CN102114914A

CN102114914A - Distributed power multi-rotor VTOL (vertical take off and landing) aircraft and control method thereof

Info

Publication number: CN102114914A
Application number: CN2011100239729A
Authority: CN
Inventors: 文杰
Original assignee: Individual
Current assignee: Wen Jie
Priority date: 2011-01-21
Filing date: 2011-01-21
Publication date: 2011-07-06
Anticipated expiration: 2031-01-21
Also published as: CN102114914B

Abstract

The invention relates to the field of aerospace engineering, specifically discloses a distributed power multi-rotor VTOL (vertical take off and landing) aircraft and a control method thereof. The aircraft comprises an aircraft body, a plurality of lift power units, a plurality of thrust power units, and a central flight control computer system, wherein the aircraft body is provided with a cowling covering outside the aircraft body; the lift power units and the thrust power units are uniformly arranged on the aircraft body and used for adjusting the attitude and speed of the aircraft; and the central flight control computer system is connected with the lift power units and the thrust power units and used for controlling the lift power units and the thrust power units to adjust the attitude and speed of the aircraft. Through uniformly setting a plurality of lift power units on the aircraft, the reliability, stability and disaster-tolerant capacity of the aircraft are improved, so that the aircraft still can fly normally when the components such as engines or rotors of the aircraft have mechanical failures, thereby reducing crash risk of the aircraft.

Description

Many rotors of distributed-power vertically taking off and landing flyer and control method thereof

Technical field

The present invention relates to field of aerospace technology, particularly a kind of many rotors of distributed-power vertically taking off and landing flyer and control method thereof.

Background technology

At present, aircraft that can vertical takeoff and landing, modal, be exactly heligyro (being called for short " helicopter ").Helicopter mainly is made up of body and lift system (containing main rotor and tail-rotor), power system, driving system three big systems and airborne flight equipment etc.The main rotor of helicopter is generally driven by the machine driven system of being made up of transmission shaft, retarder etc. by turboaxle motor or piston engine, also can be driven by the antagonistic force of the jet generation of blade tip.Helicopter engine drives main rotor lift is provided, and helicopter is lifted aloft.Also outputting power is to the tail-rotor of aircraft afterbody simultaneously for sustainer, main engine, and airborne gyroscope can be detected the deviation of helicopter yaw attitude and feed back to the tail-rotor control system, so that it adjusts the pitch of tail-rotor, offsets the moment of torsion that main rotor produces.

By being called the mechanism of " tilting frame ", can change the blade angle of helicopter main rotor, thereby realize the main rotor feathering, realize that with this lift that changes main rotor plane of rotation diverse location the flight attitude of helicopter is controlled, change the change of flight direction according to the lift direction again.After the helicopter lift-off, driving engine remains under the metastable rotating speed, and the rising of control helicopter and decline are to realize by total distance of adjusting main rotor.

On structure, helicopter can be divided into single-rotor helicopter and twin-rotor helicopter.Single-rotor helicopter magnetic tape trailer oar is responsible for providing lift by a horizontal main rotor, and a small-sized vertical rotor of afterbody (tail-rotor) is responsible for offsetting the reactive torque that main rotor produces.For example, the EC-135 helicopter of Eurocopter's manufacturing.Twin-rotor helicopter is divided into lap siding, cross-arranging type and close coupled type again.The structure of lap siding is vertically to arrange before and after two rotors, and hand of rotation is opposite, for example, and CH-47 " Zhi Nugan " transport helicopter that Boeing Co. makes; The structure of cross-arranging type is that two rotor left and right sides are transversely arranged, and rotor shaft is far away at interval, and hand of rotation is opposite, for example, and the Mi-12 helicopter of design bureau's development in former Soviet Union's rice; The structure of close coupled type is that two rotors are arranged above and below, contrarotation on same axis, for example, card-50 armed helicopter of Ka Mofu design bureau of former Soviet Union development.

Common another kind can realize that the aircraft of vertical takeoff and landing is a multi-rotor aerocraft, mainly comprises the aircraft of four individual layer four rotors, and for example application number is 200610080492.5 application for a patent for invention " multi-rotor aerocraft "; With four double-deck eight-rotary wing aircrafts, for example application number is 200820222484.4 utility application " a kind of folding four multi-rotor aerocrafts ".

Before and after four individual layer four rotor crafts connect by hold-down arm and about two groups of totally four rotors, two rotor hand of rotation in every group are identical, and the hand of rotation of two groups of rotors is opposite, offsets the rotor moment of torsion with this, keeps organism balance.It changes lift by the rotating speed that changes each rotor, and then changes the attitude and the position of four rotor crafts.

The structure of four double-deck eight-rotary wing aircrafts and four individual layer four rotor crafts are similar, and but, it adopts all around totally four groups of rotors, and every group comprises two-layer rotor up and down again.The hand of rotation of two rotors in every group is opposite, and single rotor rotates the moment of torsion that is produced to cancel out each other.Regulate the rotating speed of respectively organizing rotor all around, flight attitude and the speed that just can regulate aircraft.

Yet, all there is a common defective in existing vertically taking off and landing flyer: because the restriction of its flight theory, the reliability of this type of aircraft is poor---when mechanical breakdowns such as engine off or rotor fracture occurring, aircraft will be because of flight attitude out of control or lift forfeiture and crashing, cause the massive losses of manpower, material resources and financial resources; For aerial missions such as aerial photography, air reconnaissance manned and that carry expensive instrument and equipment, the loss that this type of accident is brought is difficult to estimate especially.

Summary of the invention

(1) technical matters that will solve

The technical problem to be solved in the present invention is to improve the reliability and stability and the disaster tolerance ability of aircraft, makes it at parts such as driving engine, rotors when there was a mechanical failure, still can normal flight, reduce the crash risk.

(2) technical scheme

In order to solve the problems of the technologies described above, the invention provides-kind of many rotors of distributed-power vertically taking off and landing flyer, comprising:

Body covers on the fairing of described body outside;

Evenly be arranged on described body a plurality of positions several lift power units and be symmetricly set in the thrust power unit of the described body left and right sides;

Described lift power unit is identical with the thrust power unit structure, includes the duct that is arranged on the body, is arranged on the cover of two in described duct rotor power system; The lift that provides aircraft flight required and the lift-over of aircraft and the required moment of torsion of pitch control subsystem are provided described lift power unit; The thrust that provides described aircraft flight required is provided described thrust power unit;

With described lift power unit and flight-control computer system of thrust power unit bonded assembly central authorities, be used to control described lift power unit and thrust power unit.

Wherein, each described lift power unit and thrust power unit also comprise: one group of flow deflector that is arranged in parallel within described duct bottom by the flow deflector installation shaft, the flow deflector of described lift power unit is used to provide the required moment of torsion of driftage control of aircraft, when the flow deflector installation shaft of described thrust power unit was in horizontality, the flow deflector of described thrust power unit was used to provide the lift-over control when aircraft is flat to fly required moment of torsion.

Described thrust power unit is at least two, is installed on the body by thrust power unit installation shaft, and described thrust power unit can carry out the rotation of 0-180 degree around thrust power unit installation shaft.

Described rotor power system comprises:

Rotor;

The rotor propeller pitch control system, driving engine and tachogen are connected with described rotor respectively;

Temperature sensor is connected with described driving engine;

Rotor power system supervisory computer, be connected with described rotor propeller pitch control system, driving engine, tachogen and temperature sensor and central flight-control computer system, be used to gather the rotating speed of described engine temperature and rotor and the data of gathering are sent to described central flight-control computer system, and the rotating speed and the pitch of the control command control rotor that sends according to described central flight-control computer system.

Described lift power unit is at least four, is installed on the described body not on same straight line and does not pass the optional position of the same side of the longitudinal profile of body center of gravity at certain.

It is on the circle in the center of circle that described lift power unit is uniformly distributed in described aircraft center of gravity, and the angle between the line of the geometric centre of two adjacent lift power units and the center of gravity of aircraft equates.

Described thrust power unit is at least two, is symmetrically distributed in described body both sides.

Also comprise: with described fairing bonded assembly foot piece, the end of described foot piece is provided with tailplane and vertical tail, on the described tailplane elevating rudder is installed; On the described vertical tail yaw rudder is installed.

Described central flight-control computer system comprises that by at least two flight-control computers of bus network bonded assembly, a described flight-control computer is in the master control mode of operation, and other described flight-control computer is in the capable state of hot received shipment; In the pitch control subsystem passage of described aircraft, lift-over control channel and the yaw control channel any one controlled by at least two cover control mechanisms, and wherein a cover control mechanism is in the master control mode of operation, and other control mechanism is in the capable state of hot received shipment.

In order to solve the problems of the technologies described above, the present invention also provides a kind of control method of many rotors of distributed-power vertically taking off and landing flyer, comprising:

When described aircraft is in forward flatly when flying state, if the flow deflector of described central flight-control computer system control left side thrust power unit deflects down, the flow deflector of control right side thrust power unit upward deflects, and then described aircraft is tilted to the right;

If the flow deflector of described central flight-control computer system control left side thrust power unit upward deflects, the flow deflector of control right side thrust power unit deflects down, and then described aircraft is tilted to the left.

