CN111216867A - Aircraft - Google Patents
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- CN111216867A CN111216867A CN201811423134.9A CN201811423134A CN111216867A CN 111216867 A CN111216867 A CN 111216867A CN 201811423134 A CN201811423134 A CN 201811423134A CN 111216867 A CN111216867 A CN 111216867A
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- helium
- air
- compressed
- tank
- compression
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64B—LIGHTER-THAN AIR AIRCRAFT
- B64B1/00—Lighter-than-air aircraft
- B64B1/06—Rigid airships; Semi-rigid airships
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64B—LIGHTER-THAN AIR AIRCRAFT
- B64B1/00—Lighter-than-air aircraft
- B64B1/06—Rigid airships; Semi-rigid airships
- B64B1/22—Arrangement of cabins or gondolas
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64B—LIGHTER-THAN AIR AIRCRAFT
- B64B1/00—Lighter-than-air aircraft
- B64B1/06—Rigid airships; Semi-rigid airships
- B64B1/24—Arrangement of propulsion plant
- B64B1/30—Arrangement of propellers
Abstract
The invention provides an aircraft. The aircraft comprises: the device comprises a helium cabin, a load cabin, two-direction steering engines, a landing support, at least two rotor boosters and a buoyancy adjusting device; the buoyancy adjusting device includes: a compressed air tank, a compressed helium tank, a gas compression/turbine system, and a controller. The invention can effectively and widely adjust the buoyancy of the aircraft at any stage (taking off, cruising and landing) of the aircraft.
Description
Technical Field
The application relates to the technical field of aircraft manufacturing, in particular to an aircraft which comprises a light gas air bag as a main buoyancy providing form and a plurality of rotary wings rotating at variable angles as auxiliary buoyancy and main translational power.
Background
Depending on the source of lift generation, the aircraft used in the prior art can generally be divided into three general categories: fixed-wing aircraft, rotor craft and aerostat. Wherein the lift force of the fixed-wing aircraft is derived from aerodynamic force; the lift of a rotorcraft is derived from vector thrust; the lift of the aerostat is derived from the buoyancy generated by the light gas. In recent years, as the related art matures, multi-rotor aircraft have gained more and more attention.
The multi-rotor aircraft has the advantages of capability of taking off and landing vertically, easiness in realization of electromotion, maturity of a flight control system, stable flight quality and the like. Because the rotor of the rotorcraft needs to provide enough vertical lift and advancing power in the whole flight process, the energy consumption is high. In order to increase the range of the aircraft, more battery packs are required to be arranged on the aircraft, so that the output power and the energy consumption of the rotor wing are further increased, and the weight is also increased. Therefore, the application scenario of the multi-rotor aircraft has great limitation due to the limited endurance mileage.
The prior art also provides a technical scheme combining multiple rotors and fixed wings, and the technical scheme has the advantages of vertical take-off and landing, high flying speed, long range and the like, but the development difficulty is very high, and only a few companies develop successfully.
The prior art has proposed a light gas bag and multi-rotor combined aircraft solution. The technical scheme integrates the advantages of the aerostat and the multi-rotor aircraft, can realize vertical lifting, and is heavy in load, small in energy consumption, simple in structure, low in cost and easy to realize electromotion. However, such aircraft also have difficulties that need to be overcome, for example, how to effectively adjust lift when loading/unloading a load.
