction changes the thrust of rotor, to determine required flight path.

Rotary-wing aircraft and fixed-wing aircraft all have merits and faults separately.Rotary-wing aircraft takes off vertically and the advantage of landing and coiling action because of normal thrust of its rotation wing has.Compare with the fixed-wing aircraft, the shortcoming of rotary-wing aircraft has incompetent flight of crossing the whole nation, can not be used for high speed horizontal flight and lower flying height.

Compare with rotary-wing aircraft, the advantage of fixed-wing aircraft is more effectively high-speed flight and in higher high aerial flight.The shortcoming of fixed-wing aircraft is its quite high take-off and landing speed, and therefore, take-off and landing all needs cooresponding runway space.In addition, the fixed-wing aircraft can not be lower than flight of work air speed or coiling action, because underspeed can cause the lift forfeiture of aircraft fixed wing top.

The trial of attempting to make the spiral aircraft or forming it into aircraft by additional wing on vehicle all fails.The rotor of spin produces huge holdback force under high forward speed, in addition relevant with bending rotor blade forward and backward all problems and barycenter still are maintained and the intrinsic different problem of aircraft.

The example of known " spiral aircraft " has US Patent 3,934,843; 4,730,795; 6,086,016; 5,758,844 and 6,343,768, their all whole drawing at this are reference.

All previous technology all fail to indicate the fly barycenter of aircraft (aircraft) of existing vertical flight aircraft (helicopter) and present level, comprise dynamic and static, between fundamental difference.

All previous technology all fail to illustrate the propulsion of vertical flight aircraft (helicopter) and the fundamental difference of propulsion aspect efficient of present level flight aircraft (aircraft).

Otherwise all previous technology all fail to illustrate the perpendicular movement of vertical flight aircraft (helicopter) and the fundamental difference of perpendicular movement aspect efficient of present level flight aircraft (aircraft).

Though a lot of US Patent of reference among the application, all once attempted to provide a kind of mixed type aircraft that has the advantage of fixed-wing aircraft and rotary-wing aircraft concurrently with other patents that I know, but above-mentioned those US Patent fail all to realize this goal.The neither one patent possesses commercial application value.The basic reason that the mixed type aircraft of prior art fails to realize this goal is to be as the operation of fixed-wing aircraft with as the unstable stage that occurs in the transition period between the rotary-wing aircraft operation.In this transition period, the barycenter of mixed type aircraft is moving as the operation of rotary-wing aircraft with between as the operation of fixed-wing aircraft, and vice versa.The motion of mixed type aircraft barycenter causes the operating basic fugitiveness of mixed type aircraft, is difficult to control mixed type aircraft thereby cause in this transition period.This can obtain best explanation referring to Fig. 1 and Fig. 2.

Fig. 1 is the lateral plan of traditional rotary-wing aircraft 10R, and it comprises fuselage 12R and driving engine 14R.Driving engine 14R is by vertical drive shaft 20R coupling, so that rotary wing 30R, thereby provides vertical lift for rotary-wing aircraft 10R.Rear 50R is rigidly secured on the fuselage 12R of magnetic tape trailer rotor 56R.Tail rotor 56R have with Fig. 2 conventional fixed rotor aircraft 10F in yaw rudder 56F identical functions.

Rotary-wing aircraft 10R rotor 30 provides centre of lift (CL) for rotary-wing aircraft 10R.Barycenter (CM) as pendulum be suspended on rotary-wing aircraft 10R centre of lift (CL) below.Because rotor 30R provides the just in time centre of lift (CL) on rotary-wing aircraft 10R barycenter (CM), thereby rotary-wing aircraft 10R can work as gravity is stablized pendulum in the hover mode of zero level speed.The control of rotary-wing aircraft 30R obtains by the thrust of guidance rotor.When the thrust that is produced by rotor during along backward Direction guide, the component of the normal thrust before the rotary wing 30R provides a horizontal thrust component subsequently, with resistance guidance thrust along forwards to advancing rotary-wing aircraft 10R.

When the thrust that is produced by rotor 30R further tilts and causes when travelling forward along backward directions, rotary wing 30R successively decreases according to the cosine of described thrust in the angle of backward directions for the component of the lift that rotary-wing aircraft 10R provides.This is the fundamental limitations of rotary-wing aircraft 10R.

Fig. 2 is the lateral plan that comprises the conventional fixed rotor aircraft 10F of fuselage 12F and driving engine 14F.Driving engine 14F is by horizontal drive shaft 20F coupling and rotating screw 30F, thereby provides forward motion for fixed-wing aircraft 10F.Fixed-wing aircraft 10F comprises the fixed-wing 40F that is rigidly fixed on the fixed-wing aircraft 10F fuselage 12F.Usually, fixed-wing 40F comprises a plurality of aileron 42F and a plurality of wing flap 44F.Rear 50F is rigidly fixed on the fuselage 12F and a horizontal stabilizer 54F and a fin 52F is arranged.Horizontal stabilizer 54F comprises that a plurality of elevating rudder 58F fin 52F then comprise a yaw rudder 56F.

