CN111498102A - Aircraft with a flight control device - Google Patents
Aircraft with a flight control device Download PDFInfo
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- CN111498102A CN111498102A CN202010313147.1A CN202010313147A CN111498102A CN 111498102 A CN111498102 A CN 111498102A CN 202010313147 A CN202010313147 A CN 202010313147A CN 111498102 A CN111498102 A CN 111498102A
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- aircraft
- lifting rotor
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- rotor
- lifting
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/22—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft
- B64C27/26—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft characterised by provision of fixed wings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/52—Tilting of rotor bodily relative to fuselage
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/82—Rotorcraft; Rotors peculiar thereto characterised by the provision of an auxiliary rotor or fluid-jet device for counter-balancing lifting rotor torque or changing direction of rotorcraft
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C5/00—Stabilising surfaces
- B64C5/06—Fins
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C9/00—Adjustable control surfaces or members, e.g. rudders
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/82—Rotorcraft; Rotors peculiar thereto characterised by the provision of an auxiliary rotor or fluid-jet device for counter-balancing lifting rotor torque or changing direction of rotorcraft
- B64C2027/8236—Rotorcraft; Rotors peculiar thereto characterised by the provision of an auxiliary rotor or fluid-jet device for counter-balancing lifting rotor torque or changing direction of rotorcraft including pusher propellers
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- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
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Abstract
The invention relates to the technical field of aircrafts, and provides an aircraft. The aircraft comprises: wings are respectively arranged on two sides of the fuselage; the lifting rotor wing can be rotatably arranged on the machine body and can adjust the total pitch and the attack angle of the paddle disk; the propulsion propellers are respectively arranged on the wings; the lifting rotor and the propeller enable the aircraft to take off in a hover takeoff mode, a jump takeoff mode or a roll takeoff mode. Because the fuselage is provided with the lift rotor, is provided with the propulsion screw on the wing, consequently, lift rotor, wing and propulsion screw mutually support, can make this aircraft possess multiple modes of taking off such as the mode of taking off of hovering, the mode of taking off of jumping or the mode of taking off of running, in the in-service use, the driver can select different modes of taking off according to the surrounding environment to the convenience that this aircraft took off has been promoted.
Description
Technical Field
The invention relates to the technical field of aircrafts, in particular to an aircraft.
Background
Along with the improvement of living standard of people, the number of automobiles is gradually increased, the annual growth rate of the motor vehicle reserves exceeds 10%, the annual growth rate of roads is kept at 2-3 percentage points, traffic jam becomes a main problem facing urban development, and the traveling efficiency and the living quality of people are seriously influenced.
The popularization of the future automatic driving and intelligent networking technology can relieve traffic jam to a certain extent by improving the passenger carrying rate of motor vehicles and reducing the reserved quantity of the motor vehicles, but the ground roads are one-dimensional, the sky is three-dimensional, and the development of intelligent three-dimensional traffic is another important way for solving the future travel. The urban aircraft can make full use of a low-altitude airspace, provides a new quick trip mode on the basis of the existing traffic system, and improves trip efficiency.
Disclosure of Invention
In view of this, the present invention is directed to an aircraft, which can take off in different environments, and improves taking off convenience.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
an aircraft, the aircraft comprising: the airplane comprises a fuselage, wherein wings are arranged on two sides of the fuselage respectively; the lifting rotor wing can be rotatably arranged on the machine body and can adjust the total pitch and the attack angle of a paddle disk; the propulsion propellers are respectively arranged on the wings; wherein the lifting rotor and the propeller enable the aircraft to take off in a hover take-off mode, a jump take-off mode, or a roll-off mode.
In the technical scheme, the lifting rotor wings are arranged on the aircraft body, the propelling propellers are arranged on the wings, and the lifting rotor wings and the propelling propellers are matched with each other, so that the aircraft can have various takeoff modes such as a hovering takeoff mode, a jumping takeoff mode or a running takeoff mode.
Further, the aircraft can take off from a fixed point in the hovering and jumping takeoff modes.