When central flight-control computer system control propeller pitch control system, making its rotor that drives left side thrust power unit is positive pitch, and generation level thrust backward, and the rotor that drives right side thrust power unit is negative pitch, and during forward thrust of generation level, described aircraft is realized the clws yawing rotation;

When described central flight-control computer system control propeller pitch control system, make its rotor that drives left side thrust power unit be negative pitch, and generation level thrust forward, and the rotor that drives right side thrust power unit is positive pitch, and during backward thrust of generation level, described aircraft is realized the C.C.W. yawing rotation.

When described aircraft is in flat when flying state, if central flight-control computer system control propeller pitch control system, make its rotor that drives left side thrust power unit and the rotor of right side thrust power unit be negative pitch, and when all producing forward thrust of level, then described aircraft begins brake deceleration.

The present invention also provides a kind of control method of many rotors of distributed-power vertically taking off and landing flyer, comprising:

When the number of lift power unit is four or more than four even number, and when being evenly distributed on the body of described aircraft, if a driving engine of arbitrary lift power unit breaks down and shuts down, or mechanical breakdown has appearred in an one rotor, the driving engine of offside lift power unit correspondence position is closed in the control of then central flight-control computer system, increase the horsepower output of the driving engine of other lift power unit simultaneously, the gross output power of all lift power units is remained unchanged, keep the posture balancing of aircraft;

When the number of lift power unit is during more than four odd number, if a driving engine of arbitrary lift power unit breaks down and shuts down, or mechanical breakdown has appearred in an one rotor, the control of then central flight-control computer system strengthens and redistributes the horsepower output of other lift power unit that does not break down, make the gross output power of all lift power units remain unchanged, keep the posture balancing of aircraft;

And the differential pitch of regulating the rotor of left side thrust power unit and right side thrust power unit of described central flight-control computer system, and/or the deflecting direction and the deflection angle of the flow deflector of all lift power units of synchronization regulation, keep the stable of described vehicle yaw attitude.

When the number of lift power unit is four, and when being evenly distributed on four positions all around of body of described aircraft, if two driving engines of arbitrary lift power unit all break down and shut down, or two rotor all there was a mechanical failure, then central flight-control computer system's control left side thrust power unit and right side thrust power unit revolve around thrust power unit installation shaft separately respectively and turn 90 degrees, the thrust direction of described left side thrust power unit and right side thrust power unit is changed to vertically downward backward by level, and the functional shift that makes the thrust power unit is the function of lift power unit.

Wherein, if preposition/two driving engines of rearmounted lift power unit in-to-in or two rotors all break down and out of service, then described method also comprises:

The control of flight-control computer system of central authorities is adjusted into 0 with the pitch of the rotor of postposition/preposition lift power unit, makes the lift of described postposition/preposition lift power unit output become 0;

If the pitch attitude lack of equilibrium of described aircraft, the rotor pitch that then described central flight-control computer system regulates postposition/preposition lift power unit, it is changed between positive pitch and negative pitch, thereby its thrust direction is being changed vertically downward and vertically upward, keep the required rotating torque of pitch attitude with generation, thereby keep the pitch attitude of described aircraft.

When the number of lift power unit during more than four, if two driving engines of arbitrary lift power unit all break down and shut down, or two rotor all there was a mechanical failure, the control of then central flight-control computer system strengthens and redistributes the horsepower output of all the other lift power units that do not break down, the gross output power of all lift power units is remained unchanged, keep the posture balancing of aircraft.

If the front portion or the rear engine of arbitrary thrust power unit break down and stall, perhaps mechanical breakdown has appearred in the rotor at its front portion or rear portion, the control of then central flight-control computer system stops the front portion or the rear engine of correspondence position in the opposite side thrust power unit, by rear portion or the anterior driving engine of controlling described thrust power unit, and/or the rear portion rotor is kept the normal flight of aircraft;

If two driving engines of arbitrary thrust power unit all break down and shut down, or two rotor all mechanical breakdown occurred and has shut down, the control of then central flight-control computer system stops two driving engines to the side thrust power unit, and is stable with the yaw attitude of keeping aircraft; And the deflecting direction and the deflection angle of the flow deflector by regulating the lift power unit, perhaps regulate the deflection angle of yaw rudder, adjust the yaw attitude of described aircraft.

(3) beneficial effect

Technique scheme has following beneficial effect: be uniformly distributed in a plurality of lift power units on the body by setting, reliability, stability and the disaster tolerance ability of aircraft have been improved, make it at parts such as driving engine, rotors when there was a mechanical failure, still can normal flight, reduce the crash risk.

Description of drawings

Fig. 1 is the birds-eye view of many rotors of distributed-power vertically taking off and landing flyer of the embodiment of the invention one;

Fig. 2 is the front view of many rotors of distributed-power vertically taking off and landing flyer of the embodiment of the invention one;

Fig. 3 is the left view of many rotors of distributed-power vertically taking off and landing flyer of the embodiment of the invention one;

Fig. 4 is the power unit structure scheme drawing of many rotors of distributed-power vertically taking off and landing flyer of the embodiment of the invention one;

Fig. 5 is the birds-eye view of many rotors of distributed-power vertically taking off and landing flyer of the embodiment of the invention two;

Fig. 6 is the front view of many rotors of distributed-power vertically taking off and landing flyer of the embodiment of the invention two;

Fig. 7 is the left view of many rotors of distributed-power vertically taking off and landing flyer of the embodiment of the invention two;

Fig. 8 is the birds-eye view of many rotors of distributed-power vertically taking off and landing flyer of the embodiment of the invention three;

Fig. 9 is the front view of many rotors of distributed-power vertically taking off and landing flyer of the embodiment of the invention three;

Figure 10 is the left view of many rotors of distributed-power vertically taking off and landing flyer of the embodiment of the invention three;

Figure 11 is the structural representation of many rotors of distributed-power vertically taking off and landing flyer of the embodiment of the invention three.

Wherein: 1: fairing; 2: preposition lift power unit; 3,7,15: duct; 4: rotor; 5: flow deflector; 6: right side thrust power unit; 8: the lift power unit is put on the right side; 9: rearmounted lift power unit; 10: foot piece; 11: tailplane; 12: elevating rudder; 13: the lift power unit is put on a left side; 14: left side thrust power unit; 16: alighting gear; 17: vertical tail; 18: yaw rudder; 19: driving engine; 20: the flow deflector installation shaft; 21: thrust power unit installation shaft; 22,23,24,25,26: flow deflector; 27: right front lift power unit; 28: right back lift power unit; 29: left back lift power unit; 30: left front lift power unit.

The specific embodiment

Below in conjunction with drawings and Examples, the specific embodiment of the present invention is described in further detail.Following examples are used to illustrate the present invention, but are not used for limiting the scope of the invention.

Embodiment 1: many rotors of the distributed-power vertically taking off and landing flyer with four lift power units

Shown in Fig. 1-4, be the structural representation of many rotors of distributed-power vertically taking off and landing flyer of the embodiment of the invention one and the structural representation of power unit; The aircraft of present embodiment comprises: body, cover on the fairing 1 on the body of aircraft, and be arranged on the body, be installed in several lift power units and thrust power unit in the fairing 1, and central flight-control computer system.

Wherein fairing 1 is used to reduce the air resistance that aircraft is flat when flying.Simultaneously, fly under the state flat, fairing also can provide lift.

Present embodiment is an example so that four lift power units to be set, be respectively preposition lift power unit 2, rearmounted lift power unit 9, lift power unit 13 is put on a left side and lift power unit 8 is put on the right side, these four lift power units evenly are arranged on the front, rear, left and right four direction of body, the lift that provides aircraft flight required and the lift-over of aircraft and the required moment of torsion of pitch control subsystem are provided; So that two thrust power units to be set is example, is respectively left side thrust power unit 14 and right side thrust power unit 6, is symmetricly set on the body left and right sides, and the thrust that provides aircraft flight required and the required moment of torsion of vehicle yaw control are provided.Each lift power unit and thrust power unit all comprise: a duct 3, be arranged on the cover rotor power system of two in the duct 3 and one group of flow deflector 5 that is arranged in parallel within duct 3 bottoms, flow deflector 5 all is installed in duct 3 bottoms by flow deflector installation shaft 20, can rotate around flow deflector installation shaft 20.Every cover rotor power system include a double leaf or multi-blade rotor 4, a cover and rotor 4 bonded assembly rotor propeller pitch control systems, one with rotor bonded assembly driving engine 19, one and rotor 4 bonded assembly tachogens, some and driving engine 19 bonded assembly temperature sensors, one and rotor propeller pitch control system, driving engine 19, tachogen and temperature sensor, and central flight-control computer system bonded assembly rotor power system supervisory computer, the flow deflector installation shaft 20 in each lift power unit is all pointed to the center of gravity of aircraft.