The fixed-wing 40F of fixed-wing aircraft 10F provides centre of lift (CL) for fixed-wing aircraft 10F.The barycenter of fixed-wing aircraft (CM) is positioned at the place ahead of fixed-wing aircraft 10F centre of lift (CL).Be positioned at the barycenter (CM) in centre of lift (CL) the place ahead, promptly the place ahead barycenter is to realize that the flight dynamical equilibrium is necessary, also is to recover desired to the control of fixed-wing aircraft 10F under stall condition.

The angle of attack that stall condition is present in fixed-wing aircraft 10F exceeds when keeping the necessary critical angle of windstream that flow to upper surface of the airfoil.At this moment, air-flow leaves the upper surface of wing, thereby has destroyed the lift and the control of aircraft.Because fixed-wing aircraft 10F has the place ahead barycenter, the lift forfeiture under the stall condition will make the angle of attack of wing reduce, and so just rebulid the windstream on the fixed-wing 40F, so that the lift that is enough to support fixed-wing aircraft 10F to be provided.Rebuliding of fixed-wing 40F lift makes the aviator can recover fixed-wing aircraft 10F is controlled.Though having provided fixed-wing aircraft 10F among the figure is the fixed-wing aircraft 10F that is driven by a driving engine screw propeller, is appreciated that same principle of work also is applicable to two types jet-propelled aircraft and various multiple-motor abnormal shape.

As previously mentioned, I perceive, and a lot of prior aries are all constantly attempting forming a kind of mixed type aircraft that has the various advantages of rotary-wing aircraft 10R and fixed-wing aircraft 10F concurrently.Unfortunately, the mixed type aircraft of this class prior art fails to solve rotary-wing aircraft 10R and the basic difference of fixed-wing aircraft 10F aspect barycenter (CM) position.During taking off vertically, if make aircraft basicly stable, then all mixed type aircraft all must be worked to such an extent that have the barycenter (CM) that is positioned at the following picture pendulum of mixed type aircraft centre of lift (CL) like that as rotary-wing aircraft 10R.Yet during horizontal flight, if the mixed type aircraft moves as the fixed-wing aircraft and it is inherent stable to be, its barycenter (CM) must be positioned at the front of mixed type aircraft centre of lift (CL).In this mixed type, from moving as rotary-wing aircraft 10R during run transition as fixed-wing aircraft 10F, the sport of mixed type aircraft barycenter (CM) forms one section amphibolic stage at the mixed type aircraft.

Summary of the invention

Therefore, an object of the present invention is to take off vertically and landing aircrafts, for example, rotary-wing aircraft, and aircraft, for example, the advantages of fixed-wing or flex-wing vehicle is comprising level a kind of, and vertical and various transition flight patterns all are in the derivative aircraft of inherently stable in all interior operational modes.

Another object of the present invention is to take off vertically and landing aircrafts, for example, rotary-wing aircraft, and aircraft, for example, the advantages of fixed-wing or flex-wing vehicle has overcome all difficulties of prior art and provides obvious improved improved type to fly in the type device for vehicle technology a kind of.

Another object of the present invention is to take off vertically and landing aircrafts, for example, rotary-wing aircraft, and aircraft, for example, the advantages of fixed-wing or flex-wing vehicle is in a kind of derivative aircraft based on brand new Flight Vehicle Design and aircraft control theory.

No matter another object of the present invention is to be in its vertical flight for aircraft provides a kind of, horizontal flight, or the improvement control method that all is suitable in the optional intermediate pattern.

Aircraft provided by the invention comprises fuselage; Can handle the lift wing that is connected in fuselage; Suspension rod with opposite far-end and proximal part, the proximal part of described suspension rod pivotally are bearing on the described fuselage; The thrust source that is positioned at described suspension rod distal portion office with usefulness generates the driving engine that is used for advancing aircraft thrust, but the free adjustment of described suspension rod (promptly, do not need aviator's intervention) the azimuth make the thrust that produces by described driving engine and act on described carry-on gravity, lift and holdback force balance each other.

According to one aspect of the present invention, aircraft of the present invention has the double pendulum hammer that is established arranges that first gravity drop hammer and second rises/pin down the hammer mutual action to provide vertical, the inherent stability under level and the various transition flight pattern.Act on carry-on gravity and form the gravity pendulum.Rising/the holdback force that is produced by fuselage and wing forms the pendulum that rises/pin down because two pendulums all act on the near-end of free lever shaft, and hammer and gravity drop hammer are interactional so this rises/pins down.

According to another aspect of the present invention, a wing is arranged, it is a free wing preferably, is combined in the aircraft of the present invention.Preferably, when this free wing was fixed to fuselage, its centre of lift was in aircraft barycenter place of the present invention or its top, and approached barycenter in vertical direction.The free wing can freely be done the pivot rotation around the axis of attachment point spanwise under the situation that does not have the aviator to intervene.The free wing helps from vertical seamlessly transitting to horizontal flight.In category of the present invention, in another embodiment, the wing of the rotor rotation that is provided also can mechanically be forced to present a suitable angle of attack in response to guidance thrust.