Further, when taking off in the hovering and taking-off mode, the lifting rotor and the propelling propellers are started simultaneously in a zero-lift total distance state to obtain real-time reactive torque generated by the lifting rotor driven, when the lifting rotor reaches the taking-off rotating speed, the total distance of the lifting rotor is lifted to increase lift force until the body lifts off the ground, and the total distances of the propelling propellers on two sides of the body are adjusted according to the real-time reactive torque to generate thrust with the same magnitude and opposite directions so as to offset the real-time reactive torque.
Furthermore, in the ascending process, according to the speed and the acceleration of the height direction, the total distance of the lifting rotor wings is adjusted in real time so as to adjust the pulling force of the aircraft in the vertical direction, the rotating speed of the lifting rotor wings is maintained unchanged, the airframe ascends at a constant speed, and when the airframe ascends to a specified height, the total distance of the lifting rotor wings is adjusted so that the speed of the height direction is reduced to zero.
Further, real-time reaction torque is obtained through calculation according to the power and the rotating speed of the lifting rotor wing, or is directly measured through a torque sensor of the lifting rotor wing.
In addition, when the aircraft takes off in the jumping takeoff mode, the lifting rotor wing is started and the propelling propeller is started in a zero-lift total distance state, when the lifting rotor wing reaches a preset takeoff rotating speed, the driving force of the lifting rotor wing is disconnected in a clutch mode, the total distance of the lifting rotor wing is increased, the aircraft body is lifted off the ground, and meanwhile, the total distance of the propelling propeller is increased, so that the aircraft obtains the speed in the advancing direction.
Further, the speed and the acceleration of the aircraft in the vertical direction are monitored, and if the speed and the acceleration in the vertical direction are smaller than preset values, the attack angle of a paddle disc of the lifting rotor wing is increased, so that the air flow passing through the paddle disc is increased, and the lifting rotor wing keeps a preset rotating speed and a preset lifting force.
In addition, when taking off in the running takeoff mode, starting the lifting rotor wing and starting the propelling propeller in a zero-lift total pitch state, and when the lifting rotor wing reaches a preset pre-rotation speed, clutching and disconnecting the driving force of the lifting rotor wing, increasing the total pitch of the propelling propeller and increasing the total pitch of the lifting rotor wing to enable the aircraft to run on the ground in an accelerated manner; and when the lifting rotor wing reaches a preset takeoff rotating speed, increasing the paddle disk attack angle of the lifting rotor wing to enable the aircraft to lift off the ground, continuously maintaining the thrust of the propulsion propeller to obtain the forward flight speed after the aircraft lifts off the ground, and continuously adjusting the paddle disk attack angle of the lifting rotor wing until the aircraft climbs to a preset height.
Further, during the process that the aircraft runs on the ground in an accelerated mode, the attack angle of a paddle disc of the lifting rotor wing is adjusted to guide airflow to pass through the paddle disc from bottom to top so as to drive the lifting rotor wing to continue accelerating.
Further, the real-time reaction torque generated when the lifting rotor is driven to rotate is balanced by the friction force of the ground before the aircraft lifts off the ground.
Additional features and advantages of the invention will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate an embodiment of the invention and, together with the description, serve to explain the invention and not to limit the invention.
In the drawings:
fig. 1 is a schematic perspective view of an aircraft according to an embodiment of the invention;
FIG. 2 is a schematic illustration of an aircraft taking off in a hover takeoff mode in accordance with an embodiment of the present invention;
FIG. 3 is a schematic illustration of an aircraft in a takeoff mode of the invention according to an embodiment of the invention;
FIG. 4 is a schematic illustration of an aircraft taking off in a roll-off takeoff mode in accordance with an embodiment of the present invention;
fig. 5 is a schematic view of the direction of rotation of a propulsion propeller of an aircraft according to an embodiment of the invention.
Description of reference numerals:
1-fuselage, 2-wing, 3-lifting rotor, 4-propulsion propeller, 5-rotor counterweight, 6-aileron, 7-vertical tail wing, 8-transverse tail wing, 9-rudder, 10-elevator and 11-landing gear unit.
Detailed Description
In addition, the embodiments of the present invention and the features of the embodiments may be combined with each other without conflict.
The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.