Again as shown in Figure 2, two thrust power units that present embodiment is provided with, similar with the lift power unit, difference is, left side thrust power unit 14 and right side thrust power unit 6 are installed on the body by thrust power unit installation shaft 21 respectively, all can carry out the rotation of 0-180 degree, the thrust direction of the thrust power unit of both sides can be changed to vertically downward backward by level around thrust power unit installation shaft 21.When the thrust direction of thrust power unit is a level backward the time, its setting angle is defined as 0 degree; When the thrust power unit rotates up around its installation shaft, when making its thrust direction become vertically downward, its setting angle is defined as 90 degree; When the thrust power unit continues rotation backward around its installation shaft, make its thrust direction become level forward the time, its setting angle is defined as 180 degree.Under initial condition, two interior flow deflector installation shaft 20 of thrust power unit all are levels.The duct 15 at the duct 7 at thrust power unit 6 places, right side, the flow deflector 26 in the duct 7, thrust power unit 14 places, left side, the flow deflector 25 in the duct 15 are all as shown in Figure 1.

Different with pure helicopter centralized arrangement power system, each lift power unit of the present invention disperses to be arranged on the aircraft body.The position of a plurality of lift power units on body is arbitrarily, only otherwise be on the same straight line, and do not pass the same side of the longitudinal profile of body center of gravity at certain, can normal operation.When certain power unit broke down, central flight-control computer system can pass through sensor perception fault immediately, and the driving engine of cutting out this unit adjusts the flicon algorithm, utilizes remaining power unit to continue to keep normal flight.For attitude stability and the controllability that improves aircraft, a plurality of lift power units can be that to be uniformly distributed in the aircraft center of gravity be on the circle in the center of circle in the position on the body, and the angle between the line of the geometric centre that makes two adjacent lift power units and the center of gravity of aircraft equates.

Wherein, " certain passes the longitudinal profile of body center of gravity " refers to any one plane of passing body center of gravity and body axis system Z axle (direction vertically upward), if whole lift power units is all in the same side on this plane, aircraft also is out-of-action.

The effect of duct 3 is its in-to-in rotor 4 of protection and driving engine 19, and simultaneously, it has valve action to the following gas washing stream that rotor 4 produces, and can reduce the generation of aircraft below sinuous flow, thereby increases the attitude stability of aircraft.The rotor 4 that is parallel to each other of two plane of rotations is installed in the duct 3 up and down, and its rotating speed is identical, hand of rotation is opposite, rotates the moment of torsion that causes to cancel out each other because of rotor 4.Each rotor 4 is by driving engine 19 independent drive, and its pitch all can be driven and variation continuously between positive pitch and negative pitch by propeller pitch control system, thereby the size of the lift of its generation can be changed continuously.And the direction of the lift of its generation also can be by being changed to vertically downward vertically upward.That is to say that this power unit both can produce the lift that direction makes progress, also can produce the thrust that is directed downwards.

Rotor 4 in lift power unit of the present invention and the thrust power unit duct 3 all is the displacement rotor, its pitch can be under the driving of propeller pitch control system, between negative pitch and positive pitch, change continuously, so the lift or the thrust of lift power unit or 4 generations of two rotors of thrust power unit in-to-in, its size and Orientation all is can continually varying: for the lift power unit, because the positive and negative variation of rotor pitch, it both can produce direction lift vertically upward, for providing, aircraft keeps the necessary lift of lifting of flying height, can produce direction thrust vertically downward again, for aircraft provides the control pitching, the rotating torque that roll attitude is required; For the thrust power unit, because the positive and negative variation of rotor pitch, it both can produce direction level thrust backward, for aircraft provides the flat forward required propulsive effort that flies, can produce direction level thrust forward again, for aircraft provides by the flat state of the flying required brake control power of state that goes into hover, can also produce and adjust the required rotating torque of vehicle yaw attitude.

The rotor power system supervisory computer of present embodiment passes through the data such as deflection angle of sensor acquisition gyroplane rotate speed, engine temperature, flow deflector, and by airborne bus network (RS485 network, I ²C network, CAN network or Ethernet) these data are sent to central flight-control computer system, flight-control computer system of central authorities gives rotor power system supervisory computer according to the data sending controling instruction that receives, rotor power system supervisory computer is regulated the horsepower output of driving engine according to its control command that receives, adjust the rotating speed of rotor 4, control rotor propeller pitch control system is regulated the pitch of rotor 4, thereby reaches the purpose of controlling aircraft attitude and flying speed.

The aircraft of present embodiment also comprises foot piece 10, is connected with fairing 1, and the end of foot piece 10 is provided with tailplane 11, and elevating rudder 12 is installed on the tailplane 11; The end of foot piece 10 also is provided with vertical tail 17, and yaw rudder 18 is installed on the vertical tail 17.In that aircraft is flat forward when flying, vertical tail 17, tailplane 11 can increase the yaw attitude and the pitch attitude stability of aircraft, and yaw rudder 18 and elevating rudder 12 can be used for the yaw attitude and the pitch attitude of controlling aircraft.The bottom of fairing 1 also is provided with alighting gear 16, plays a supportive role when aircraft is stopped ground; Under state of flight, can fold and be received within the ventral, to reduce air resistance.

Flight-control computer system of central authorities comprises at least two flight-control computers, forms heat and is equipped with the central flight-control computer of formula redundancy system.Each flight-control computer all has independently parts such as power-supply system, communication system and inertia attitude sensor, all can independently realize Full Featured attitude algorithm, Navigation Control and data communication facility.Each flight-control computer all is connected on the bus network, by bus network swap data and instruction.In whole flight-control computers, have only one to be in normal master control mode of operation, be responsible for attitude algorithm, Navigation Control and the communication task of whole aircraft, other flight-control computer all is in the capable state of the hot received shipment in backstage.Be in the flight-control computer of the capable state of the hot received shipment in backstage, all move attitude algorithm and navigation operations task independently of one another, simultaneously, receive running state information and the attitude of flight vehicle data that other flight-control computer sends with broadcast mode from bus network, and, still do not send any attitude control command to the running state information and the attitude data of bus network broadcasting oneself.When the flight-control computer that is in the master control mode of operation breaks down, other flight-control computer that is in the capable state of the hot received shipment in backstage can pass through its faulty condition of bus network perception, and by the networking arbitration mechanism, again elect the flight-control computer of a flight-control computer as master control work, and whole instructions of its shielding fault flight-control computer are exported, and then replace whole work of fault flight-control computer fully.

Aircraft of the present invention adopts the redundant attitude control channel with automatic reconfiguration function, prevents the attitude that causes because of attitude coutrol mechanism fault crash accident out of control.For pitching, lift-over, three attitude control channels of driftage, all adopt structural Redundancy Design.That is, any one attitude control channel in pitching, lift-over, the driftage, all can be realized by active and standby two covers or the above different control mechanism of two covers: master control mechanism is in the master control mode of operation, under normal circumstances is responsible for the attitude control of aircraft; The backup control mechanism is in the capable state of hot received shipment, when normal flight, do not export control command, have only when master control mechanism breaks down and enters readiness for action, flight-control computer system of central authorities automatic compensation flicon algorithm, reconstruct control channel, send switching command, the backup control mechanism just changes mode of operation over to by the capable state of hot received shipment, begins to export control command, take over the attitude controllable function of this passage, thereby ensure safety, stabilized flight.

Present embodiment is controlled aircraft in the following ways.

(1) flying height of aircraft control:

The driving engine of four lift power units of flight-control computer system of central authorities control, the horsepower output of each driving engine is equated, it is positive pitch that the control propeller pitch control system drives each rotor, and each pitch is equated, thereby produce the lift that equates, realize the normal flight of aircraft;

Wherein the lift of four lift power unit generations is made a concerted effort, and provides aircraft hovering flight peace to fly the required lift of lifting.

Central authorities' flight-control computer system synchronization strengthens the engine output of four lift power units, and strengthens the pitch of all rotors, and the resultant lift of four lift power units is increased, thereby the flying height of aircraft is increased.

Central authorities' flight-control computer system synchronization reduces the engine output of four lift power units, and reduces the pitch of all rotors, and the resultant lift of four lift power units is reduced, thereby the flying height of aircraft is reduced.

(2) pitch attitude of aircraft control:

Flight-control computer system of central authorities is by the horsepower output of preposition lift power unit 2 of differential adjusting and rearmounted lift power unit 9, pitch attitude that can controlling aircraft:

Regulate the horsepower output of preposition lift power unit 2, make it horsepower output less than rearmounted lift power unit 9, the lift that the lift that then preposition lift power unit 2 produces will produce less than rearmounted lift power unit 9, thus the aircraft body is turned forward.

Regulate the horsepower output of preposition lift power unit 2, make it horsepower output greater than rearmounted lift power unit 9, the lift that the lift that then preposition lift power unit 2 produces will produce greater than rearmounted lift power unit 9, thus make the aircraft body to layback.