According to another aspect of the present invention, suspension rod plays a part free lever.Suspension rod can be done pivoted around its near-end, preferably vertically goes to few 90 degree and might not want any horizontal restriction.A pair of counterrotating propelling rotor is installed on the suspension rod, and suspension rod can also be that the exhibition that is positioned at aircraft barycenter place or its top is done the pivot rotation to axis around another.Preferably, the axis of suspension rod is between the barycenter of the axis of free wing centre of lift and aircraft.Be more preferably, the barycenter of the near-end of suspension rod and the centre of lift of the free wing and aircraft is the vertical direction alignment basically.Also in category of the present invention, in another embodiment, the suspension rod that pivots that is provided mechanically forces to present a suitable azimuth in response to guidance thrust.

According to another aspect of the present invention, aircraft of the present invention all plays a part pendulum when horizontal flight and vertical flight---be equivalent to rise when being equivalent to gravity pendulum and horizontal flight during vertical flight/pin down pendulum.Any flight between pure vertical or pure water is flat is the mutual action of two kinds of hammers.

According to another aspect of the present invention, all flicon effects, no matter be level, vertical or various transition flight patterns all can be decomposed into thrust guidance and the dynamically synthesis of flicon.

According to another aspect of the present invention, aircraft of the present invention also is included in the dynamic flicon surface on the described suspension rod.Power perpendicular to its installation axis of suspension rod when work, is passed in this dynamic flicon surface.Consequently, be shifted as the suspension rod dynamical equilibrium that guides the thrust pendulum, so suspension rod is forced to seek with the new balance angle of equilibrium activity in the power of its far-end and near-end.Preferably, the dynamical equilibrium control surface is the part of aileron, the then preferably free wing of aileron.

According to another aspect, the present invention has adopted vertical and the public propulsion system of horizontal flight, and it all is inherently stable in vertical and horizontal flight and all various transition flight patterns that this method causes aircraft.The present invention adopts a kind of double pendulum hammer to be provided with, and first pendulum is a gravity, and static in other words pendulum, second pendulum are the rising that formed by wing and aircraft top air-flow/pin down pendulums.Rising/pendulum has and changes or dynamic essence, because its power becomes with the speed of air-flow around wing and the aircraft.The effect of hammer of rising/pin down is will act on the gravity of free lever drive axle near-end to be decreased to zero when horizontal flight.The secondary action of the vertical lift that wing produces is pining down of horizontal direction, and it forms the pendulum that pins down with the engine thrust antagonism.

It is a kind of in horizontal flight that the present invention also provides, vertical flight or the method for controlling aircraft under any transition flight pattern between level and the vertical flight.This method is included under all offline mode, and aircraft is controlled as thrust guidance pendulum.This method is controlled aircraft when vertical flight as guidance thrust gravity pendulum, then control as the guidance thrust pendulum that rises/pin down when horizontal flight.At the transition stage between between the pure vertical and flat flight of pure water, the control of aircraft is still controlled as guidance thrust pendulum, and this pendulum is the decomposition of the clean force vector of gravity pendulum and rising/pin down/power pendulum.

The present invention also provides a kind of aircraft, it comprises fuselage, with the thrust generation device that generates the thrust that advances aircraft, be used for guiding described thrust to obtain the thrust guide apparatus of guidance thrust, with be used in response to described guidance thrust, move described thrust generating apparatus with respect to fuselage, so that act on described carry-on gravity, the thrust balancing device that rising and holdback force and described guidance thrust balance each other.

After the following detailed description of reference, for a person skilled in the art, other purposes of the present invention and advantage will more be understood obvious.Each preferred embodiment with description in the following description is for the present invention is described better.Be appreciated that without departing from the scope of the present invention the present invention also can have other different embodiment, its some details can modify aspect visibly different a lot.Correspondingly, accompanying drawing here and explanation also should be considered as example and unconfinement.

Description of drawings

For understanding essence of the present invention and purpose better, should under situation, read following detailed description with reference to each accompanying drawing, in the accompanying drawing:

Fig. 1 is the lateral plan of traditional rotary-wing aircraft;

Fig. 2 is the lateral plan of conventional fixed rotor aircraft;

Fig. 3 is the lateral plan that improves aircraft according to the present invention of an one embodiment;

Fig. 4 is the top view that Fig. 3 improves aircraft;

Fig. 5 is the front elevation that Fig. 3 improves aircraft;

Fig. 6 is the detail drawing that exploded view 3 improves the free lever shaft near-end of rotation of aircraft;

Fig. 7 is the scheme drawing that the present invention improves aircraft, and it has been showed and is used to free lever suspension rod and counterrotating rotor vertical orientated under the pattern of taking off vertically.