Referring to fig. 1-4, the aircraft provided by the invention comprises a fuselage 1, a lifting rotor 3 and propeller propellers 4, wherein wings 2 are respectively arranged on two sides of the fuselage 1, the lifting rotor 3 is rotatably arranged on the fuselage 1, the lifting rotor 3 can adjust the total pitch and the attack angle of a propeller disc, and the propeller propellers 4 are respectively arranged on the wings 2; wherein the lifting rotor 3 and the propeller 4 enable the aircraft to take off in a hover takeoff mode, a jump takeoff mode or a roll takeoff mode.
The rotating plane where the lifting rotor wing 3 is located is a paddle disk, the included angle between the paddle disk and the horizontal plane can be adjusted, namely the paddle disk can be inclined towards all directions, for example, the adjustment of the paddle disk plane of the lifting rotor wing 3 can be realized through the existing automatic inclinator device, the paddle disk attack angle is the included angle between the paddle disk and the advancing direction, and the adjustment of the paddle disk attack angle and the adjustment of the forward inclination and backward inclination of the paddle disk are realized;
the collective pitch, also called the collective pitch angle, is the included angle of the rotor blade relative to the rotation plane, and the zero-lift collective pitch is that under the setting of the collective pitch, the pulling force generated by the rotation of the lifting rotor 3 and the thrust propeller 4 is zero or very small and can be ignored.
In the technical scheme, because the fuselage is provided with the lift rotor 3, the wings 2 are provided with the propulsion propellers 4, and the lift rotor 3 and the propulsion propellers 4 are mutually matched, the aircraft can have multiple takeoff modes such as a hovering takeoff mode, a jumping takeoff mode or a running takeoff mode, and in actual use, a driver can select different takeoff modes according to the surrounding environment, so that the takeoff convenience of the aircraft is improved.
The propeller propellers 4 are symmetrically arranged on the wing 2, in the embodiment shown in fig. 1, the propeller propellers 4 are four and distributed from side to side, and the propeller propellers 4 are used for providing forward thrust and balancing the reaction torque generated when the lifting rotor 3 is driven.
The propulsion propellers 4 are symmetrically distributed on both sides of the fuselage 1. The propulsion propeller 4 can be operated with a large stroke, i.e. the collective pitch of the propulsion propeller 4 can be varied in a large range. The collective pitch, also called collective pitch angle, is the angle of inclination of the blade to the plane of rotation. In one embodiment, the propulsion propellers 4 are arranged symmetrically on both sides of the fuselage 1, as long as an even number is chosen, preferably the propulsion propellers 4 are arranged at the ends of the wings 2. I.e. if two propulsion propellers 4 are provided, the propulsion propellers 4 are preferably arranged at the ends of the wing 2, respectively. In the embodiment shown in fig. 1, four propulsion propellers 4 are present. The arrangement of the propulsion propellers 4 at the far ends of the wings 2 as far as possible can increase the moment arm of the acting force of the propulsion propellers with respect to the center of gravity of the fuselage 1, thereby improving the balance efficiency of the propulsion propellers 4 when balancing the torque generated by the lifting rotor 3 to the fuselage when being driven and the course control.
In addition, as shown in fig. 1, the tip of the lifting rotor 3 of the aircraft may be provided with a rotor counterweight 5 to optimize the moment of inertia of the lifting rotor. In addition, the tail part of the fuselage 1 can be provided with a T-shaped empennage, the T-shaped empennage comprises a vertical empennage 7 and a transverse empennage 8, the vertical empennage 7 is provided with a rudder 9 capable of deflecting left and right, under the condition of forward flying speed, the rudder 9 can provide partial heading control moment, namely, the heading is controlled through the deflection of the rudder 9, the transverse empennage 8 is provided with an elevator 10 capable of deflecting up and down, the wing 2 is provided with an aileron 6 capable of deflecting up and down, and the aileron 6 and the elevator 10 provide partial attitude adjustment control moment. In addition, the fuselage 1 is provided with a landing gear unit 11 to meet ground maneuvering and to absorb impacts encountered during landing.
When the aircraft takes off, the aircraft can take off within a short distance of forward taxiing if allowed by the surrounding takeoff field. If the surrounding takeoff field is small and is not beneficial to the forward gliding of the aircraft for a short distance, the aircraft can take off from a fixed point in the hovering takeoff mode and the jumping takeoff mode, for example, as shown in fig. 2 and 3, the aircraft keeps the fixed point and does not glide forwards before the aircraft leaves the ground, and therefore the takeoff application range of the aircraft can be effectively improved.
The aircraft of the invention can have various takeoff control (operation) logics when taking off in a hovering takeoff mode, but it is understood that no matter which takeoff control logic is adopted, the aircraft can only realize hovering takeoff. For example, in one embodiment, when the aircraft takes off in a hovering takeoff manner, the lifting rotor 3 and the propeller 4 are simultaneously started in a state of zero total lift distance, when the lifting rotor 3 reaches a takeoff rotation speed, a real-time reactive torque generated by driving the lifting rotor 3 is acquired, the total distance of the lifting rotor 3 is lifted to increase a lift force until the aircraft body lifts off the ground, and the total distances of the propeller 4 on two sides of the aircraft body are adjusted according to the real-time reactive torque to generate thrust forces with the same magnitude and opposite directions so as to offset the real-time reactive torque. The collective pitch is also called the collective pitch angle, which is the angle of inclination between the blade and the plane of rotation.
In addition, in the ascending process, according to the speed and the acceleration in the height direction, the total distance of the lifting rotor wings 3 is adjusted in real time to adjust the pulling force of the aircraft in the vertical direction, the rotating speed is maintained to be basically unchanged, the aircraft body ascends at a constant speed, and when the aircraft ascends to a specified height, the total distance of the lifting rotor wings 3 is adjusted to reduce the speed in the height direction to zero, so that the aircraft can finish hovering and taking off.
In addition, the real-time reactive torque of the lifting rotor 3 can be obtained in various ways, for example, the real-time reactive torque can be calculated according to the power and the rotating speed of the lifting rotor 3, or can be directly measured by a torque sensor of the lifting rotor 3.
In one embodiment of the hover takeoff mode, lift rotor 3 and propeller 4 are first adjusted so that lift rotor 3 and propeller are each located at a zero total lift distance. The zero-lift collective pitch means that the lifting rotor and the propulsion propeller rotate in the state of the collective pitch, and no tension or little tension is generated. The brake of the aircraft is stepped on, the driving device of the lifting rotor 3 is started to drive the lifting rotor 3 to prerotate to a first rotating speed (takeoff rotating speed), and meanwhile, the driving devices of the propulsion propellers 4 at two sides of the wing 2 are started to drive the propulsion propellers 4 to rotate. The takeoff speed depends on the takeoff weight of the aircraft and the specific parameters of the lifting rotor 3, and the reaction torque generated by the lifting rotor can be balanced by using the ground friction force because the aircraft is on the ground at the moment. When speed sensor measures and learns that lift rotor 3 reaches the rotational speed of anticipating, promote lift rotor 3's total distance gradually, the lift that makes lift rotor 3 provide increases gradually, until the lift is enough to balance complete machine self gravity, make the aircraft rise to the ground, at this in-process, according to lift rotor 3's power, information such as rotational speed can calculate and obtain or directly obtain the real-time reaction torque that lift rotor 3 was driven to produce under the current state through lift rotor 3's torque sensor directly, according to the size preliminary adjustment of real-time reaction torque and impel the total distance of screw 4, it is the same to make both sides propulsion screw produce the size about the wing, real-time reaction torque is offset to the thrust of opposite direction. Because of the ground effect when the aircraft is closer to the ground, the power required to ascend at lower altitudes is lower than the power required to ascend at higher altitudes. In the ascending process, the total distance of the lifting rotor wings 3 needs to be adjusted in real time according to the measured speed and acceleration in the height direction, the rotating speed is maintained to be basically unchanged, and the airplane ascends at a constant speed. With the adjustment of the total pitch of the lifting rotor 3, the reaction torque acting on the fuselage can also be changed, and the whole machine can be kept in a balanced state by adjusting the total pitch of the left and right propelling propellers 4 of the wing. When the measured height reaches the designated height, the total distance of the lifting rotor wings 3 is adjusted to reduce the speed in the height direction to zero, the height is kept at the designated height, and the hovering and taking-off task is completed.