(3) backup path of the pitch attitude of aircraft control:

In that aircraft is flat forward when flying state, be installed in the stability that tailplane 11 on the foot piece 10 can increase pitch attitude.Simultaneously, be installed in elevating rudder 12 on the tailplane 11, pitch attitude that also can controlling aircraft by adjustment:

When central flight-control computer system control elevating rudder 12 upward deflect, aircraft nose-up, body recedes.

When control elevating rudder 12 deflect down, the aircraft nose drop, body turns forward.

Flat when flying state forward, the formed pitch attitude control channel of horsepower output by preposition lift power unit 2 of differential adjusting and rearmounted lift power unit 9 is in the master control mode of operation, then is in the capable state of hot received shipment by the pitch control subsystem passage of elevating rudder 12 execution control functions.

(4) roll attitude of aircraft control:

Lift power unit 13 and the right horsepower output of putting lift power unit 8 are put by the differential left side of regulating by flight-control computer system of central authorities, roll attitude that can controlling aircraft:

Regulate a left side and put the horsepower output of lift power unit 13, make it to put less than the right side horsepower output of lift power unit 8, the then left lift of putting 13 generations of lift power unit is put the lift that lift power unit 8 produces less than the right side, thereby the aircraft body is tilted to the left.

Regulate a left side and put the horsepower output of lift power unit 13, make it to put greater than the right side horsepower output of lift power unit 8, the then left lift of putting 13 generations of lift power unit is put the lift that lift power unit 8 produces greater than the right side, thereby the aircraft body is tilted to the right.

(5) backup path of the roll attitude of aircraft control:

Flat when flying state forward, the rotor 4 of left side thrust power unit 14 and right side thrust power unit 6 drives by propeller pitch control system and is positive pitch, and generation level thrust backward, and aircraft is flat at a high speed forward to fly thereby make.Under this state of flight, the differential flow deflector 25 of left side thrust power unit 14 and the flow deflector 26 of right side thrust power unit 6 regulated of central flight-control computer system, also can realize the roll attitude control of aircraft:

The flow deflector 25 of thrust power unit 14 deflects down on the left of control, and the flow deflector 26 of control right side thrust power unit 6 upward deflects, and can realize that aircraft is tilted to the right.

On the contrary, the flow deflector 25 of thrust power unit 14 upward deflects on the left of control, and the flow deflector 26 of right side thrust power unit 6 deflects down, and aircraft is tilted to the left.

This roll attitude control channel can be as the flat backup that flies lift-over control channel under the state.

(6) yaw attitude of aircraft control:

Flight-control computer system of central authorities is by the deflection angle of the flow deflector of differential adjusting offside lift power unit, yaw attitude that can controlling aircraft:

When flow deflector 5 deflection to the left of the preposition lift power unit 2 of control, and the flow deflector 23 of rearmounted lift power unit 9 can make aircraft realize the cw yawing rotation to the right during deflection.

When flow deflector 5 deflection to the right of the preposition lift power unit 2 of control, and the flow deflector 23 of rearmounted lift power unit 9 can make aircraft realize the conter clockwise yawing rotation to the left during deflection.

In like manner, the flow deflector 24 of putting lift power unit 13 when control left side lateral deviation backward changes, and the right flow deflector 22 of putting lift power unit 8 is when lateral deviation is changeed forward, and aircraft can produce the cw yawing rotation; The flow deflector 24 of putting lift power unit 13 when control left side lateral deviation forward changes, and the right flow deflector 22 of putting lift power unit 8 is when lateral deviation is changeed backward, and aircraft can produce the conter clockwise yawing rotation.Two groups of flow deflectors before and after only using in the lift power unit, or only use two groups of interior flow deflectors of left and right sides lift power unit, can both realize the control of yaw attitude.But, if use four groups of interior flow deflectors of front and back lift power unit and left and right sides lift power unit simultaneously, then can obtain bigger yawing moment, thereby improve the speed of response of yaw attitude control.

(7) backup path of the yaw attitude of aircraft control:

When the hovering flight state, left side thrust power unit 14 and right side thrust power unit 6 can be worked, and to save the energy, prolong the flight time.But, also can be by the control of central flight-control computer system, differential pitch of regulating the rotor 4 of left side thrust power unit 14 and right side thrust power unit 6, realize the driftage control of aircraft:

When the control propeller pitch control system, make its rotor 4 that drives left side thrust power unit 14 be positive pitch, and generation level thrust backward, and the control propeller pitch control system drives the rotor 4 of right side thrust power unit 6 for bearing pitch, and during forward thrust of generation level, can make aircraft realize the clws yawing rotation.

On the contrary, when the control propeller pitch control system, make its rotor 4 that drives in the left side thrust power unit 14 be negative pitch, and generation level thrust forward, and the rotor 4 of control propeller pitch control system driving right side thrust power unit 6 is positive pitch, and during backward thrust of generation level, can make aircraft realize the C.C.W. yawing rotation.

This backup that can be used as yaw control channel under the hovering flight state by the differential formed yaw attitude control channel of rotor pitch of regulating left side thrust power unit 14 and right side thrust power unit 6.

In that aircraft is flat forward when flying state, central flight-control computer system also can realize the control of vehicle yaw attitude by the horsepower output of the driving engine of thrust power unit 14 and right side thrust power unit 6 on the left of differential the adjusting:

Regulate the horsepower output of the driving engine of left side thrust power unit 14, make it the horsepower output greater than the driving engine of right side thrust power unit 6, the then Airplane Nose Right deflection of aircraft produces the clws yawing rotation.

On the contrary, regulate the horsepower output of the driving engine of left side thrust power unit 14, make it the horsepower output less than the driving engine of right side thrust power unit 6, the then Nose Left deflection of aircraft produces the C.C.W. yawing rotation.

This being can be used as by the differential formed control channel of horsepower output of regulating left side thrust power unit 14 and right side thrust power unit 6 intrinsic motivations put down the backup that flies yaw control channel under the state.

In addition, in that aircraft is flat forward when flying state, central flight-control computer system is installed in yaw rudder 18 on the vertical tail 17 by control, also can realize driftage control:

When the deflection left of control yaw rudder 18, the Nose Left deflection of aircraft produces the C.C.W. yawing rotation.

When the deflection to the right of control yaw rudder 18, the Airplane Nose Right deflection of aircraft produces the clws yawing rotation.

This by the deflecting direction and the formed yaw attitude control channel of deflection angle of regulating yaw rudder 18, also can be as the flat backup that flies yaw control channel under the state.

(8) the flat deceleration control that flies of aircraft:

Be in flat when flying state at aircraft, if central flight-control computer system regulates propeller pitch control system, the rotor 4 that drives left side thrust power unit 14 and right side thrust power unit 6 is negative pitch, and generation level thrust forward, then aircraft is understood brake deceleration, until reaching floating state.

(9) control method during single rotor power system fault in the aircraft lift power unit:

If preposition lift power unit 2, rearmounted lift power unit 9, lift power unit 13 is put on a left side and in the lift power unit 8 any one put on the right side, two driving engines of its in-to-in have one to break down and shut down, or mechanical breakdown has appearred in one of them rotor, then central flight-control computer system controls the driving engine of closing offside lift power unit correspondence position immediately, to keep the balance of aircraft, increase the horsepower output of the driving engine of two lift power units in addition simultaneously, the gross output power of power system is remained unchanged, to keep the lift that aircraft needs.

Particularly, exactly: if preposition lift power unit 2 internal upper part driving engines or top rotor et out of order and shut down, then the top driving engine in the rearmounted lift power unit 9 is closed in control, increases a left side simultaneously synchronously and puts lift power unit 13 and the right horsepower output of putting the driving engine of lift power unit 8.

Shut down as if lower engine or bottom rotor et out of order in the preposition lift power unit 2, then the lower engine in the rearmounted lift power unit 9 is closed in control, increases a left side simultaneously synchronously and puts lift power unit 13 and the right horsepower output of putting the driving engine of lift power unit 8.

If lift power unit 13 is put on a left side and right a certain driving engine putting lift power unit 8 breaks down and shut down, mechanical breakdown has appearred in perhaps some rotors, and the method for adjusting also is like this.Under the single rotor power system fault in the aircraft lift power unit, the attitude control method of aircraft and normal flight state is consistent.

(10) control method during bispin wing power system fault in the aircraft lift power unit:

If preposition lift power unit 2, rearmounted lift power unit 9, lift power unit 13 and right any one of putting in the lift power unit 8 are put in a left side, two driving engines of its in-to-in all break down and shut down, or mechanical breakdown has all appearred in two rotors of its in-to-in, then central flight-control computer system controls left side thrust power unit 14 and right side thrust power unit 6 immediately and revolves around thrust power unit installation shaft 21 and turn 90 degrees, the thrust direction of two side thrust

power units

14 and 6 is changed to vertically downward backward by level, and at this moment two side thrust

power units

14 and 6 functional shift are the function of lift power unit; Thereby keep the resultant lift of aircraft constant, keep the flying height of aircraft.