Fig. 8 is the scheme drawing that is similar to Fig. 7, and it has been showed makes proal free lever S. A. and the rotor that roughly is orientated forward of improvement aircraft;

Fig. 9 is the scheme drawing that is similar to Fig. 8, and it has been showed to make and improves the aircraft further proal further free lever S. A. and the rotor of transition orientation forward;

Figure 10 is the scheme drawing that is similar to Fig. 9, and it has been showed makes free lever S. A. and the rotor that improves the more proal orientation of transition more forward of aircraft;

Figure 11 is similar to the scheme drawing of Figure 10, and it has been showed to make by rotor with by means of the whole vertical lift that provided by the free wing and improves complete edge that aircraft pushes ahead fully forwards to the free lever S. A. and the rotor of orientation;

Figure 12 be suspension rod be in shown in Figure 11 forwards to the time the aircraft top view;

Figure 13 A is the principle cutaway view that the moment that aircraft engine produces is sent to the variable coupling of free lever shaft;

Figure 13 B and 14 is side diagrammatic sketch of showing the free lever S. A. in the different angles position;

Figure 15 is the improvement aircraft lateral plan according to second embodiment of the invention, and it utilizes jet engine to produce thrust, and free lever S. A. is orientated vertically upward;

Figure 16 is the top view of Figure 15 aircraft;

Figure 17 is the front elevation of the aircraft of Figure 15;

Figure 18 is the free lever S. A. in right side of aircraft of Figure 17 and the enlarged view of jet engine;

Figure 19 is the lateral plan of Figure 18;

Figure 20-21 and 23 is scheme drawings of showing the aircraft of Figure 15 under the various offline mode, and wherein free lever S. A. presents various orientations;

Figure 22 is the top view of Figure 23;

Figure 24 shows according to another embodiment of the present invention, on the ground the schematic diagram of aircraft lateral plan before taking off vertically;

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

Figure 26 is a schematic diagram of showing Figure 24 aircraft lateral plan during the horizontal flight

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

Figure 28 is the front elevation of Figure 27;

Figure 29 is the front elevation of Figure 24;

Figure 30 is the top view of Figure 28;

In whole accompanying drawings, identical label is represented identical parts.

The specific embodiment

Definition

When this used, term " center of thrust " referred to the level of thrust, the spatial point of vertical and axis of pitch intersection.

When this used, term " containment center " referred to the level of holdback force, the spatial point of vertical and axis of pitch intersection.

When this used, term " guide piece " referred to be to be used for guiding the mechanism of the thrust that is produced by aircraft engine moment.

When this used, term " dynamical equilibrium " referred in given range of operation when experience constantly changes and still keeps stable a kind of state, because any variation of importing in range of operation can cause to new, but the state transitions of not necessarily stable and balance.

When this uses, term " free lever " or " free lever shaft " or " free lever suspension rod " or " free lever S. A. " refer to be is in a lever in the space, and it can freely be provided to take the angle of a certain equilibrium activity various power on free lever far-end and near-end around an axle.In other words, the locus of free lever is fully by acting on the thrust on free lever one end and acting on holdback force on the free lever other end and the decision of the mutual action of raising force.

When this used, term " the free wing " referred to the mode of can be freely doing the pivot rotation to axis around its exhibition with wing and is installed to wing on the aircraft fuselage.In other words, the free wing has the angle of attack that is determined by aerodynamic force fully during flying.

When this used, term " pendulum rises/pin down " or " pining down pendulum " referred to and act on carry-on gravity and act on the interactional force vector decomposition of carry-on holdback force and raising force.

When this used, term " static balancing " referred to and is causing disturbance and disturbance subsequently to be eliminated stable that the back system returns, unmodified state of equilibrium.

When this used, term " variable coupling " referred to the moment that in the overall range of motion of free lever shaft driving engine is produced sends rotor to by free lever shaft coupling.

Other terms are defined when first the discussion.

Fig. 3-the 6th, the present invention improve the various views of aircraft 110.Improve aircraft 110 and comprise fuselage 112 and driving engine 114.The preferably free wing of wing 140 operably is fixed on the fuselage 112 to produce lift.The barycenter (CM) that improves aircraft 110 is suspended on the free wing 140 as the gravity pendulum centre of lift is in other words below the aerodynamic center.

Driving engine 114 is by extending novel free lever shaft or the suspension rod 120 and the coupling of rotor assembly set between its near-end 121 and the far-end 122.The near-end 121 of axle 120 is by variable male part 601 and driving engine 114 (Fig. 6,13A and 13B) coupling.Specifically, the near-end 121 of suspension rod axle 120 can directly not link to each other with driving engine 114, and only is operably to be arranged to the output that can transmit driving engine.The far-end 122 of axle 120 is supporting the relative rotary wing 130 of rotor assembly set, so that provide thrust for improving aircraft 110.In this example of the present invention, rotor 130 is counterrotating rotors 130 that rotor blade 131 and 132 are arranged.Counterrotating rotor 130 makes from affacting free lever 120 or affacting any moment of flexure and the unbalance moment improved on aircraft 110 fuselages and reduces to minimum.Preferably, the free lever operating characteristic of free lever shaft 120 allows the free lever shaft can be improving its degree of dip of run duration free adjustment of aircraft 110, with the various thrusts of balance, and gravity, lift and holdback force component.Affact the demand of having got rid of tail rotor that minimizes of any unbalance moment of improving on aircraft 110 fuselages.