Assuming that the self weight of the aircraft is M1 and the load is M2, the maximum lift force provided by the rotor wing is F1maxThe maximum buoyancy force provided by the aerostat is F2maxThen, the conditions that should be satisfied when the aircraft flies flat are:
under the condition of load: f1+ F2 ═ M1+ M2; (1)
under the condition of no load: f1'+ F2' ═ M1; (2)
wherein F1 and F1 'are the lift provided by the rotor under two conditions, and the value range of F1 and F1' is [0, F1max]I.e. minimum 0 and maximum F1max(ii) a F2 and F2 'are the lift force provided by the aerostat under two conditions, and the value ranges of F2 and F2' are [0, F2max]I.e. minimum 0 and maximum F2max。
In order to maximally utilize the buoyancy of the aerostat to bear the load to save energy consumption, F2 and F2' are assumed to be constant F2maxWhen the above two equations are satisfied, if F1' is equal to 0, the buoyancy of the aerostat is at its maximum value F2maxThe buoyancy of the aerostat, which is equal to the self weight M1 of the aircraft, is used to offset the self weight of the aircraft. At this time, the lift provided by the rotor serves to provide lift equivalent to the weight of the load, namely:
under the condition of load: f1 ═ M2, F2 ═ F2max＝M1 (3)
According to the load and energy consumption relation chart of the rotor craft, the load and the hour energy consumption of the rotor craft are in an exponential relation. For example, when the load of a rotorcraft is 5 times, 10 times, 50 times, and 100 times the base load, the hourly energy consumption is 11.2 times, 31.8 times, 246.3 times, and 586.1 times, respectively. It is therefore known that reducing the load of a rotorcraft is critical to reducing the hourly energy consumption, i.e. to increasing the range.
As can be seen from the above equations (1) and (2), F1 and F1' have a value range of [0, F1max]And the minimum value is 0, so that the energy consumption can be reduced to the maximum extent, and the method comprises the following steps:
under the condition of load: f2 ═ M1+ M2; (4)
under the condition of no load: f2 ═ M1; (5)
it will thus be appreciated that the buoyancy provided by the aerostat preferably ranges between the aircraft's own weight M1 and the sum of the aircraft's own weight and the load weight. The smaller the proportion of the self weight of the aircraft to the weight of the load, the larger the adjustment range of the buoyancy of the aerostat. Therefore, designing an aerostat capable of effectively and widely adjusting the buoyancy is a key factor for achieving the technical requirements of the aircraft.
The prior art aerostat generally achieves buoyancy adjustment by ground and flight service personnel loading/unloading ballast. However, this solution may require assistance from the ground or control service personnel, and has a certain risk, so that there is a great disadvantage that the usage scenario is greatly limited.
Disclosure of Invention
In view of the above, the present invention provides an aircraft, so that the buoyancy of the aircraft can be effectively and widely adjusted at any stage (take-off, cruise and landing) of the aircraft flight.
The technical scheme of the invention is realized as follows:
an aircraft, comprising: the device comprises a helium cabin, a load cabin, two-direction steering engines, a landing support, at least two rotor boosters and a buoyancy adjusting device;
the plurality of rotor boosters are respectively and symmetrically arranged at two sides of the helium cabin;
the load chamber is arranged at the bottom of the helium chamber, or at the front end of the helium chamber, or at the rear end of the helium chamber;
the two direction steering engines are respectively and symmetrically arranged at the top of the helium cabin;
the landing supports are arranged on two sides of the bottom of the helium tank;
the buoyancy adjusting device includes: a compressed air tank, a compressed helium tank, a gas compression/turbine system, and a controller;
the compressed air tank and the compressed helium tank are arranged in the helium cabin;
the compressed air tank is used for storing compressed air;
the compressed helium tank is used for storing compressed helium;
the gas compression/turbine system includes: an air compression/turbine unit and a helium compression/turbine unit;
one end of the air compression/turbine device is connected with the compressed air tank, and the other end of the air compression/turbine device is communicated with the outside;
one end of the helium compression/turbine device is connected with the compressed helium tank, and the other end of the helium compression/turbine device is communicated with the helium cabin;
the controller is used for sending control instructions to the air compression/turbine device and the helium compression/turbine device;
the air compression/turbine device is used for releasing the compressed air in the compressed air tank to the outside according to the control instruction, or compressing the outside air into the compressed air tank after boosting the outside air according to the control instruction;
and the helium gas compression/turbine device is used for releasing the compressed helium gas in the compressed helium tank into the helium cabin according to a control instruction, or compressing the helium gas in the helium cabin into the compressed helium tank after being pressurized according to the control instruction.
Preferably, the air high-pressure air inlet and the air high-pressure air outlet of the compressed air tank are respectively connected with one end of the air compression/turbine device through pipelines; the other end of the air compression/turbine device is respectively communicated with the outside through an air low-pressure air inlet, an air low-pressure air outlet and a pipeline;
a helium high-pressure air outlet and a helium high-pressure air inlet of the compressed helium tank are respectively connected with one end of the helium compression/turbine device through pipelines; the other end of the helium compression/turbine device is respectively communicated with the helium cabin through a helium low-pressure exhaust port, a helium low-pressure air inlet and a pipeline;
and the air high-pressure air inlet, the air high-pressure air outlet, the air low-pressure air inlet, the air low-pressure air outlet, the helium high-pressure air inlet, the helium low-pressure air outlet and the helium low-pressure air inlet are all provided with stop valves.
Preferably, said air compression/turbine means and said helium compression/turbine means each comprise: an energy storage unit, a motor/generator, a first energy reversible converter and a second energy reversible converter;
the energy storage unit is used for supplying power to the motor/generator or storing electric energy;
the motor/generator is used as a motor when gas is compressed, and electric energy is converted into mechanical energy; or the gas is used as a generator when being subjected to turbine, and mechanical energy is converted into electric energy;
the first energy reversible converter is used for realizing conversion between mechanical energy and gas dynamic energy;
the second energy reversible converter is used for realizing conversion between gas kinetic energy and gas potential energy.
Preferably, the first energy reversible converter and the second energy reversible converter are radial compressors or axial compressors.
Preferably, the maximum pressure used by the second energy reversible converter is 7.25 atmospheres.
Preferably, the gas compression/turbine system is disposed in the helium tank or the load tank;
the controller may be disposed in the load compartment.
Preferably, the helium gas cabin comprises: a truss structure and a lightweight membrane structure;
the truss structure is in a cage shape and comprises a longitudinal annular structure, a plurality of transverse annular structures and a plurality of fixed nodes;
the longitudinal ring structure and the transverse ring structure are used for supporting the helium tank;
the fixed node is used for connecting and fixing with a component in an aircraft;
the lightweight membrane structure is coated outside the truss structure to form an airtight space of the helium cabin, and the airtight space is used for sealing helium in the helium cabin.
As can be seen from the above, in the aircraft of the present invention, the helium tank, the load tank and the buoyancy adjusting device are provided, and the buoyancy adjusting device includes: the device comprises a compressed air tank, a compressed helium tank, a gas compression/turbine system and a controller, so that compressed air in the compressed air tank can be released to the outside according to a control command, or the outside air is pressurized and then compressed into the compressed air tank, or the compressed helium in the compressed helium tank can be released into a helium cabin, or the helium in the helium cabin is pressurized and then compressed into the compressed helium tank, so that the buoyancy of the helium cabin can be conveniently adjusted according to different loads or different flight states of the aircraft, the matching of the buoyancy and the loads is realized, and light gas can be compressed and recovered at any stage (take-off, cruise and landing) of the aircraft, so that the buoyancy of the aircraft can be effectively adjusted in a large range.
Drawings
Fig. 1 is an elevation view of an aircraft in an embodiment of the invention in a landing configuration.
Fig. 2 is a side view of an aircraft in an embodiment of the invention in flight.
Fig. 3 is a first schematic cross-sectional view of an aircraft in an embodiment of the invention.
Fig. 4 is a schematic cross-sectional view of an aircraft in an embodiment of the invention.
Fig. 5 is a schematic view of the structure of a gas compression/turbine system in an embodiment of the present invention.
Fig. 6 is a schematic structural view of an air compressor/turbine unit or a helium compressor/turbine unit according to an embodiment of the present invention.
Figure 7 is a schematic view of the connection of a rotor booster to a helium tank in an embodiment of the present invention.
FIG. 8 is a schematic view of a quilted frame structure in an embodiment of the present invention.
Detailed Description
In order to make the technical scheme and advantages of the invention more apparent, the invention is further described in detail with reference to the accompanying drawings and specific embodiments.