Simultaneously,, adjust each lift power unit according to following method respectively, keep the flight attitude of aircraft for following various situations:

[1] if two driving engines of preposition lift power unit 2 in-to-ins or two rotors all break down and are out of service, the rotor pitch that then central flight-control computer system controls immediately with rearmounted lift power unit 9 becomes 0, thereby makes the lift of its output become 0.

If the pitch attitude lack of equilibrium of aircraft, then central flight-control computer system regulates rearmounted lift power unit 9 in-to-in rotor pitch, it is changed between positive pitch and negative pitch, the thrust direction of its output is being changed vertically downward and vertically upward, keep the required rotating torque of pitch attitude with generation, thereby keep the pitch attitude of aircraft.

[2] if two driving engines of rearmounted lift power unit 9 or two rotors all break down and are out of service, then central flight-control computer system controls immediately preposition lift power unit 2 in-to-in rotor pitch is become 0, thereby makes the lift of its output become 0.

If the pitch attitude lack of equilibrium of aircraft, then central flight-control computer system regulates preposition lift power unit 2 in-to-in rotor pitch, it is changed between positive pitch and negative pitch, the thrust direction of its output is being changed vertically downward and vertically upward, keep the required rotating torque of pitch attitude with generation, thereby keep the pitch attitude of aircraft.

[3] out of service if a left side puts that lift power unit 13 or right two driving engines putting lift power unit 8 or two rotors all break down, then central flight-control computer system direct control is put lift power unit 13 and the right driving engine Close All of putting lift power unit 8 with a left side, left side thrust power unit 14 and right side thrust power unit 6 revolved around thrust power unit installation shaft 21 turn 90 degrees, left side thrust power unit 14 and right side thrust power unit 6 replace a left side to put lift power unit 13 and the right repertoire of putting lift power unit 8 afterwards, and then keep the normal flight of aircraft according to conventional attitude control method.

Under above three kinds of situations, left side thrust power unit 14 and right side thrust power unit 6 have become the lift power unit, and aircraft has lost the horizontal thrust device, can only adjust the pitch attitude of aircraft, make its certain angle that leans forward, rely on the horizontal component of resultant lift to realize flat forward flying.

(11) control method during single rotor power system fault in the aircraft thrust power unit:

If any one in left side thrust power unit 14 and the right side thrust power unit 6, driving engine of its in-to-in breaks down and stall, perhaps mechanical breakdown has appearred in rotor of its in-to-in, then central flight-control computer system controls the driving engine that stops same position in the side thrust power unit immediately, relies in two thrust power units remaining two driving engines and rotor to keep normal flight.Particularly, be exactly:

If the anterior driving engine of left side thrust power unit 14 breaks down and stall, perhaps mechanical breakdown has appearred in its anterior rotor, then control immediately stops the anterior driving engine of right side thrust power unit 6, relies on left side thrust power unit 14 and the rear engine of right side thrust power unit 6 and the normal flight that the rear portion rotor is kept aircraft.

If the rear engine of left side thrust power unit 14 breaks down and stall, perhaps mechanical breakdown has appearred in the rotor at its rear portion, then control immediately stops the rear engine of right side thrust power unit 6, relies on left side thrust power unit 14 and the anterior driving engine of right side thrust power unit 6 and the normal flight that anterior rotor is kept aircraft.

If fault has appearred in right side certain driving engine of thrust power unit 6 in-to-ins or rotor, it is adjusted the side thrust power unit according to aforementioned method of adjustment.

(12) control method during bispin wing power system fault in the aircraft thrust power unit:

If any one in left side thrust power unit 14 and the right side thrust power unit 6, two driving engines of its in-to-in all break down and stall, perhaps mechanical breakdown has all appearred in two rotors of its in-to-in, then stop immediately two driving engines in the side thrust power unit, stable with the yaw attitude of keeping aircraft.In this case, the thrust forfeiture of left side thrust power unit 14 and right side thrust power unit 6, aircraft has lost the horizontal thrust device, can only adjust the pitch attitude of aircraft, make its certain angle that leans forward, rely on the horizontal component of resultant lift to realize flat forward flying.In addition, in this state, can only rely on deflecting direction and the deflection angle of regulating the flow deflector in the lift power unit, or regulate the deflection angle of yaw rudder 18, realize the control of vehicle yaw attitude.

In the present embodiment, central flight-control computer system all comes the parts of each power unit are controlled by the rotor power system supervisory computer of each power unit.

Embodiment 2: many rotors of the distributed-power vertically taking off and landing flyer with five lift power units

Shown in Fig. 5-7, be the structural representation of many rotors of distributed-power vertically taking off and landing flyer of the embodiment of the invention two; The difference of a present embodiment and a last embodiment is, the aircraft of present embodiment has five lift power units: preposition lift power unit 2, left front lift power unit 30, right front lift power unit 27, left back lift power unit 29 and right back lift power unit 28, totally five lift power units, evenly be arranged on the aircraft body, the geometric centre of two adjacent lift power units equates to the angle between the line of the center of gravity of aircraft.

The structure of each lift power unit is all identical with preposition lift power unit 2, and is identical with the structure of lift power unit among the embodiment one.

Left side thrust power unit 14 and right side thrust power unit 6 are symmetrically distributed in the body both sides, its structure and preposition lift power unit 2, left front lift power unit 30, right front lift power unit 27, the similar of left back lift power unit 29 and right back lift power unit 28, difference is, left side thrust power unit 14 and right side thrust power unit 6 all can carry out the rotation of 0-180 degree around thrust power unit installation shaft 21, the thrust direction of the thrust power unit of both sides all can be changed to vertically downward backward by level, and then be changed to level forward.Under initial condition, two interior flow deflector installation shaft 21 of thrust power unit all are levels.

Present embodiment is controlled aircraft in the following ways:

(1) flying height of aircraft control:

The driving engine of five lift power units of flight-control computer system of central authorities control, make the horsepower output of each driving engine equate that it is positive pitch that propeller pitch control system drives each rotor, and pitch equate, thereby produce the lift that equates, realize the normal flight of aircraft;

Wherein the lift of five lift power unit generations is made a concerted effort, and provides aircraft hovering flight peace to fly the required lift of lifting.

Flight-control computer system of central authorities sends control command, strengthens the engine output of five lift power units synchronously, and strengthens the pitch of all rotors, and the resultant lift of five lift power units is increased, and can realize the increase of aircraft altitude.

Flight-control computer system of central authorities sends control command, reduces the engine output of five lift power units synchronously, and reduces the pitch of all rotors, and the resultant lift of five lift power units is reduced, and can realize the reduction of aircraft altitude.

(2) pitch attitude of aircraft control:

The horsepower output of preposition lift power unit 2 of differential adjusting and left back lift power unit 29, right back lift power unit 28, pitch attitude that can controlling aircraft:

Flight-control computer system of central authorities regulates the horsepower output of preposition lift power unit 2, make it horsepower output sum less than left back lift power unit 29 and right back lift power unit 28, the lift sum that the lift that then preposition lift power unit 2 produces will produce less than left back lift power unit 29 and right back lift power unit 28, thus the aircraft body is turned forward.

Regulate the horsepower output of preposition lift power unit 2, make it horsepower output sum greater than left back lift power unit 29 and right back lift power unit 28, the lift sum that the lift that then preposition lift power unit 2 produces will produce greater than left back lift power unit 29 and right back lift power unit 28, thus make the aircraft body to layback.

(3) backup path of the pitch attitude of aircraft control:

Identical with embodiment one, flat when flying state forward, be installed in the stability that tailplane 11 on the foot piece 10 can increase pitch attitude.Simultaneously, be installed in elevating rudder 12 on the tailplane 11, pitch attitude that also can controlling aircraft by adjustment:

When control elevating rudder 12 deflect down, the aircraft head will sink, and body turns forward.

Flat when flying state forward, the formed pitch attitude control channel of horsepower output by the preposition lift power unit 2 of differential adjusting and left back lift power unit 29 and right back lift power unit 28 is in the master control mode of operation, then is in the capable state of hot received shipment by the pitch control subsystem passage of elevating rudder 12 execution control functions.

(4) roll attitude of aircraft control:

Flight-control computer system of central authorities is by the horsepower output of the left front lift power unit 30 of differential adjusting, left back lift power unit 29 and right front lift power unit 27, right back lift power unit 28, roll attitude that can controlling aircraft:

The horsepower output sum that flight-control computer system of central authorities regulates left front lift power unit 30, left back lift power unit 29, make it horsepower output sum less than right front lift power unit 27, right back lift power unit 28, the lift sum that the lift sum that then left front lift power unit 30, left back lift power unit 29 produce produces less than right front lift power unit 27, right back lift power unit 28, thus the aircraft body is inclined to the left.