Illustrated schematically that in Figure 13 A the moment that aircraft engine 114 is produced is sent to the variable male part 601 of free lever shaft 120.Driving engine 114 has and the engine output shaft 1302 that drives ring gear 170 couplings, 170 in ring tooth and ratch 160 interlocks that are fixed on 120 near-end 121.Thereby the moment that driving engine 114 produces is sent to ring gear 170 from engine output shaft 1302 and is sent to ratch 160, and causes free lever shaft 120 around its longitudinal axis rotation.Preferably, ring tooth 170 and ratch 160 all are closed in the gear case 1308, and gear case 1308 is shown among Figure 14, but has then omitted in Figure 13 B.Gear case 1308 can be rotated to support on 1304 places by aircraft frame.One thrust baring 1306 is arranged between free lever shaft 120 and the gear case 1308.Axle 120 near-end 121 is pivotally supported by fuselage, make free lever shaft in other words suspension rod 120 can preferably in preset range, do the pivot rotation, as shown in Figure 13 B and 14 freely around its near-end.Because ring gear 170 and ratch 160 are interlocks in the range of movement of whole free lever, as shown in Figure 13 B and 14, therefore, the moment that driving engine produces can be sent to rotor incessantly by free lever shaft.Preferably, the centring point of free lever shaft 120 near-ends 121 is coaxial with engine output shaft 1302.For the purpose of clear, omitted the centring point of near-end 121 among Figure 13 A.

As mentioned above, wing 140, its preferably free wing is that rotor is fixed on the fuselage 112 that improves aircraft 110 rotatably.The free wing is as (seeing that for example drawing at this with their integral body is the US Patent 5,509,623 of reference known in the field; 5,769,359; 5,765,777; 5,560,568; 5,395,073; 5,430,057 and 5,280,863) be a kind ofly can be fixed to wing on the aircraft fuselage around the mode that the exhibition in the aerodynamic center the place ahead that is usually located at it is done free pivoted (that is, not having aviator's intervention) to axis, with wing.This arrangement can have fully wing to be determined by the aerodynamic force during the flight, therefore, only is subjected to be risen and pind down the angle of attack of the pneumatic pitching momentum domination of being forced by wing.Under the situation that does not have the aviator to intervene, cause the variation at inclination angle between angle of incidence or wing and the aircraft fuselage by the caused wing rotation of plus or minus vertically-supplying air battle array bump wing during the flight, so that wing presents the constant angle of attack with respect to air-flow, make the aircraft in fact can stall during flying.The flight that the free wing can be in the fixed wing pattern is locked in the pre-determined constant angle of attack of selecting with respect to fuselage.Be to be noted that with fixed wing or mechanical pivot rotor blade and substitute above-mentioned free wing also within category of the present invention.Yet, in improving aircraft, use free wing to have the advantage that lift that the free wing produces increases gradually with the increase of aircraft forward speed.In other words, the weight of aircraft is " transfer " gradually to the free wing.Consequently, aircraft can change its offline mode smoothly, as changing to any transition flight pattern or opposite from level or vertical flight.Otherwise, if, as example, employing be fixed wing, fixed-wing can not produce lift usually when being lower than the aircraft stalling speed.When the forward speed of aircraft arrived stalling speed, the weight of aircraft " suddenly " was transferred to wing, and the vibrations that caused may make the bus attendant of aircraft and passenger not feel well.

Preferably, the free wing 140 comprises a plurality of horizontal pair (assisting) wings 142 of control when being used to improve aircraft 110 horizontal flights.During the horizontal flight, by using a plurality of elevating rudders to regulate the angle of attack of the free wing 140 and horizontal control being provided.Can see that in Fig. 5 the free wing 140 can pivotally be connected at 146 places on the supporting part 148 of fuselage 112, to rotate freely to axis 146 around exhibition.

Improve aircraft 110 and can comprise the mechanism that controls yawing rotation stability when any amount is used for horizontal flight, comprise wingtip drag iron and yaw rudder, be installed in the drag iron and the yaw rudder of afterbody, or the clamshell style aileron.Improve aircraft 110 and can comprise the mechanism that controls yawing rotation stability when any amount is used for vertical flight, comprise the ventral direction rudder in the rotor flow perturbation (rotor wash), or differential rotor moment of torsion.In the illustrated embodiment, improving aircraft 110 comprises and is rigidly fixed on the fuselage 112 and drag iron 152 is arranged and the rear 150 of yaw rudder 156.

10R is opposite with the prior art rotary-wing aircraft, and improving the free lever shaft 120 of aircraft 110 and rotor 130 can free dynamic motion, so as when rotor shaft to work between basic vertical direction and the horizontal direction balance thrust and holdback force.Axle 120 and rotor 130 can under the state of fuselage 112 that do not tilt, freely be done pivoted with respect to fuselage between basic vertical direction and horizontal direction.

No matter aircraft is to handle in the vertical flight or in the horizontal flight, the rotor 130 that improves aircraft 110 all provides generic thrust (T) for improving aircraft 110.The free wing 140 that improves aircraft 110 provides variable-lift (L) according near the air-flow velocity the wing for improving aircraft 110, though this lift is not linear with the horizontal velocity of improving aircraft 110, but it does not have point of discontinuity, because wing can not stall.The barycenter (CM) that improves aircraft 110 is positioned at that the free wing centre of lift (CL) that improves aircraft 110 is located or thereunder.In each embodiment of Fig. 3-23, the barycenter (CM) that improves aircraft is positioned at the below of the free wing or airfoil lift center (CL).In each embodiment of Figure 24-30, the barycenter (CM) that improves aircraft when standard of fuselage is orientated and the centre of lift of the wing or the free wing (CL) be in equal height basically.