According to archimedes' law on buoyancy, the buoyancy generated in air by an aerostat filled with a gas lighter than air is determined by the following two equations:
Ffloating body＝ρAir conditionergV； (6)
GGeneral assembly＝ρQi (Qi)gV+GFloating body； (7)
Wherein, FFloating bodyFor buoyancy of the aerostat in air, pAir conditionerG is the density of air, G is the gravity constant, V is the volume of the aerostat expelling air in the air, GGeneral assemblyIs the total gravity, rho, to which the aerostat is subjectedQi (Qi)Density of light gas, GFloating bodyIs floatingThe self weight of the device.
Thus:
Ftotal buoyancy＝FFloating body-GGeneral assembly＝(ρAir conditioner-ρQi (Qi))gV-GFloating body； (8)
ΔFTotal buoyancy＝(ρAir conditioner-ρQi (Qi))gΔV-ΔGFloating body； (9)
Wherein, FTotal buoyancyFor total buoyancy, Δ FTotal buoyancyΔ V is the change in the volume of the air displaced by the aerostat in the air, Δ G, is the change in the total buoyancyFloating bodyIs the value of the change in the deadweight of the aerostat (due to the change in the magnitude of the load).
Therefore, the range of values for adjusting the buoyancy of the aerostat can be mainly realized by the change of the weight of the aerostat and the volume of discharged air. Conventional aerostats are primarily regulated by adding or subtracting ballast to the aerostat's weight. For reducing the weight of the aerostat, it is possible to throw the ballast down, either on the ground or in the air (although in urban flight, it is a dangerous operation). However, increasing the weight of the aerostat can only be achieved with the availability of ground service personnel. Therefore, the conventional aerostat is particularly inconvenient or even impossible to realize when the load is large, such as adding hundreds of kilograms or even tons of ballast.
In addition, the change in volume of the aerostat (i.e. the volume of the aerostat expelling air in the air) may also be achieved by inflation or deflation. Whether on the ground or in the air, inflation is much simpler. Venting operations, especially when using expensive certain light gases (such as helium), would result in significant economic losses if the light gas were released into the atmosphere in air and therefore would not be sustainable for commercial projects. Therefore, in the technical scheme of the invention, the aircraft is designed, and the aircraft can compress and recover the light gas at any stage (taking off, cruising and landing) of the flight of the aircraft, so that the buoyancy of the aircraft can be effectively and widely adjusted.
As shown in fig. 1 to 6, an aircraft in an embodiment of the present invention includes: the device comprises a helium cabin 11, a load cabin 12, two-direction steering engines 13, a landing support 14, at least two rotor boosters 15 and a buoyancy adjusting device;
the plurality of rotor boosters 15 are respectively and symmetrically arranged on two sides of the helium tank 11;
the load compartment 12 is arranged at the bottom of the helium chamber 11, or at the front end of the helium chamber 11, or at the rear end of the helium chamber 11;
the two direction steering engines 13 are respectively and symmetrically arranged at the top of the helium cabin 11;
the landing supports 14 are arranged on two sides of the bottom of the helium tank 11;
the buoyancy adjusting device includes: a compressed air tank 21, a compressed helium tank 22, a gas compression/turbine system 23, and a controller;
the compressed air tank 21 and the compressed helium tank 22 are arranged in the helium tank 11;
the compressed air tank 21 is used for storing compressed air;
the compressed helium tank 22 is used for storing compressed helium;
the gas compression/turbine system 23 includes: an air compression/turbine unit 31 and a helium compression/turbine unit 32;
one end of the air compression/turbine device 31 is connected with the compressed air tank 21, and the other end is communicated with the outside;
one end of the helium gas compression/turbine device 32 is connected with the compressed helium tank 22, and the other end is communicated with the helium tank 11;
the controller (not shown) is configured to send control commands to the air compression/turbine unit 31 and the helium compression/turbine unit 32;
the air compression/turbine device 31 is used for releasing the compressed air in the compressed air tank 21 to the outside according to a control command, or compressing the outside air into the compressed air tank 21 after being pressurized according to the control command;
the helium gas compression/turbine device 32 is used for releasing the compressed helium gas in the compressed helium tank 22 into the helium cabin 11 according to a control instruction, or compressing the helium gas in the helium cabin 11 into the compressed helium tank 22 after being pressurized according to the control instruction.
Thus, when it is desired to increase the buoyancy of the aircraft, the high pressure helium gas (i.e., the compressed helium gas in the compressed helium tank) will be depressurized by the helium gas compression/turbine arrangement and released into the helium gas cabin; while the high pressure air (i.e. the compressed air in the compressed air tank) will be decompressed by the air compressor/turbine unit and released to the environment.
When the buoyancy of the aircraft needs to be reduced, the low-pressure helium in the helium tank is pressurized by the helium compression/turbine device and is compressed into the compressed helium tank; at the same time, the outside air will be pressurized and compressed by the air compressor/turbine unit into the compressed air tank.
Therefore, the buoyancy of the helium tank can be conveniently adjusted through the buoyancy adjusting device according to different loads or different flight states of the aircraft, and the matching of the buoyancy and the loads is realized.
In addition, in the technical solution of the present invention, the connection among the compressed air tank, the compressed helium tank, and the gas compression/turbine system can be realized in various ways, and the technical solution of the present invention will be described in detail below by taking a specific connection manner among them as an example.
For example, preferably, in an embodiment of the present invention, the high pressure air inlet 41 and the high pressure air outlet 42 of the compressed air tank 21 are respectively connected to one end of the air compression/turbine unit 31 through pipes; the other end of the air compression/turbine device 31 is respectively communicated with the outside through an air low-pressure air inlet 43, an air low-pressure air outlet 44 and a pipeline;
a helium high-pressure exhaust port 51 and a helium high-pressure inlet port 52 of the compressed helium tank 22 are respectively connected with one end of the helium compression/turbine device 32 through pipelines; the other end of the helium compression/turbine device 32 is respectively communicated with the helium tank 11 through a helium low-pressure exhaust port 53, a helium low-pressure air inlet 54 and a pipeline;
and the air high-pressure air inlet 41, the air high-pressure air outlet 42, the air low-pressure air inlet 43, the air low-pressure air outlet 44, the helium high-pressure air outlet 51, the helium high-pressure air inlet 52, the helium low-pressure air outlet 53 and the helium low-pressure air inlet 54 are respectively provided with a stop valve 55.
By using the connection mode, the gas compression/turbine system can conveniently compress air and helium gas into the compressed air tank or the compressed helium tank according to the control command of the controller, and can also conveniently discharge the air in the compressed air tank to the outside or discharge the helium gas in the compressed helium tank to the helium tank.
Further, preferably, as shown in fig. 6, in an embodiment of the present invention, the air compression/turbine unit 31 and the helium compression/turbine unit 32 each include: an energy storage unit 61, a motor/generator 62, a first energy reversible converter 63 and a second energy reversible converter 64;
the energy storage unit 61 for supplying power to the motor/generator 62 or for storing electric energy;
the motor/generator 62 for acting as a motor in compressing the gas, converting electrical energy into mechanical energy; or the gas is used as a generator when being subjected to turbine, and mechanical energy is converted into electric energy;
the first energy reversible converter 63 is used for converting mechanical energy and gas kinetic energy, namely, converting mechanical energy of a motor into gas kinetic energy when gas is compressed, or converting gas kinetic energy into mechanical energy when gas is permeated;
the second energy reversible converter 64 is used for converting the kinetic energy of the gas into the potential energy of the gas when the gas is compressed or converting the potential energy of the gas into the kinetic energy of the gas when the gas is permeated.
Therefore, when compressed gas is required, the energy storage unit supplies power to (i.e., outputs electrical energy from) the motor/generator, causes the motor/generator to act as a motor, and drives the motor/generator to generate power, thereby converting the electrical energy of the energy storage unit into mechanical energy and outputting the mechanical energy to the first reversible energy converter; at this time, since the first energy reversible converter is connected to the inlet of the low-pressure gas, the low-pressure gas can enter the first energy reversible converter through the inlet, so that the first energy reversible converter converts the mechanical energy into the gas kinetic energy of the low-pressure gas and outputs the converted low-pressure gas with the gas kinetic energy to the second energy reversible converter; the second energy reversible converter converts gas kinetic energy into gas potential energy, namely, the pressure of low-pressure gas is increased, so that the low-pressure gas is pressurized into high-pressure gas, and the pressurized high-pressure gas can be input into a compressed air tank or a compressed helium tank as compressed gas because the second energy reversible converter is connected with an exhaust port of the high-pressure gas, so that the low-pressure gas is compressed into the high-pressure gas.
When turbine gas is needed (for example, compressed air is released to the outside, or compressed helium is released into the helium tank), since the second energy reversible converter is connected with the inlet of high-pressure gas, the high-pressure gas can enter the second energy reversible converter through the inlet, so that the second energy reversible converter converts the gas potential energy of the high-pressure gas into gas kinetic energy, that is, reduces the pressure of the high-pressure gas, so that the high-pressure gas is decompressed into low-pressure gas with kinetic energy, and the converted low-pressure gas with gas kinetic energy is output to the first energy reversible converter; since the first energy reversible converter is also connected to the exhaust port of the low-pressure gas, the gas losing kinetic energy of the gas (i.e., the low-pressure gas) can be exhausted from the first energy reversible converter through the exhaust port, so that the first energy reversible converter converts the kinetic energy of the gas into mechanical energy and outputs the mechanical energy to the motor/generator; the motor/generator is used as a generator at the moment, mechanical energy is converted into electric energy, and the converted electric energy is output to the energy storage unit and is supplied to the energy storage unit; the energy storage unit can store the input electric energy.
In addition, preferably, in an embodiment of the present invention, the first energy reversible converter and the second energy reversible converter may be compressors. For example, the first and second reversible energy converters may preferably be radial compressors or axial compressors.
In addition, according to the technical scheme of the invention, the volume of the light gas for exhausting air can be reduced to generate buoyancy change according to the buoyancy law; but when the light gas is not discharged to the outside but compressed, the density of the light gas will increase. Theoretically, when the density of the light gas is so high that the buoyancy generated by the air discharged by the light gas is consistent with the self weight of the aerostat, the buoyancy of the aerostat is zero. For the sake of simplicity of calculation, it can be assumed that the weight of the aerostat is zero, and the buoyancy is zero when the buoyancy generated by the light gas exhausting the air is equal to the self-gravity of the light gas. At this time, the density of the light gas is equal to the density of air. Therefore, in the solution of the present invention, the pressure used by the first energy reversible converter and the second energy reversible converter may be lower than the pressure used in other solutions of the prior art.
In addition, preferably, in an embodiment of the present invention, the energy storage unit may be a lithium battery system, or a high energy density chemical battery pack of other standard.
Further, preferably, in an embodiment of the present invention, the gas compression/turbine system is disposed in the helium tank or in the load tank.
Further, preferably, in one embodiment of the present invention, the controller may be provided in the load compartment.
In the technical scheme of the invention, the load cabin can be used for loading loads needing to be carried, such as passenger transport or freight transport loads, and can also be used for loading various required devices. In addition, in the technical solution of the present invention, the load chamber may be disposed at the bottom of the helium chamber, or may be disposed at the front end of the helium chamber, or may be disposed at the rear end of the helium chamber, so as to reduce air resistance.
Further, preferably, as shown in fig. 7 and 8, in one embodiment of the present invention, the helium vessel 11 comprises: truss structure 71 and lightweight membrane structure 72;
said truss structure 71 is in the form of a cage comprising a longitudinal ring structure 81, a plurality of transverse ring structures 82 and a plurality of fixing nodes (not shown in the figures);
the longitudinal ring structure 81 and the transverse ring structure 82 for supporting the helium chamber;
the fixed node is used for connecting and fixing with a component in an aircraft;
the lightweight membrane structure 72 is wrapped outside the truss structure 71 to form a hermetic space of the helium tank (i.e. an inner space of the helium tank) for sealing helium gas in the helium tank.
In the helium cabin, the main function of the truss structure is to bear the weight and acting force of each component in the aircraft, including load, buoyancy, gravity, flight resistance, power and the like, so as to ensure that each component of the aircraft is in a safe load range under the design stress condition. In addition, other various parts of the aircraft (e.g., helium tanks, load tanks, rotor boosters, directional steering engines, landing supports, etc.) can be securely connected by the truss structure. Therefore, in a preferred embodiment of the present invention, the load cabin, the steering engine, the landing support, the rotor booster and the buoyancy adjusting device are all fixedly connected with the helium cabin through the truss structure.
In addition, in the technical scheme of the invention, the light membrane structure not only has the function of sealing helium, but also has certain strength. In addition, in order to reduce the air resistance and the influence of climate factors and provide the level flight lifting force, the light film structure can be designed into a lifting body type with low air resistance.
Additionally, preferably, in one embodiment of the present invention, the rotor booster may be fixedly connected to the helium tank via the truss structure, as shown in fig. 7.
Further, preferably, in an embodiment of the present invention, said rotorcraft 15 comprises: motor, propeller, duct and rotation axis. In the technical scheme of the invention, the rotor booster is used for generating vector thrust, and the direction of the vector thrust can be adjusted through the rotating shaft, so that auxiliary lifting power can be provided in the taking-off and landing process of the aircraft, and power such as forward moving, backward moving, steering, lifting, pitching and the like can be provided when the aircraft is in a flat flight state.
In addition, preferably, in an embodiment of the present invention, the direction steering engine 13 is used for adjusting the traveling direction of the aircraft. The steering engine in the direction can form a deflection moment through left and right deflection, so that the aircraft can deflect in the corresponding direction.
In addition, preferably, in an embodiment of the present invention, the landing support 14 is used for stably contacting with the ground when the aircraft lands, so as to support the entire aircraft. In addition, the landing support 14 can be folded and retracted to the bottom of the helium tank to be parallel to the ground during flight.
In summary, in the technical solution of the present invention, the aircraft is provided with the helium tank, the load tank and the buoyancy adjusting device, and the buoyancy adjusting device includes: the device comprises a compressed air tank, a compressed helium tank, a gas compression/turbine system and a controller, so that compressed air in the compressed air tank can be released to the outside according to a control command, or the outside air is pressurized and then compressed into the compressed air tank, or the compressed helium in the compressed helium tank can be released into a helium cabin, or the helium in the helium cabin is pressurized and then compressed into the compressed helium tank, so that the buoyancy of the helium cabin can be conveniently adjusted according to different loads or different flight states of the aircraft, the matching of the buoyancy and the loads is realized, and light gas can be compressed and recovered at any stage (take-off, cruise and landing) of the aircraft, so that the buoyancy of the aircraft can be effectively adjusted in a large range.
In addition, because the compressed air in the compressed air tank is released to the outside when the gas needs to be discharged to the outside, and expensive helium gas does not need to be released into the atmosphere, the cost of the system is greatly reduced, so that the commercial application of the aircraft becomes sustainable.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like made within the spirit and principle of the present invention should be included in the scope of the present invention.
Claims (7)
1. An aircraft, characterized in that it comprises: the device comprises a helium cabin, a load cabin, two-direction steering engines, a landing support, at least two rotor boosters and a buoyancy adjusting device;
the plurality of rotor boosters are respectively and symmetrically arranged at two sides of the helium cabin;
the load chamber is arranged at the bottom of the helium chamber, or at the front end of the helium chamber, or at the rear end of the helium chamber;
the two direction steering engines are respectively and symmetrically arranged at the top of the helium cabin;
the landing supports are arranged on two sides of the bottom of the helium tank;
the buoyancy adjusting device includes: a compressed air tank, a compressed helium tank, a gas compression/turbine system, and a controller;
the compressed air tank and the compressed helium tank are arranged in the helium cabin;
the compressed air tank is used for storing compressed air;
the compressed helium tank is used for storing compressed helium;
the gas compression/turbine system includes: an air compression/turbine unit and a helium compression/turbine unit;
one end of the air compression/turbine device is connected with the compressed air tank, and the other end of the air compression/turbine device is communicated with the outside;
one end of the helium compression/turbine device is connected with the compressed helium tank, and the other end of the helium compression/turbine device is communicated with the helium cabin;
the controller is used for sending control instructions to the air compression/turbine device and the helium compression/turbine device;
the air compression/turbine device is used for releasing the compressed air in the compressed air tank to the outside according to the control instruction, or compressing the outside air into the compressed air tank after boosting the outside air according to the control instruction;
and the helium gas compression/turbine device is used for releasing the compressed helium gas in the compressed helium tank into the helium cabin according to a control instruction, or compressing the helium gas in the helium cabin into the compressed helium tank after being pressurized according to the control instruction.
2. The aircraft of claim 1, wherein:
the air high-pressure air inlet and the air high-pressure air outlet of the compressed air tank are respectively connected with one end of the air compression/turbine device through pipelines; the other end of the air compression/turbine device is respectively communicated with the outside through an air low-pressure air inlet, an air low-pressure air outlet and a pipeline;
a helium high-pressure air outlet and a helium high-pressure air inlet of the compressed helium tank are respectively connected with one end of the helium compression/turbine device through pipelines; the other end of the helium compression/turbine device is respectively communicated with the helium cabin through a helium low-pressure exhaust port, a helium low-pressure air inlet and a pipeline;
and the air high-pressure air inlet, the air high-pressure air outlet, the air low-pressure air inlet, the air low-pressure air outlet, the helium high-pressure air inlet, the helium low-pressure air outlet and the helium low-pressure air inlet are all provided with stop valves.
3. The aircraft of claim 1 or 2, wherein said air compression/turbine and helium compression/turbine each comprise: an energy storage unit, a motor/generator, a first energy reversible converter and a second energy reversible converter;
the energy storage unit is used for supplying power to the motor/generator or storing electric energy;
the motor/generator is used as a motor when gas is compressed, and electric energy is converted into mechanical energy; or the gas is used as a generator when being subjected to turbine, and mechanical energy is converted into electric energy;
the first energy reversible converter is used for realizing conversion between mechanical energy and gas dynamic energy;
the second energy reversible converter is used for realizing conversion between gas kinetic energy and gas potential energy.
4. The aircraft of claim 3, wherein:
the first energy reversible converter and the second energy reversible converter are radial compressors or axial compressors.
5. The aircraft of claim 4, wherein:
the maximum pressure used by the second energy reversible converter is 7.25 atmospheres.
6. The aircraft of claim 1, wherein:
the gas compression/turbine system is arranged in the helium cabin or the load cabin;
the controller may be disposed in the load compartment.
7. The aircraft of claim 1, wherein the helium tank comprises: a truss structure and a lightweight membrane structure;
the truss structure is in a cage shape and comprises a longitudinal annular structure, a plurality of transverse annular structures and a plurality of fixed nodes;
the longitudinal ring structure and the transverse ring structure are used for supporting the helium tank;
the fixed node is used for connecting and fixing with a component in an aircraft;
the lightweight membrane structure is coated outside the truss structure to form an airtight space of the helium cabin, and the airtight space is used for sealing helium in the helium cabin.
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| CN201811423134.9A CN111216867A (en) | 2018-11-27 | 2018-11-27 | Aircraft |
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| CN201811423134.9A CN111216867A (en) | 2018-11-27 | 2018-11-27 | Aircraft |
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| CN111216867A true CN111216867A (en) | 2020-06-02 |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN112660366A (en) * | 2020-12-24 | 2021-04-16 | 重庆工程职业技术学院 | Unmanned aerial vehicle survey and drawing flight stable control device |
| CN114148502A (en) * | 2021-12-03 | 2022-03-08 | 中国特种飞行器研究所 | Four-rotor aircraft based on floating platform |
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