Regulate the horsepower output sum of left front lift power unit 30, left back lift power unit 29, make it horsepower output sum greater than right front lift power unit 27, right back lift power unit 28, the lift sum that the lift sum that then left front lift power unit 30, left back lift power unit 29 produce produces greater than right front lift power unit 27, right back lift power unit 28, thus make the aircraft body to Right deviation.

(5) backup path of the roll attitude of aircraft control:

Identical with embodiment one, flat when flying state forward, rotors drive by propeller pitch control system and are positive pitch and generation level thrust backward in left side thrust power unit 14 and the right side thrust power unit 6, and aircraft is flat at a high speed forward to fly thereby make.Under this state of flight, the differential flow deflector of regulating left side thrust power unit 14 and right side thrust power unit 6 of central flight-control computer system, also can realize the roll attitude control of aircraft:

When the flow deflector 25 of central flight-control computer system control left side thrust power unit 14 deflects down, and the flow deflector 26 of right side thrust power unit 6 can make aircraft be tilted to the right when upward deflecting.

On the contrary, when the flow deflector 25 of control left side thrust power unit 14 upward deflects, and the flow deflector 26 of right side thrust power unit 6 can make aircraft be tilted to the left when deflecting down.

(6) yaw attitude of aircraft control:

The deflection angle and the deflecting direction of the flow deflector in five lift power units of synchronization regulation, yaw attitude that can controlling aircraft:

When the flow deflector of five lift power units of central flight-control computer system's control all centered on its installation shaft cw deflection, aircraft will obtain a C.C.W. rotating torque, thereby produces the C.C.W. yawing rotation.

When the flow deflector of five lift power units of control all centered on its installation shaft conter clockwise deflection, aircraft will obtain a clws rotating torque, thereby produced the clws yawing rotation.

(7) backup path of the yaw attitude of aircraft control:

Identical with embodiment one, when the hovering flight state, left side thrust power unit 14 and right side thrust power unit 6 can be worked, and to save the energy, prolong the flight time.Also can realize the driftage control of aircraft by differential pitch of regulating rotor in left side thrust power unit 14 and the right side thrust power unit 6:

When central flight-control computer system control propeller pitch control system, making its rotor that drives left side thrust power unit 14 is positive pitch, and generation level thrust backward, and the rotor that drives right side thrust power unit 6 is negative pitch, and during forward thrust of generation level, can make aircraft realize the clws yawing rotation.

On the contrary, the rotor that drives left side thrust power unit 14 when the control propeller pitch control system is negative pitch, and generation level thrust forward, and the rotor of control right side thrust power unit 6 can make aircraft realize the C.C.W. yawing rotation when being backward thrust of positive pitch and generation level.

This backup that can be used as yaw control channel under the hovering flight state by the differential formed yaw attitude control channel of pitch of regulating the rotor of left side thrust power unit 14 and right side thrust power unit 6.

In that aircraft is flat forward when flying state, the differential horsepower output of regulating left side thrust power unit 14 and right side thrust power unit 6 intrinsic motivations of central flight-control computer system, also can realize the control of vehicle yaw attitude:

When the horsepower output of the driving engine of regulating left side thrust power unit 14, when making it the horsepower output greater than the driving engine of right side thrust power unit 6, can make the deflection of aircraft Airplane Nose Right, produce the clws yawing rotation.

On the contrary,, when making it the horsepower output less than the driving engine of right side thrust power unit 6, can make the deflection of aircraft Nose Left, produce the C.C.W. yawing rotation when the horsepower output of the driving engine of regulating left side thrust power unit 14.

In addition, in that aircraft is flat forward when flying state, be installed in yaw rudder 18 on the vertical tail 17, also can realize driftage control by control:

When the deflection left of control yaw rudder 18, the deflection left of the head of aircraft produces the C.C.W. yawing rotation.

When yaw rudder 18 deflection to the right, the deflection to the right of the head of aircraft produces the clws yawing rotation.

(8) the flat deceleration control that flies of aircraft:

Identical with embodiment one, when aircraft need go into hover state by the flat state of flying, the rotor of left side thrust power unit 14 and right side thrust power unit 6 drives by propeller pitch control system and is negative pitch and generation level thrust forward, thereby plays the effect of brake deceleration.

If any one in preposition lift power unit 2, left front lift power unit 30, right front lift power unit 27, left back lift power unit 29 and the right back lift power unit 28, two driving engines of in-to-in have one to break down and shut down, or mechanical breakdown has appearred in one of them rotor, then strengthen and redistribute the horsepower output of all the other four the lift power units that do not break down immediately, keep the posture balancing of aircraft.But in such cases, the lift power unit that breaks down, rely on the cancel out each other mechanism of driving torque of the rotor of two contrarotations up and down malfunctioning, the rotation of that rotor that works in this fault lift power unit brings a driving torque will inevitably for the aircraft body, makes the yaw attitude lack of equilibrium of aircraft.At this moment, just need differential pitch of regulating rotor in left side thrust power unit 14 and the right side thrust power unit 6, perhaps the deflecting direction and the deflection angle of the flow deflector of five lift power units of synchronization regulation are kept the stable of vehicle yaw attitude.

If any one in preposition lift power unit 2, left front lift power unit 30, right front lift power unit 27, left back lift power unit 29 and the right back lift power unit 28, two driving engines of its in-to-in all break down and shut down, or mechanical breakdown has all appearred in two rotors of its in-to-in, then strengthen and redistribute the horsepower output of all the other four the lift power units that do not break down immediately, keep the posture balancing of aircraft.Different with embodiment one is, at this moment, left side thrust power unit 14 and right side thrust power unit 6 do not need to revolve around thrust power unit installation shaft 21 and turn 90 degrees, and its thrust direction and mode of operation remain unchanged.In this state, the attitude mode of aircraft and the attitude mode of embodiment one are similar: the horsepower output of four lift power units that do not break down by differential adjusting, reasonable distribution, can adjust the pitching and the roll attitude of aircraft; The deflecting direction and the deflection angle of the flow deflector of four lift power units that do not break down by synchronization regulation, perhaps differential horsepower output and pitch of regulating rotors in left side thrust power unit 14 and the right side thrust power unit 6 can be adjusted the yaw attitude of aircraft.

(11) control method when single rotor power system fault and bispin wing power system fault in the aircraft thrust power unit:

If any one in left side thrust power unit 14 and the right side thrust power unit 6, driving engine of its in-to-in breaks down and stall, perhaps mechanical breakdown has appearred in rotor of its in-to-in, perhaps two driving engines of its in-to-in all break down and stall, perhaps mechanical breakdown has all appearred in two rotors of its in-to-in, and method of adjustment is identical with the method for adjustment of embodiment one.

Embodiment 3: many rotors of the distributed-power vertically taking off and landing flyer with six lift power units

As Fig. 8-shown in Figure 11, structural representation for distributed many rotors vertically taking off and landing flyer of the embodiment of the invention three: the difference of present embodiment and previous embodiment is, present embodiment comprises six lift power units: preposition lift power unit 2, left front lift power unit 30, right front lift power unit 27, left back lift power unit 29 and right back lift power unit 28, rearmounted lift power unit 9 evenly are arranged on the aircraft body.The geometric centre of two adjacent lift power units equates to the angle between the line of the center of gravity of aircraft.The structure of each lift power unit is all identical with preposition lift power unit 2.

Wherein, left side thrust power unit 14 and right side thrust power unit 6 are symmetrically distributed in the body both sides, its structure and preposition lift power unit 2, left front lift power unit 30, right front lift power unit 27, left back lift power unit 29 and right back lift power unit 28, the similar of rearmounted lift power unit 9, difference is, left side thrust power unit 14 and right side thrust power unit 6 all can carry out the rotation of 0-180 degree around thrust power unit installation shaft 21, the thrust direction of the thrust power unit of both sides all can be changed to vertically downward backward by level, and then be changed to level forward.Under initial condition, the installation shaft of the flow deflector in two thrust power units all is a level.

Alighting gear 16 is aircraft required supporting constructions when stopping ground, under state of flight, can fold and is received within the ventral, to reduce air resistance.Vertical tail 17 can increase the yaw stability of putting down forward when flying state, and minimizing is shimmy by the head left and right sides that mixed and disorderly air-flow causes.

Present embodiment is controlled aircraft in the following manner.

(1) flying height of aircraft control:

The engine output of six lift power units of central flight-control computer system's control equates it, and each rotor is driven by propeller pitch control system and is positive pitch, and pitch is equal, thereby produces the lift that equates, realizes the normal flight of aircraft.

The lift of six lift power unit generations is made a concerted effort, and provides aircraft hovering flight peace to fly the required lift of lifting.

Strengthen the engine output of six lift power units synchronously, and strengthen the pitch of all rotors, then its resultant lift increases, thereby the flying height of aircraft is risen; Reduce the engine output of six lift power units synchronously, and reduce the pitch of all rotors, then its resultant lift reduces, thereby the flying height of aircraft is reduced.