The thrust of rotor 130 (T) provides rising and/or thrust forward for improving aircraft 110.The rising and/or the forward thrust that are provided by rotor 130 can become with the oblique angle θ that turns forward of suspension rod 120, and this is below referring to can clearly being understood in the explanation of Fig. 7-11.The free wing 140 that can pivot provides rising or holdback force for improving aircraft.Can be by lift or holdback force that the free wing 140 provides with near the air-flow the free wing, therefore, also the forward thrust that provides with rotor 130 becomes.The peculiar free lever motion synergy of the variable-lift of the variable-lift of rotor 130 and/or variable forward thrust and the free wing 140 that can pivot and axle 120, provide appropriate forward thrust and appropriate rising lift for improving aircraft 110, below more detailed description will be arranged this.The free wing 140 provides the essential vertical lift that loses because of the rotor angular orientation for improving aircraft 110.

Fig. 7 is the schematic diagram that improves aircraft 110, and this has showed to make improve the rotor shaft 120 that aircraft can climb and the angle position of rotor 130 under vertical mode.

Rotor shaft 120 and rotor 130 be towards vertical direction, when rotor shaft 120 during towards vertical direction, and the direction on whole thrusts orientations of rotor 130.The barycenter (CM) that improves aircraft 110 is in the below of the centre of lift of vertical orientated rotor shaft 120.Under this operational mode, the free wing 140 reaches minimum value or does not have lift for the lift that improvement aircraft 110 provides.Under this operational mode, the operation of improvement aircraft 110 is the rotary-wing aircraft 10R shown in Figure 1 of image-tape suspention load more.

Fig. 8-the 11st is similar to the schematic diagram of Fig. 7, and they have been showed from vertical direction S. A. 120 and the rotor 130 under forward the various orientations progressively.The thrust from rotor 130 that acts on free lever shaft far-end 122 is guided (for example, the aviator who is subjected to be schematically shown among Fig. 5 controls the guidance of guide piece 501), so that improve the motions that aircraft 110 produces forward.Travel forward and on the free wing and fuselage, form raising force and holdback force.The masterpiece that net weight power produces is used on the near-end 121 of free lever shaft 120.Rising and holdback force also act on the near-end 121 of free lever shaft 120, to set up the new inclination angle of free lever shaft, with the thrust and the rising and the holdback force that act on free lever shaft near-end of equilibrium activity at the restriction gravity of free lever shaft far-end.Free lever shaft 120 and rotor 130 take forwards to orientation with equilibrium activity in the thrust of the resistance gravity of free lever shaft far-end with from the rising and the holdback force of the free lever shaft near-end of acting on of wing and aircraft.Free lever shaft 120 is stable when the power that acts on its far-end and near-end 122,121 balances each other.When thrust system being directed at a certain angle that is different from angle of stability, will cause free lever shaft to seek the balance angle of new a, equilibrium activity automatically at carry-on thrust, gravity, rising and holdback force when being subjected to aviator or flight controller intervention.

In Fig. 8-11, S. A. 120 be stabilized in forwards to different angles (should be 15 ° mutually, 45 °, 60 ° and 90 °) locate, direction on the normal component of thrust (T) (Tcos θ) orientation is used for promoting and improves aircraft 110.The horizontal component of thrust (T) (Tsin θ) water intaking square to, be used for along forwards improving aircraft 110 to moving.Improve travelling forward of aircraft 110 and form the air-flow of crossing over the free wing 140.The trailing edge of the free wing 140 upwards rotates (can see) gradually in Fig. 7-11, for the rising that improves aircraft 110 provides lift upwards.The normal component of thrust (T) (Tcos θ) lumps together the ascending ability that provides required with the free wing 140 to raising force, remains on stable height with improving aircraft 110.

In Figure 11, the normal component that is used to promote the thrust (T) of improving aircraft 110 is zero.The horizontal component that is used for improving in forward direction motion the thrust (T) of aircraft 110 is (T).The free wing 140 provide required whole ascending abilities to raising force for promote improving aircraft 110.The air speed of aircraft makes the holdback force around the improvement aircraft 110 equal thrust (T).

Such as previously mentioned, free lever shaft 120 can freely tilt the orientation of its far-end 122 to be added in free lever 120 far-ends being revolved by aircraft engine 114, by the lift of the free wing with pin down component, each thrust component that pins down the component balance of fuselage and act between the gravity of free lever shaft near-end and obtain dynamical equilibrium.Level and normal thrust that guide piece (schematically being shown in 501 places of figure) guidance is produced by aircraft engine, and cause free lever shaft freely to adjust inclination angle about its near-end 121, arrive desirable new equilibrium point to leave known equilibrium point.The guidance of thrust can be passed through the common any amount of mechanism in this area, set (collective) and rotating wobble plate (swash plates) such as control rotor blade inclination angle, servo tab on the rotor blade, or the gimbal mechanism (gimballing) on the rotor shaft realizes.US Patent 5,507 has been described another exemplary thrust guide piece in 453, and this patent is drawn in this integral body and is reference.