The aircraft of the invention can have various takeoff control (operation) logics when taking off in a jump takeoff mode, but it is understood that no matter which takeoff control logic is adopted, the aircraft can only realize the jump takeoff. For example, in one embodiment, as shown in fig. 3, during takeoff in a jump takeoff mode, in a zero-lift collective state, lift rotor 3 is activated and propulsion propeller 4 is activated, and when lift rotor 3 reaches a predetermined takeoff speed, the clutch disconnects the driving force of lift rotor 3 and increases the collective pitch of lift rotor 3 to lift the fuselage off the ground, while increasing the collective pitch of propulsion propeller 4 to obtain a forward speed for the aircraft.
In addition, in the process of takeoff jumping, the speed and the acceleration of the aircraft in the vertical direction can be monitored, and if the speed and the acceleration in the vertical direction are smaller than preset values, the attack angle of a paddle disk of the lifting rotor 3 is increased, so that the air flow passing through the paddle disk is increased, and the lifting rotor 3 keeps a preset rotating speed and a preset lifting force.
In one embodiment of the takeoff jump mode, during takeoff jump, the lifting rotor 3 and the propeller 4 are first adjusted to be located at a position with zero total lift distance, then the driving device of the lifting rotor 3 is started to drive the lifting rotor 3 to prerotate, and the driving device of the propeller 4 is started to drive the propeller 4 to rotate, so that the aircraft is on the ground, and therefore the reaction torque generated by driving the lifting rotor 3 can be offset by using the ground friction force. When the rotating speed sensor measures that the lifting rotor wing 3 reaches the expected takeoff rotating speed, the clutch of the driving device of the lifting rotor wing 3 is disconnected, the total distance of the lifting rotor wing 3 is rapidly increased to enable the aircraft to jump off the ground, and meanwhile, the accelerator (total distance) of the propulsion propeller 4 is adjusted to be maximum, so that the aircraft obtains the speed in the advancing direction. In the jumping flight process, the speed and the acceleration of the aircraft in the vertical direction can be monitored in real time, if the speed and the acceleration in the vertical direction are smaller than preset values, the attack angle of a paddle disk of the lifting rotor wing 3 is increased, the air flow flowing through the paddle disk is increased, so that the lifting rotor wing 3 keeps necessary rotating speed and lifting force, and the lifting rotor wing 3 is driven to rotate when the air flow flows through the backward-inclined lifting rotor wing 3. And simultaneously, monitoring the speed of the airplane in the horizontal direction, and if the speed in the horizontal direction reaches the minimum level flight speed of the autorotation gyroplane state and the rotation degree of the lifting rotor wing 3 measured by the rotation speed sensor reaches the minimum level flight rotation speed, keeping the airplane in the current state level flight, and finishing the jump flight process.
The aircraft of the invention can have various takeoff control (operation) logics when taking off in a running takeoff mode, but it is understood that no matter which takeoff control logic is adopted, the running takeoff of the aircraft can be realized. For example, in one embodiment, as shown in fig. 4, during takeoff in a running takeoff mode, in a zero-lift total pitch state, lifting rotor 3 is started and propulsion propeller 4 is started, when lifting rotor 3 reaches a predetermined pre-rotation speed, the clutch disconnects the driving force of lifting rotor 3, simultaneously increases the total pitch of propulsion propeller 4, and increases the total pitch of lifting rotor 3, so that the aircraft runs on the ground in an accelerated manner; when the lifting rotor wing 3 reaches the preset takeoff rotating speed, the paddle disk attack angle of the lifting rotor wing 3 is increased, the aircraft is lifted off the ground, the thrust of the propeller 4 is continuously kept after the aircraft is lifted off the ground to obtain the forward flight speed, and the paddle disk attack angle of the lifting rotor wing 3 is continuously adjusted until the aircraft climbs to the preset height.
In addition, during the process that the aircraft is on the ground and is run with higher speed, the paddle wheel attack angle of the lifting rotor wing 3 is adjusted to guide the airflow to pass through the paddle wheel from bottom to top so as to drive the lifting rotor wing 3 to continue to accelerate, so that the lift force of the aircraft flying off the ground is improved, and the aircraft can take off more quickly.