(2) pitch attitude of aircraft control:

Identical with embodiment one, the horsepower output of preposition lift power unit 2 of the differential adjusting of central flight-control computer system and rearmounted lift power unit 9, pitch attitude that can controlling aircraft:

Horsepower output when regulating preposition lift power unit 2 makes it the horsepower output less than rearmounted lift power unit 9, the lift that the lift that then preposition lift power unit 2 produces produces less than rearmounted lift power unit 9, and the aircraft body turns forward.

Horsepower output when regulating preposition lift power unit 2 makes it the horsepower output greater than rearmounted lift power unit 9, the lift that the lift that then preposition lift power unit 2 produces produces greater than rearmounted lift power unit 9, and the aircraft body is to layback.

(3) backup path of the pitch attitude of aircraft control:

Identical with embodiment one, flat when flying state forward, be installed in the stability that tailplane 11 on the foot piece 10 can increase pitch attitude.Simultaneously, be installed in elevating rudder 12 on the tailplane 11, pitch attitude that also can controlling aircraft by adjusting:

When central flight-control computer system control elevating rudder 12 upward deflect, the aircraft head will be faced upward, and body recedes.

And when control elevating rudder 12 deflect down, the aircraft head will sink, and body turns forward.

(4) roll attitude of aircraft control:

Identical with embodiment two, the horsepower output of the central authorities' differential adjusting of flight-control computer system left front lift power unit 30, left back lift power unit 29 and right front lift power unit 27, right back lift power unit 28, roll attitude that can controlling aircraft:

When the horsepower output sum of regulating left front lift power unit 30, left back lift power unit 29, make it horsepower output sum less than right front lift power unit 27, right back lift power unit 28, the lift sum that then left front lift power unit 30, left back lift power unit 29 produce will be less than the lift sum of right front

lift power unit

27,28 generations of right back lift power unit, and the aircraft body is tilted to the left.

When the horsepower output sum of regulating left front lift power unit 30, left back lift power unit 29, make it horsepower output sum greater than right front lift power unit 27, right back lift power unit 28, the lift sum that the lift sum that then left front lift power unit 30, left back lift power unit 29 produce produces greater than right front lift power unit 27, right back lift power unit 28, the aircraft body is tilted to the right.

(5) backup path of the roll attitude of aircraft control:

Identical with embodiment one and two, flat when flying state forward, the rotor of left side thrust power unit 14 and right side thrust power unit 6 drives by propeller pitch control system and is positive pitch and generation level thrust backward, and aircraft is flat at a high speed forward to fly thereby make.Under this state of flight, the differential flow deflector of regulating left side thrust power unit 14 and right side thrust power unit 6 of central flight-control computer system, also can realize the roll attitude control of aircraft:

When the flow deflector 25 of control left side thrust power unit 14 deflects down, and the flow deflector 26 of right side thrust power unit 6 is when upward deflecting, and aircraft can be tilted to the right.

On the contrary, when the flow deflector 25 of control left side thrust power unit 14 upward deflects, and the flow deflector 26 of right side thrust power unit 6 is when deflecting down, and aircraft can be tilted to the left.

The control channel of this roll attitude can be as the flat lift-over control channel backup that flies under the state.

(6) yaw attitude of aircraft control:

Central authorities' flight-control computer system synchronization is regulated the deflection angle of the flow deflector of six lift power units, yaw attitude that just can controlling aircraft:

When the flow deflector of six lift power units of control all centered on its installation shaft cw deflection, aircraft can obtain a C.C.W. rotating torque, thereby produced the C.C.W. yawing rotation.

When the flow deflector of six lift power units of control all centered on its installation shaft conter clockwise deflection, aircraft will obtain a clws rotating torque, thereby produced the clws yawing rotation.

(7) backup path of the yaw attitude of aircraft control:

Identical with embodiment one and two, when the hovering flight state, left side thrust power unit 14 and right side thrust power unit 6 can be worked, and to save the energy, prolong the flight time.But, also can realize the driftage control of aircraft by differential pitch of regulating rotor in left side thrust power unit 14 and the right side thrust power unit 6:

When being driven by propeller pitch control system, the rotor of left side thrust power unit 14 is positive pitch and generation level thrust backward, and the rotor of right side thrust power unit 6 is when driving to forward thrust of negative pitch and generation level by propeller pitch control system, and aircraft can produce the clws yawing rotation.

On the contrary, when being driven by propeller pitch control system, the rotor of left side thrust power unit 14 is negative pitch and generation level thrust forward, and the rotor of right side thrust power unit 6 is when driving to backward thrust of positive pitch and generation level by propeller pitch control system, and aircraft can produce the C.C.W. yawing rotation.

When the horsepower output of regulating left side thrust power unit 14 intrinsic motivations, when making it the horsepower output greater than right side thrust power unit 6 intrinsic motivations, can make the deflection of aircraft Airplane Nose Right, produce the clws yawing rotation.

On the contrary, the horsepower output when regulating left side thrust power unit 14 intrinsic motivations makes it the horsepower output less than right side thrust power unit 6 intrinsic motivations, can make the deflection left of aircraft head, produces the C.C.W. yawing rotation.

In addition, in that aircraft is flat forward when flying state, be installed in yaw rudder 18 on the vertical tail 17, also can realize driftage control by adjusting:

This control channel by the deflecting direction of regulating yaw rudder 18 and the formed yaw attitude of deflection angle also can be as the flat backup that flies yaw control channel under the state.

(8) the flat deceleration control that flies of aircraft:

Identical with embodiment one and two, when aircraft goes into hover state by the flat state of flying, rotor in left side thrust power unit 14 and the right side thrust power unit 6 drives by propeller pitch control system and is negative pitch and generation level thrust forward, thereby plays the effect of brake deceleration.

If any one in preposition lift power unit 2, left front lift power unit 30, right front lift power unit 27, left back lift power unit 29 and right back lift power unit 28, the rearmounted lift power unit 9, two driving engines of its in-to-in have one to break down and shut down, or mechanical breakdown has appearred in one of them rotor, then close the driving engine of same position in the offside lift power unit immediately, strengthen and redistribute the horsepower output of all the other four the lift power units that do not break down simultaneously, keep the posture balancing of aircraft.Particularly, be exactly:

If the top driving engine of preposition lift power unit 2 breaks down and stall, or mechanical breakdown appearred in the rotor on its top, then stops the top driving engine of rearmounted lift power unit 9 immediately; If the lower engine of preposition lift power unit 2 breaks down and stall, or mechanical breakdown appearred in the rotor of its underpart, then stops the lower engine of rearmounted lift power unit 9 immediately.

If stall fault appearred and in certain driving engine in other lift power unit, perhaps mechanical breakdown has appearred in certain rotor, and its method of adjustment and aforesaid method of adjustment are similar.

If any one in preposition lift power unit 2, left front lift power unit 30, right front lift power unit 27, left back lift power unit 29 and right back lift power unit 28, the rearmounted lift power unit 9, two driving engines of its in-to-in all break down and shut down, or mechanical breakdown has all appearred in two rotors of its in-to-in, then strengthen and redistribute the horsepower output of all the other five the lift power units that do not break down immediately, keep the posture balancing of aircraft.Identical with embodiment two: in such cases, left side thrust power unit 14 and right side thrust power unit 6 do not need to revolve and turn 90 degrees around thrust power unit installation shaft 21, and its thrust direction and mode of operation remain unchanged.In this state, the attitude mode of aircraft and the attitude mode of embodiment two are similar: remain the not horsepower output of five lift power units of fault by reasonable distribution, can adjust the pitching and the roll attitude of aircraft; Remain the deflecting direction and the deflection angle of the flow deflector in five lift power units of fault not by synchronization regulation, perhaps differential pitch of regulating rotors in left side thrust power unit 14 and the right side thrust power unit 6 can be adjusted the yaw attitude of aircraft.

As can be seen from the above embodiments, aircraft provided by the invention and control method thereof have following beneficial effect:

1, by enclosed fairing being set at the aircraft body surface, make aircraft put down when flying forward, can reduce air resistance greatly, improve the aeroperformance of aircraft.Simultaneously, when flying state, fairing also can provide lift flat.In addition, fairing also plays waterproof and dustproof and protective effect, make the aircraft flight that can do as usual when sleety weather, has reduced meteorological conditions to the damage of aircraft with to the restriction of flying activity.

2, by vertical tail, tailplane, yaw rudder and elevating rudder are set on the foot piece of aircraft, make aircraft when flat flying forward, increased the yaw attitude of aircraft and the stability of pitch attitude, and yaw rudder and elevating rudder can be used for the yaw attitude and the pitch attitude of controlling aircraft.

3, adopt a plurality of (four or more) lift power unit to form distributed power system, for aircraft provides required lift of flight and the required control torque of attitude control.Compare with the centralized power system that conventional aircraft adopts, distributed power system of the present invention has improved the stability and the reliability of aircraft,, still can normally move when there was a mechanical failure at driving engine, rotor and control actuator and control rudder face etc.