An example as guide piece 501 functions, for aloft certain the known forward speed of maintenance level, if guide piece changes given level and normal thrust component, make the normal thrust that is produced greater than horizontal thrust, then free lever shaft will freely rotate around its near-end, for aircraft seek new, than low-speed but the equilibrium point of high height.

Above-mentioned structure according to aircraft of the present invention comprises that a kind of double pendulum hammer arranges, wherein gravity pendulum and lift/pin down the pendulum mutual action, so that the intrinsic stability under level and the optional intermediate offline mode to be provided vertically.The static in other words pendulum D of gravity extends to the centring point C of free lever shaft 120 near-ends 121 from the barycenter CM of F or aircraft.The dynamic in other words pendulum A of free lever extends to the centring point C of near-end 121 from the center of thrust B of free lever shaft 120 far-ends 122.In Fig. 7, see the most clearly, when improving aircraft and be in pure plumbness, gravity pendulum and free lever pendulum overlap and overlap with the barycenter CM of the pendulum quality that encases F point place or aircraft and with equidistant power (square) arm from center of thrust B to aircraft barycenter CM.

Because free lever shaft is freely to go up at centring point " C " to rotate, centring point " C " is the near-end of free lever, therefore, all acts on the near-end of free lever from all power of barycenter.Wing produces and to act on rising and the holdback force on the air-flow around the wing, it acts on the aircraft again, but in the aircraft is the end that pivots of free lever because be installed in, so rise and holdback force all acts on the near-end of free lever from all of wing.Fuselage produces (perhaps also have and the rise) power that pins down on the air-flow around the fuselage that acts on, it acts on the aircraft again, but in the aircraft is the end that pivots of free lever owing to be installed in, so rise and holdback force also acts on the near-end of free lever from all of fuselage.Gravity forms the gravity pendulum and rises/holdback force formation rising/pin down pendulum, and both mutual actions are because they all act on the near-end of free lever shaft.

In improving aircraft, the rising/holdback force of gravity and aircraft is mutual action because of the near-end that all acts on free lever shaft, and the result forms a dynamic pendulum, and it is the force vector decomposition of described various power.By the lift of wing generation, and its side production holdback force, cause the net weight power that acts on free lever shaft near-end progressively to reduce meanwhile, to cause the horizontal holdback force that acts on described near-end progressively to increase until the thrust that equals to act on far-end until zero.When the net weight power that acts on described near-end was zero, free lever shaft can obtain balance under level angle.

Though the free wing and the free lever shaft talked about in front can freely sway, should be understood that also can with the free wing and/or free lever shaft freedom around the limit rotation of pivot in a preset range.For example, can provide some brake component (not shown) to prevent that the rotation of free lever shaft 120 from exceeding the horizontal and vertical position that provides corresponding among Figure 11 and Fig. 7.In the angular regions that is defined by horizontal and vertical position, free lever shaft can freely pivot.Provide to be used for free lever shaft is locked on the given angle, for example, lock it in the lockout mechanism of vertical direction also in category of the present invention when aircraft stops on the ground before the starting aircraft engine when improving.During the flight, lockout mechanism is thrown off, and freely pivots to allow free lever shaft.

Figure 15-the 23rd, the diagrammatic sketch of second embodiment of the invention, wherein, rotor is substituted by the jet engine 214 that also can be airscrew engine etc.In this embodiment, two free lever shafts 220 have been adopted, jet engine 214 of each axle supporting.Yet, provide any amount of free lever shaft and jet engine also in category of the present invention.

Every jet engine 214 is by extending free lever shaft 220 couplings between near-end 221 and the far-end 222.Near-end 221 can be around supporting pivotally by fuselage 212 by element 260,270.

Improvement aircraft 210 among this embodiment also comprises a wing 240, its preferably free wing, the free wing shown in the image pattern 3-11 among first embodiment.Preferably, the free wing 240 comprises a plurality of laterally ailerons of control that are used as when improving the aircraft horizontal flight.The angle of attack of the free wing 240 is adjustable, and the horizontal control during horizontal flight can provide by adopting a plurality of elevating rudders.The free wing 240 is connected to the supporting part 248 of fuselage 212, freely to rotate to axis 246 around exhibition.Improve aircraft 210 and also comprise rear 250, rear 250 is rigidly fixed on the fuselage 212 and drag iron 252 is arranged and yaw rudder 256.

The performance of improvement aircraft 210 is similar to the aircraft 110 of first embodiment.Specifically, when the thrust that is produced by jet engine 214 is guided, for example, as shown in Figure 20, free lever shaft 220 will freely pivot to seek new dynamic equilibrium point, as shown in Figure 21.Preferably, at the new dynamic equilibrium point place of Figure 21, free lever shaft 220 usually with the identical angle tilt of the line of thrust of guidance thrust (in general, the direction of jet engine axis) as shown in Figure 20.The second embodiment aircraft when Figure 22-23 provides horizontal flight, at this moment, the line of thrust of suspension rod 220 and jet engine 214 all is a horizontal alignment.Notice that the angle of attack of the free wing 240 changes gradually from Figure 21 to 23.

The thrust of two jet engine 214 generations can be guided synchronously or respectively.Jet engine can substitute with propeller propelling unit or pulley ppopeller jet.

Figure 24-30 illustrates the third embodiment of the present invention, and it is substantially similar to first embodiment.Specifically, rest on the motionless state on the ground 2400 before shown aircraft 300 is in and takes off.Aircraft 300 comprises fuselage 2415, the free wing 2414, wheel or landing toothed chain 2402,2404 and near-end is arranged and be subjected to fuselage and far-end to support the free lever shaft 2416 that rotor 2418 can pivot supporting.

The difference of this embodiment and first embodiment is, the auxiliary horizontal and dynamic flicon of belly surface, for example, 2709, be between the far-end and near- end 2422,2421 of free lever shaft, and preferably, as see among Figure 27 the clearest towards far-end 2422, be fixed on the described free lever shaft.

Laterally dynamically the flicon surface can be the wing of band control surface, the wing that can pivot, or according to certain preferred embodiment of the present invention, the free wing 2708 of band control surface 2709.An auxiliary free wing is preferably arranged, because at as shown in Figure 29 vertical or near vertical flight, the influence that the lift that vertical direction thrust is caused is existed by aileron is little.The dynamic flicon of belly surface (not shown) can be wingtip vertical direction rudder, wingtip clam shell yaw rudder or criss-cross yaw rudder.

In first embodiment, the guidance of the thrust that rotor 130 is produced for example, in conventional helicopters, is when rotor blade rotate, realizes by rotor blade 131, the 132 change angles of attack.According to one aspect of the present invention, this variation of blade incidence can be passed through to use rotating wobble plate (swashplates), or realizes with the servo adjustment sheet on the rotor blade.According to another aspect of the present invention, whole rotor head (near the label among Fig. 3 122) can be tilted by the gimbal mechanism of rotor shaft.But all these methods are in mechanical aspects more complicated all.It is a kind of new that auxiliary laterally (for example, 2709) belly control surface of the 3rd embodiment provides, improve and the guidance function simplified in the method for the thrust of free lever far-end.

Say that more specifically in the 3rd embodiment, aileron 2708 has laterally dynamically flicon surface 2709, this surface will be added to perpendicular to the power of aileron horizontal support on the free lever shaft.The dynamical equilibrium of free lever shaft is transferred as the thrust pendulum that is guided, so this is forced to seek the new angle of equilibrium of equilibrium activity in each power of free lever shaft far-end and near-end.Like this, the forward and backward thrust of rotor can be controlled during near the upright position at free lever shaft, and the thrust up and down of rotor can be controlled during near level attitude at free lever shaft.The preferably free wing of aileron 2708 because this wing can around its exhibition to axis freely around pivot rotate with balance from the uprush of rotor with the aircraft relevant horizontal gas flow that travels forward.

Similarly, the auxiliary dynamic flicon of belly surface is added to it on the belly support of free lever shaft with a power.And, the dynamical equilibrium of free lever shaft also as by the thrust pendulum that guided by displacement, thereby described axle also is forced to seek new balance angle.Like this, the horizontal thrust of rotor (the horizontal rolling axis of aircraft) can be controlled when free lever shaft approaches the upright position, and the yawing rotation thrust of rotor (the yawing rotation axis of aircraft) can be controlled when free lever shaft approaches level attitude.Laterally and in the belly control surface any or two difference displacement are added to laterally rolling power on the aircraft.Like this, the thrust of rotor can be used for the yawing rotation axis of controlling aircraft when free lever shaft approaches the upright position, and is used for the horizontal rolling axis of controlling aircraft when free lever shaft approaches level attitude.

Improvement aircraft of the present invention has solved a series of problems relevant with aircraft basic functionality purposes, and the following advantage that surmounts prior art is arranged.At first, the innovation aircraft is at all offline mode, no matter be level, all is stable in the vertical or optional intermediate offline mode.The second, the flight safety in the innovation aircraft has strengthened, because the wing in the aircraft of the present invention can stall.The 3rd, the work efficiency of aircraft of the present invention has improved, particularly during cruising flight, because the size of wing can be smaller to produce the desirable big size of less holdback force and rotor.

Though the present invention is illustrated with its optimization form that particularity is to a certain degree arranged, but be appreciated that, the present disclosure that provides with described preferred form is as example, and still can be to the structure of various parts under the prerequisite that does not depart from spirit and scope of the invention, combination and the details of arranging are made many changes.For example,, provide other mechanisms that produce thrust for improving aircraft though previously described embodiment has adopted a rotor as the mechanism that produces thrust, for example, a jet engine or many jet engines, also within the scope of the invention.Again for example,, provide the mechanism that produces lift for improving aircraft though previously described embodiment has adopted a free wing as other mechanism that produces lift, for example, mechanical pivot wing, also within the scope of the invention.Again for example, but can adopt computer system to determine the angle of the free lever shaft of balance thrust and holdback force, make lever motion to this angle with mechanical means then.Therefore, this patent power that the is intended that protection here should only be limited by the definition that is comprised in appended claims and the equivalent thereof.

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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