In one particular embodiment of the roll-off mode, roll-off is divided into three main phases:
1. ground prerotation stage: firstly, under the ground braking state of the aircraft, a pilot or a controller adjusts the lifting rotor 3 and the propulsion propeller 4 to be positioned at the position of zero total lift distance, then a driving device of the lifting rotor 3 is started to drive the lifting rotor 3 to prerotate, and a driving device of the propulsion propeller 4 is started to drive the propulsion propeller 4 to rotate, so that the aircraft is on the ground, and the reaction torque generated by the lifting rotor 3 can be driven in a balanced manner by using the ground friction force.
2. And (3) a running acceleration stage: when speed sensor measures and learns that lift rotor 3 reaches the prerotation speed of expectation, make lift rotor 3 drive arrangement's clutch disconnection, loosen the brake simultaneously, the throttle (collective pitch) that will impel screw 4 is transferred to the biggest to increase lift rotor 3 collective pitch rapidly, make the aircraft accelerate rapidly on the ground, adjust lift rotor 3's oar dish incidence at the acceleration skating in-process and make the air current from the bottom up through the oar dish, because the effect of coming flow, lift rotor 3 continues to accelerate.
3. And (3) flying off the ground: along with the increase of incoming flow speed, speed sensor measures and learns that lift rotor 3 reaches the rotational speed of expecting taking off, increases lift rotor 3's oar dish incidence, makes the aircraft liftoff, continues to keep advancing 4 thrust of screw in order to acquire preceding flight speed after liftoff, constantly adjusts the oar dish incidence, maintains the complete machine gesture, waits that the complete machine climbs to expect the height, and the aircraft flies with rotation gyroplane steady state, takes off the end.
The autorotation rotorcraft state is the lowest forward flight speed state of the lifting rotor 3, at the moment, the attack angle of the paddle disk is adjusted to the maximum state, and the airflow passes through the paddle disk from bottom to top to maintain the rotating speed of the lifting rotor 3. At this time, because the forward flight is low, the lifting rotor 3 provides most of lift force, and in this state, the rotating speed of the lifting rotor 3 is lower than that of a helicopter mode, and the adjustment of the rotating speed and the pulling force is realized by adjusting the attack angle of a paddle disk. The forward thrust of the whole machine is provided by a propulsion propeller 4. At the moment, the pitching and rolling attitudes of the whole machine are controlled mainly by adjusting the included angle between the paddle disk and the horizontal plane; heading control is mainly achieved by rudder 9 deflection at the tail of the fuselage and/or thrust differential of the propulsion propeller 4.
In addition, in either takeoff mode, the real-time reactive torque generated by the rotation of the lifting rotor can be balanced by the propeller before the aircraft lifts off the ground, or by the friction of the ground before the aircraft lifts off the ground.
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 that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (10)
1. An aircraft, characterized in that it comprises:
the airplane comprises a fuselage (1), wherein wings (2) are respectively arranged on two sides of the fuselage (1);
the lifting rotor wing (3) is rotatably arranged on the fuselage (1) and can adjust the total pitch and the attack angle of a paddle disk;
the propulsion propellers (4), the propulsion propellers (4) are respectively arranged on the wings (2);
wherein the lifting rotor (3) and the propeller (4) enable the aircraft to take off in a hover takeoff mode, a jump takeoff mode or a roll takeoff mode.
2. The aircraft of claim 1, wherein the aircraft is capable of takeoff from a fixed point during the hover takeoff mode and the jump takeoff mode.
3. The aircraft of claim 1, characterized in that, during takeoff in the hover takeoff mode, the lifting rotor (3) and the propulsion propellers (4) are simultaneously started in a state of zero total lift distance, real-time reactive torque generated by the driving of the lifting rotor (3) is obtained, when the lifting rotor (3) reaches a takeoff speed, the total lift distance of the lifting rotor (3) is increased to increase lift force until the fuselage rises from the ground, and the total distances of the propulsion propellers (4) on both sides of the fuselage are adjusted according to the real-time reactive torque to generate thrust forces with the same magnitude and opposite directions to offset the real-time reactive torque.
4. The aircraft according to claim 3, characterized in that during ascent, the collective pitch of the lifting rotors (3) is adjusted in real time to adjust the vertical pulling force of the aircraft and maintain the rotation speed substantially constant, so that the fuselage is raised at a constant speed, and when the fuselage is raised to a given altitude, the collective pitch of the lifting rotors (3) is adjusted so that the altitude speed is reduced to zero.
5. The aircraft according to claim 3 or 4, characterized in that the real-time reaction torque is calculated from the power and the rotation speed of the lifting rotor (3) or is measured directly by a torque sensor of the lifting rotor (3).
6. The aircraft according to claim 1, characterized in that, during takeoff in said jump takeoff mode, in the zero-lift collective pitch regime, said lifting rotor (3) is activated and said propulsion propeller (4) is activated, and when said lifting rotor (3) reaches a predetermined takeoff speed, the clutch disconnects the driving force of said lifting rotor (3) and increases the collective pitch of said lifting rotor (3) to lift the fuselage off the ground, while increasing the collective pitch of said propulsion propeller (4) to obtain a forward speed of said aircraft.
7. The aircraft of claim 6, characterized in that the speed and acceleration of the aircraft in the vertical direction are monitored, and if the speed and acceleration in the vertical direction are less than a preset value, the angle of attack of the paddle disk of the lifting rotor (3) is increased, so that the air flow passing through the paddle disk is increased, so as to maintain the predetermined rotation speed and lift of the lifting rotor (3).
8. The aircraft according to claim 1, characterized in that, during takeoff in said roll-off takeoff mode, in a zero-lift collective pitch condition, said lifting rotor (3) is activated and said propulsion propeller (4) is activated, when said lifting rotor (3) reaches a predetermined pre-rotation speed, the clutch disconnects the driving force of said lifting rotor (3) while increasing the collective pitch of said propulsion propeller (4) and increasing the collective pitch of said lifting rotor (3) to accelerate the rolling of said aircraft on the ground;
when the lifting rotor wing (3) reaches a preset takeoff rotating speed, increasing the paddle disk attack angle of the lifting rotor wing (3) to enable the aircraft to lift off the ground, continuously maintaining the thrust of the propulsion propeller (4) after the aircraft lifts off the ground to obtain the forward flight speed, and continuously adjusting the paddle disk attack angle of the lifting rotor wing until the aircraft climbs to a preset height.
9. The aircraft of claim 8, characterized in that during the accelerated rollout of the aircraft on the ground, the pitch angle of the elevating rotor (3) is adjusted to direct the airflow from bottom to top through the pitch disk to drive the elevating rotor (3) to continue accelerating.
10. The aircraft according to any one of claims 1 to 9, characterized in that the real-time reaction torque generated when driving the rotation of said lifting rotor (3) is balanced by the friction of the ground before the aircraft lifts off the ground.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010313147.1A CN111498102A (en) | 2020-04-20 | 2020-04-20 | Aircraft with a flight control device |
| EP21169254.6A EP3901034A1 (en) | 2020-04-20 | 2021-04-19 | Compound rotor aircraft |
| US17/235,578 US20210323659A1 (en) | 2020-04-20 | 2021-04-20 | Compound rotor aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010313147.1A CN111498102A (en) | 2020-04-20 | 2020-04-20 | Aircraft with a flight control device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN111498102A true CN111498102A (en) | 2020-08-07 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010313147.1A Withdrawn CN111498102A (en) | 2020-04-20 | 2020-04-20 | Aircraft with a flight control device |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN111498102A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112147881A (en) * | 2020-08-25 | 2020-12-29 | 彩虹无人机科技有限公司 | Takeoff control method of unmanned autorotation gyroplane |
| CN113734425A (en) * | 2021-11-05 | 2021-12-03 | 尚良仲毅(沈阳)高新科技有限公司 | Unmanned helicopter and control system thereof |
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| CN114435310A (en) * | 2022-01-27 | 2022-05-06 | 飞的科技(深圳)有限公司 | Automobile maintenance cleaning device convenient to move |
| CN114435310B (en) * | 2022-01-27 | 2023-10-10 | 飞的科技(深圳)有限公司 | Automobile maintenance cleaning equipment convenient to remove |
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