4, left side thrust power unit and right side thrust power unit are symmetrically distributed in the body both sides, because left side thrust power unit and right side thrust power unit all can carry out the rotation of 0-180 degree around thrust power unit installation shaft.When the thrust power unit of both sides rotates up 90 when spending around its installation shaft, the thrust direction of the thrust power unit of both sides all can be changed to vertical direction by horizontal direction, make it to change the lift power unit into by the thrust power unit, therefore the thrust power unit not only can provide aircraft flight required thrust, can also be used for substituting the lift power unit that breaks down.

5, pass through the flight-control computer of employing more than two or two, form heat and be equipped with the central flight-control computer of formula redundancy system.When the flight-control computer that is in the master control mode of operation breaks down, other flight-control computer that is in the capable state of the hot received shipment in backstage can pass through its faulty condition of bus network perception, and by the networking arbitration mechanism, again elect the flight-control computer of a flight-control computer as master control work, and whole instructions of its shielding fault flight-control computer are exported, and then replace whole work of fault flight-control computer fully.Thereby improved the disaster tolerance ability of aircraft greatly for the flight-control computer electrical accident.

6, overlap independently rotor power system supervisory computer by being provided with one in each lift power unit and thrust power unit inside, by rotor power system supervisory computer the data of power unit are sent to central flight-control computer system, and receive instruction from central flight-control computer system, come power unit is controlled.Thereby reach the purpose of controlling aircraft attitude and flying speed.Be responsible for the discrete of flight-control computer that rotor power system supervisory computer that data acquisition, instruction carry out and responsible attitude algorithm and control algorithm calculate, greatly reduce the task load that flicon is calculated, improved the robustness of whole electric control system.

7, the number N of lift power unit can be the arbitrary integer more than or equal to 4.So long as not being on the same straight line and not getting final product in certain the same side of passing the longitudinal profile of aircraft center of gravity, its installation site can be arbitrarily to a plurality of lift power units at the distributing position on the aircraft body.But, one that a plurality of lift power units are uniformly distributed on the body is on the circle in the center of circle with the aircraft center of gravity, and the geometric centre that makes two adjacent lift power units equates with angle between the line of the center of gravity of aircraft, thereby improves the attitude stability and the controllability of aircraft.

8, two screw propellers that are installed in lift power unit and the thrust power unit duct all are nonuniform pitch propellers, its pitch can be under the driving of propeller pitch control system, between negative pitch and positive pitch, change continuously, so the lift or the thrust of lift power unit or two screw propellers generations of thrust power unit in-to-in, its size and Orientation all is can continually varying: for the lift power unit, because the positive and negative variation of pitch of propeller, it both can produce direction lift vertically upward, for providing, aircraft keeps the necessary lift of lifting of flying height, can produce direction thrust vertically downward again, for aircraft provides the control pitching, the rotating torque that roll attitude is required; For the thrust power unit, because the positive and negative variation of pitch of propeller, it both can produce direction level thrust backward, for aircraft provides the flat forward required propulsive effort that flies, can produce direction level thrust forward again, for aircraft provides by the flat state of the flying required brake control power of state that goes into hover, can also produce and adjust the required rotating torque of vehicle yaw attitude.

9, a single lift power unit driving engine or screw propeller interior or that the thrust power unit is interior breaks down, or fault has all appearred in two driving engines, two screw propellers in single lift power unit or the thrust power unit, all can redistribute the attitude that mechanism is kept aircraft, can not cause the crash accident of aircraft by reconstruct of attitude control channel and power.Therefore, aircraft has improved greatly for the disaster tolerance ability of mechanical breakdown.

10, at aircraft ventral place, folding alighting gear is installed.During by floating state revert to level flight state, alighting gear can fold and be received into body fairing inside, to reduce air resistance at aircraft.

The above only is a preferred implementation of the present invention.Should be pointed out that for those skilled in the art, under the prerequisite that does not break away from the technology of the present invention principle, can also make some improvement and modification, these improve and modification also should be considered as protection scope of the present invention.

Claims

1. many rotors of distributed-power vertically taking off and landing flyer is characterized in that, comprising:

Body covers on the fairing of described body outside;

Described lift power unit is identical with the thrust power unit structure, includes the duct that is arranged on the body, is arranged on the cover of two in described duct rotor power system; The lift that provides aircraft flight required and the lift-over of aircraft and the required moment of torsion of pitch control subsystem are provided described lift power unit; The thrust that provides described aircraft flight required is provided described thrust power unit, and the required moment of torsion of the yaw attitude of described aircraft control;

2. many rotors of distributed-power vertically taking off and landing flyer as claimed in claim 1, it is characterized in that, each described lift power unit and thrust power unit also comprise: one group of flow deflector that is arranged in parallel within described duct bottom by the flow deflector installation shaft, described flow deflector can rotate around the flow deflector installation shaft, the flow deflector of described lift power unit is used to provide the required moment of torsion of driftage control of aircraft, when the flow deflector installation shaft of described thrust power unit was in horizontality, the flow deflector of described thrust power unit was used to provide the lift-over control when aircraft is flat to fly required moment of torsion.

3. many rotors of distributed-power vertically taking off and landing flyer as claimed in claim 1, it is characterized in that, described thrust power unit is at least two, be installed on the body by thrust power unit installation shaft, described thrust power unit can carry out the rotation of 0-180 degree around thrust power unit installation shaft.

4. many rotors of distributed-power vertically taking off and landing flyer as claimed in claim 1 is characterized in that, described rotor power system comprises:

Rotor;

Temperature sensor is connected with described driving engine;

Rotor power system supervisory computer, be connected with described rotor propeller pitch control system, driving engine, tachogen and temperature sensor and central flight-control computer system, be used to gather the rotating speed of described engine temperature and rotor, and the data of gathering are sent to described central flight-control computer system, and the rotating speed and the pitch of the control command control rotor that sends according to described central flight-control computer system.

5. many rotors of distributed-power vertically taking off and landing flyer as claimed in claim 4, it is characterized in that, described lift power unit is at least four, is installed on the described body not on same straight line and does not pass the optional position of the same side of the longitudinal profile of body center of gravity at certain.

6. many rotors of distributed-power vertically taking off and landing flyer as claimed in claim 5, it is characterized in that, it is on the circle in the center of circle that described lift power unit is uniformly distributed in described aircraft center of gravity, and the angle between the line of the geometric centre of two adjacent lift power units and the center of gravity of aircraft equates.

7. many rotors of distributed-power vertically taking off and landing flyer as claimed in claim 1 is characterized in that, also comprises: with described fairing bonded assembly foot piece, the end of described foot piece is provided with tailplane and vertical tail, on the described tailplane elevating rudder is installed; On the described vertical tail yaw rudder is installed.

8. many rotors of distributed-power vertically taking off and landing flyer as claimed in claim 1, it is characterized in that, described central flight-control computer system comprises by two flight-control computers of bus network bonded assembly at least, a described flight-control computer is in the master control mode of operation, and other described flight-control computer is in the capable state of hot received shipment; In the pitch control subsystem passage of described aircraft, lift-over control channel and the yaw control channel any one controlled by at least two cover control mechanisms, and wherein a cover control mechanism is in the master control mode of operation, and other control mechanism is in the capable state of hot received shipment.

9. the control method of many rotors of distributed-power vertically taking off and landing flyer is characterized in that, comprising:

10. the control method of many rotors of distributed-power vertically taking off and landing flyer is characterized in that, comprising:

11. the control method of many rotors of distributed-power vertically taking off and landing flyer is characterized in that, comprising:

When described aircraft is in flat when flying state, if central flight-control computer system control propeller pitch control system, make its rotor that drives left side thrust power unit and the rotor of right side thrust power unit be negative pitch, and all producing level thrust forward, then described aircraft begins brake deceleration.

12. the control method of many rotors of distributed-power vertically taking off and landing flyer is characterized in that, comprising:

When the number of described lift power unit is during more than four odd number, if a driving engine of arbitrary lift power unit breaks down and shuts down, or mechanical breakdown has appearred in an one rotor, the control of then described central flight-control computer system strengthens and redistributes the horsepower output of other lift power unit that does not break down, make the gross output power of all lift power units remain unchanged, keep the posture balancing of aircraft; And the differential pitch of regulating the rotor of left side thrust power unit and right side thrust power unit of described central flight-control computer system, and/or the deflecting direction and the deflection angle of the flow deflector of all lift power units of synchronization regulation, keep the stable of described vehicle yaw attitude.

13. the control method of many rotors of distributed-power vertically taking off and landing flyer is characterized in that, comprising:

14. the control method of many rotors of distributed-power vertically taking off and landing flyer as claimed in claim 13, it is characterized in that: if preposition/two driving engines of rearmounted lift power unit in-to-in or two rotors all break down and out of service, then described method also comprises:

15. the control method of many rotors of distributed-power vertically taking off and landing flyer is characterized in that, comprising:

16. the control method of many rotors of distributed-power vertically taking off and landing flyer is characterized in that, comprising: