CN111498103A - Aircraft with a flight control device - Google Patents
Aircraft with a flight control device Download PDFInfo
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- CN111498103A CN111498103A CN202010313166.4A CN202010313166A CN111498103A CN 111498103 A CN111498103 A CN 111498103A CN 202010313166 A CN202010313166 A CN 202010313166A CN 111498103 A CN111498103 A CN 111498103A
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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 a vehicle, providing an 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, the total distance of the lifting rotor wing can be adjusted, and the attack angle of a paddle disc of the lifting rotor wing can be adjusted; the propulsion propellers are respectively arranged on the wings; the aircraft can operate in a helicopter hovering state, a composite helicopter state, a composite autorotation rotorcraft state, a fixed wing cruise state, and an autorotation rotorcraft state, respectively. The aircraft provided by the invention can run in various flight states, so that the requirements in various aspects such as vertical take-off and landing, efficient cruising, high-speed flight, safety and the like can be met, more travel choices are provided for users, and the pressure is reduced for ground traffic.
Description
Technical Field
The invention relates to a vehicle, in particular to an aircraft.
Background
With the rapid development of economy, the automobile reserves of the world are rapidly increasing year by year, and particularly, in recent years in China, the number of automobiles is suddenly increased, the annual growth rate of the automobile reserves exceeds 10%, the annual growth rate of roads is kept at 2-3%, traffic jam becomes a chronic disease in cities, and the traveling efficiency and the life 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 development space of ground roads is relatively limited, the sky is three-dimensional, and the development of intelligent three-dimensional traffic is another important way for solving future trips.
Disclosure of Invention
In view of the above, the present invention is directed to an aircraft capable of vertical take-off and landing, efficient cruising, high speed, and safety.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
an aircraft, wherein the aircraft comprises:
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, can be used for adjusting the total distance and can adjust the attack angle of the lifting rotor wing;
the propulsion propellers are respectively arranged on the wings;
the aircraft can operate in a helicopter hovering state, a composite helicopter state, a composite autorotation rotorcraft state, a fixed wing cruise state, and an autorotation rotorcraft state, respectively.
Further, in the helicopter hovering state, the lifting rotor rotates at a first rotating speed, the paddle wheel is kept horizontal to provide lift force in the vertical direction, and the total distance of the propulsion propeller is adjusted according to real-time reactive torque generated by the lifting rotor so as to balance the real-time reactive torque.
Further, in the compound helicopter state, the lifting rotor rotates at a first rotation speed, the paddle wheel tilts forward to provide tension, the total pitch of the propulsion propellers is adjusted according to real-time reactive torque generated by the lifting rotor to balance the real-time reactive torque, the lifting rotor and the wings together provide lift in the vertical direction, and the component of the tension provided by the lifting rotor in the horizontal direction and the propulsion propellers provide forward thrust.
Further, in the state of the compound autorotation rotorcraft, the paddle disk is preliminarily inclined backwards, airflow passes through the paddle disk from bottom to top to drive the lifting rotor to autorotate, the lifting rotor and the wings provide lift force in the vertical direction together, the lift force provided by the wings is increased along with the increase of the forward flying speed, the lift force provided by the lifting rotor is reduced by reducing the total pitch of the lifting rotor and the elevation angle of the paddle disk, and the rotating speed of the lifting rotor is reduced.
Further, in the cruise state of the fixed wing, the total pitch of the lifting rotor wings is adjusted to be zero lift total pitch, the paddle disc is kept in a horizontal state or a state close to the horizontal state, the lifting rotor wings rotate at the lowest rotating speed, the wings provide all lifting force in the vertical direction, and the propelling propellers provide the forward thrust of the whole aircraft.
Further, in the autorotation rotorcraft state, the paddle angle of attack increases to recline, the lift rotor spins by air flow passing through the paddle from bottom to top, and the propulsion propeller rotates to provide forward thrust.
Further, the aircraft may be operated at a maximum flight speed in which the lifting rotor rotates at a minimum rotational speed, the paddle wheel is maintained at a near horizontal position, and the collective pitch of the paddle wheel is maintained at zero lift collective pitch, and the fuselage and the wing are respectively tilted forward.
Further, the fuselage includes anterior and rear portion, the wing with the elevator rotor sets up on the anterior, be provided with the fin on the rear portion, be provided with the elevator that can deflect from top to bottom and the rudder that can deflect from side to side on the fin.
Further, an aileron is arranged on the rear side of the wing, and the aileron is connected to the wing in a pivoting mode through a pivoting shaft along the length direction of the wing.
Further, the bottom of the fuselage is provided with an undercarriage.
Compared with the prior art, the aircraft has the following advantages:
the aircraft provided by the invention can run in various flight states, so that the requirements in various aspects such as vertical take-off and landing, efficient cruising, high-speed flight, safety and the like can be met, more travel choices are provided for users, and the pressure is reduced for ground traffic.
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 perspective view of an aircraft according to an embodiment of the present invention;
FIG. 2 is a schematic structural diagram of an aircraft in a helicopter hovering state according to an embodiment of the present invention;
FIG. 3 is a schematic structural diagram of a hybrid helicopter state aircraft according to an embodiment of the present invention;
FIG. 4 is a schematic structural diagram of a hybrid autogyro state aircraft according to an embodiment of the present invention;
FIG. 5 is a schematic illustration of a fixed-wing cruise aircraft according to an embodiment of the present invention;
FIG. 6 is a schematic structural view of a rotorcraft in a state in accordance with an embodiment of the present invention;
fig. 7 is a schematic structural diagram of an aircraft in a maximum flying speed state according to an embodiment of the present invention.
Description of reference numerals:
10-fuselage, 11-wing, 12-lifting rotor, 13-empennage, 14-propulsion propeller, 15-landing gear, 16-aileron.
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.
The invention provides an aircraft, wherein the aircraft comprises:
the airplane comprises a fuselage 10, wherein wings 11 are respectively arranged on two sides of the fuselage 10;
a lifting rotor 12, wherein the lifting rotor 12 is rotatably arranged on the fuselage 10, the lifting rotor 12 can perform collective pitch adjustment, and the attack angle of a paddle disk of the lifting rotor 12 can be adjusted;
the propulsion propellers 14 are respectively arranged on the wings 11, and the total distance of the propulsion propellers 14 can be adjusted;
the aircraft can operate in a helicopter hovering state, a composite helicopter state, a composite autorotation rotorcraft state, a fixed wing cruise state, and an autorotation rotorcraft state, respectively.
As shown in fig. 1, the fuselage 10 is a main structure of an aircraft, in which a cab is provided, wings 11 are connected to two lateral sides, a lifting rotor 12 is provided at the top, a central axis of the lifting rotor 12 extends substantially in a vertical direction, a rotation plane where the lifting rotor 12 is located is a paddle disk, an included angle between the paddle disk and the horizontal plane can be adjusted, that is, the paddle disk can be inclined in various directions, for example, an existing automatic tilter device can be used to adjust a paddle disk plane of the lifting rotor 12, in particular, a paddle disk attack angle is an included angle between the paddle disk and a forward direction, and an adjustment paddle disk attack angle is adjusted, that is, the paddle disk is adjusted to be tilted forward and backward; the wing 11 is provided with a propeller 14, the axis of rotation of which extends substantially in the fore-aft direction and which provides forward thrust. A motor and an engine may be provided on the fuselage, and the lift rotor 12 may be driven by the motor, the engine, or both. As described below, the rear portion of the body 10 is provided with a tail wing 13, and the tail wing 13 is provided with an elevator which is vertically deflected and a rudder which is laterally deflected.
The aircraft can be operated in a plurality of different flight states, as shown in fig. 2-6, including a helicopter hovering state, a compound helicopter state, a compound autogyro state, a fixed wing cruise state, and an autogyro state, by the cooperation of the wings 11, the lifting rotors 12, and the propeller propellers 14.
Specifically, in the helicopter hovering state, the lifting rotor 12 rotates at a first rotation speed, the paddle wheel is kept horizontal to provide lift in a vertical direction, and the collective pitch of the propulsion propellers 14 is adjusted according to the real-time reactive torque generated by the lifting rotor 12 to balance the real-time reactive torque. This state is typical of a helicopter hovering state, where the lift rotor 12 is at a high collective pitch, driven by a motor or an engine or both to maintain a first speed state. The collective pitch, also called collective pitch angle, is the included angle of the rotor blade relative to the rotating plane; the first rotating speed, also called takeoff rotating speed or hovering rotating speed, is the rotating speed of the whole aircraft during takeoff and suspension, and the rotating speed is relatively high and is determined by the size of the whole aircraft and the comprehensive parameters of the rotor, such as 300 revolutions per minute. The rotor disk of the lifting rotor 12 is kept horizontal, providing all lift in the vertical direction, and the reaction torque generated by driving the lifting rotor 12 is balanced by adjusting the collective pitch of the left and right propulsion propellers 14. At the moment, the pitching and rolling attitude control of the whole machine is realized by adjusting the attack angle of a paddle disk, and the course control is realized by adjusting the total distance of the left and right propelling propellers 14, namely the thrust.
Specifically, in the compound helicopter state, the lifting rotor 12 rotates at a first rotation speed, the paddle wheel tilts forward to provide a pulling force, the collective pitch of the propulsion propellers 14 is adjusted according to the real-time reactive torque generated by the lifting rotor 12 to balance the real-time reactive torque, the lifting rotor 12 and the wings 11 together provide a lifting force in a vertical direction, and the pulling force provided by the lifting rotor 12 has a component in a horizontal direction and the propulsion propellers 14 provide a forward pushing force. This condition occurs when the aircraft initially accelerates and approaches a pre-hover, flight phase at a lower forward flight speed. At this time, the lifting rotor 12 is still driven by the motor or the engine or both to maintain the first rotating speed state, and the paddle disk tilts forward to improve the efficiency of the lifting rotor 12; the reaction torque generated by driving the lifting rotor 12 is balanced by adjusting the collective pitch of the left and right propulsion propellers 14. The lifting rotor 12 and the wing 11 together provide a vertical lift force, and the lifting rotor 12 is gradually partially unloaded as the forward flight speed increases. In this state, the rotation speed of the lifting rotor 12 maintains the first rotation speed state which is the same as the hovering state, and the adjustment of the pulling force of the lifting rotor 12 is realized by adjusting the total distance. The whole machine forward thrust consists of the horizontal component of the pulling force of the lifting rotor wing 12 and the thrust of the propelling propeller 14. At the moment, the pitching and rolling attitude control of the whole aircraft is mainly realized by adjusting the attack angle of a paddle disk, and the ailerons 16 and the elevator provide partial attitude adjustment control moment along with the increase of the forward flying speed; the course control is mainly realized by adjusting the total distance of the left and right propelling propellers 14, and the rudder provides part of course control moment along with the increase of the forward flying speed.
Specifically, in the state of the compound autorotation rotorcraft, the paddle disk is preliminarily tilted backwards, the airflow passes through the paddle disk from bottom to top to drive the lifting rotor 12 to autorotate, the lifting rotor 12 and the wing 11 jointly provide a lift force in the vertical direction, the lift force provided by the wing 11 is increased along with the increase of the forward flying speed, the lift force provided by the lifting rotor 12 is reduced by reducing the total pitch of the lifting rotor 12 and the elevation angle of the paddle disk, and the rotating speed of the lifting rotor 12 is reduced. This condition occurs after the aircraft has acquired a certain forward flight speed, the lifting rotor 12 being actively driven by the drive shaft to a wind-driven spinning condition. At this time, the paddle disk tilts backwards, the airflow passes through the paddle disk from bottom to top, and the lifting rotor wing 12 is driven to rotate by wind and does not generate reactive torque on the whole aircraft any more. The lifting rotor 12 then provides vertical lift together with the wing 11, and the lifting rotor 12 is unloaded further as the forward flight speed increases. In this state, the rotation speed of the lifting rotor 12 is lower than the first rotation speed, and the lifting rotor 12 is unloaded further as the forward speed increases, the rotation speed decreases further, and the magnitude of the pulling force of the lifting rotor 12 can be adjusted by adjusting the collective pitch and the attack angle of the paddle wheel. The overall forward thrust is provided by the propulsion propeller 14. At the moment, the pitching and rolling attitudes of the whole aircraft are controlled by adjusting the attack angle of a paddle disk and the control mode (the ailerons 16 on the wings 11 and the elevator deflect) of the conventional fixed wing aircraft; heading control is mainly achieved by the rudder deflection and/or the differential thrust of the left and right propulsion propellers 14.
Specifically, in the fixed-wing cruise state, the collective pitch of the lifting rotor wings 12 is adjusted to be zero lift collective pitch, the paddle wheel is kept in a horizontal state or a nearly horizontal state, the lifting rotor wings 12 rotate at the lowest rotating speed, the wings 11 provide all lift in the vertical direction, and the propelling propellers 14 provide the whole machine forward thrust. At this time, the whole machine is in the state of the optimal lift-drag ratio. The total distance of the lifting rotor wings 12 is adjusted to be zero-lift total distance; the plane of the paddle disk is also maintained in a nearly horizontal state; and the rotation speed is further reduced to rotate at a state close to the second rotation speed. Because the whole machine flies forward, the stress of the blades of the lifting rotor wing 12 is very complex and is the comprehensive action result of aerodynamic force, frictional force, centrifugal force and the force of the structure resisting the deformation, and the stress conditions of the forward blades and the backward blades are different due to different airflow conditions; the second rotation speed is the lowest rotation speed for maintaining the stable rotation of the rotor, such as 100 rpm, and the rotation speed also changes along with the change of the take-off weight of the whole machine, the forward flying speed and the comprehensive parameters of the lifting rotor 12, and the rotation speed also has numerical floating for the same machine type. At this time, the lifting rotor wing 12 can be maintained in a stable low-speed rotation state by finely adjusting the attack angle of the paddle disc; it is also possible to drive the elevator rotor 12 to maintain a stable rotation state at a low speed (around the second rotation speed) by controlling the motor or engine rotation speed of the elevator rotor 12, and in this case, since the rotation speed is low, the driving torque for maintaining the elevator rotor 12 at a low speed is also low, so that it is not necessary to provide a reaction torque by the difference in thrust of the propeller propellers 14 located on both sides of the fuselage 10, and it is possible to balance with a small deflection of the rudder, for example. The vertical lift is provided entirely by the wing 11; the overall forward thrust is provided by the propulsion propeller 14. At the moment, the pitching and rolling attitude control of the whole aircraft is realized by the airplane adjusting mode (the ailerons 16 and the elevator deflect) of the conventional wings 11; heading control is mainly achieved by the rudder deflection.
Specifically, in the autogyro state, the paddle angle of attack increases to recline, the lift rotor 12 spins with airflow passing through the paddle from bottom to top, and the propulsion propeller 14 rotates to provide forward thrust. This state is not a flight state in a normal mission, and occurs in an emergency state when the aircraft lifting rotor 12 fails in power and cannot fly in the helicopter mode any more, and may be defined as a lowest forward flight speed state in the autorotation state of the lifting rotor 12. At this time, the attack angle of the paddle disc is adjusted to the maximum state, the airflow passes through the paddle disc from bottom to top to maintain the rotating speed of the lifting rotor wing 12, the lifting rotor wing 12 provides most of lift force due to the low forward speed, and in this state, the rotating speed of the lifting rotor wing 12 is lower than that of a helicopter mode, and the rotating speed and the pulling force are adjusted by adjusting the attack angle of the paddle disc. The overall forward thrust is provided by the propulsion propeller 14. At the moment, the pitching and rolling attitude control of the whole machine is mainly realized by adjusting the attack angle of a paddle disk; heading control is mainly achieved by the rudder deflection and/or the differential thrust of the left and right propulsion propellers 14.
Wherein the above-mentioned characteristics of the various flight states are compared as follows:
the hovering state of the helicopter is as follows: when the incoming flow speed is zero or the incoming flow speed is low, the lifting rotor wing 12 is driven by a motor or/and an engine to provide all lift force required by the whole machine, and the lift force provided by the wing 11 is ignored;
compounding helicopter states: in the state of the incoming flow speed, the lifting rotor wing 12 is driven by a motor or/and an engine to provide partial lift force required by the whole machine, and the wing 11 provides residual lift force required by the whole machine;
autorotation rotorcraft state: in the state of the incoming flow speed, the lifting rotor wing 12 rotates to provide all lift force required by the whole machine, and the lift force provided by the wing 11 is ignored;
the state of the composite autorotation rotor wing is as follows: in the state of the incoming flow speed, the lifting rotor wing 12 rotates to provide partial lift force required by the whole machine, and the wing 11 provides residual lift force required by the whole machine;
fixed wing cruise state: in the presence of incoming flow velocity, the lifting rotor 12 is completely unloaded and the wing 11 provides all the lift required by the complete machine.
The following table shows comparative illustrations of the respective flight states (wherein V4> V3> V2> V5> V1).
In addition, the aircraft can be operated in a maximum flight speed state in which the lifting rotor 12 rotates at a minimum rotational speed, the paddle disks remain horizontal, and the collective pitch of the paddle disks remains at zero lift collective pitch (providing almost 0 vertical lift), the fuselage 10 and the wings 11 tilting forward respectively. In this state, the aircraft flies ahead at a flight speed higher than the cruising speed. As shown in fig. 7, the elevator rotor 12 still maintains stable rotation at low speed, the attack angle and the collective pitch of the paddle disk still remain near 0 °, the fuselage 10 and the wings 11 are in a low head state by adjusting the horizontal stabilizer or the elevator (the horizontal wing surface of the empennage 13), and the lift force is maintained unchanged by changing the attack angle of the wings 11 and sacrificing the lift-drag ratio of the whole machine. At the moment, the pitching and rolling attitude control of the whole aircraft is realized by the airplane adjusting mode (the ailerons 16 and the elevator deflect) of the conventional wings 11; heading control is achieved by the rudder deflection.
In addition, the fuselage 10 includes a front portion and a rear portion, the wings 11 and the elevator rotors 12 are disposed on the front portion, the rear portion is provided with an empennage 13, and the empennage 13 is provided with an elevator capable of deflecting up and down and a rudder capable of deflecting left and right. The tail wing 13 is provided with an elevator capable of deflecting up and down and a rudder capable of deflecting left and right, the pitching and rolling attitude control of the whole machine can be realized through the elevator, and the heading of the whole machine can be adjusted through the rudder.
In addition, an aileron 16 is arranged at the rear side of the wing 11, and the aileron 16 is pivotally connected to the wing 11 through a pivot shaft along the length direction of the wing 11. The ailerons 16 can deflect up and down, thereby changing the overall state of the wings 11 and realizing the rolling attitude control of the whole machine.
In addition, the bottom of the fuselage 10 is provided with a landing gear 15. Be provided with the walking wheel on the undercarriage 15 and be located the radome fairing of walking wheel front side, the radome fairing is streamlined structure to reduce the windage.
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 body (10), wherein wings (11) are respectively arranged on two sides of the airplane body (10);
the lifting rotor wing (12), the lifting rotor wing (12) can be rotatably arranged on the fuselage (10), the lifting rotor wing (12) can be used for carrying out total distance adjustment, and the attack angle of a paddle disk of the lifting rotor wing (12) can be adjusted;
-propulsion propellers (14), the propulsion propellers (14) being arranged on the wings (11), respectively;
the aircraft can operate in a helicopter hovering state, a composite helicopter state, a composite autorotation rotorcraft state, a fixed wing cruise state, and an autorotation rotorcraft state, respectively.
2. The aircraft of claim 1, wherein in the helicopter hovering state the elevating rotor (12) rotates at a first speed, the paddle wheel remains horizontal to provide lift in a vertical direction, and the collective pitch of the propulsion propellers (14) is adjusted to balance the real time reactive torque generated by the elevating rotor (12).
3. The aircraft of claim 1, wherein in the compound helicopter state the lifting rotor (12) rotates at a first speed, the paddle wheel tilts forward to provide a pulling force, the collective pitch of the propulsion propellers (14) is adjusted to balance the real time reactive torque according to the real time reactive torque generated by the lifting rotor (12), the lifting rotor (12) and the wing (11) together provide a lift force in a vertical direction, the pulling force provided by the lifting rotor (12) has a component in a horizontal direction and the propulsion propellers (14) provide a forward thrust force.
4. The aircraft of claim 1, wherein in the compound autorotation rotorcraft state, the paddle wheel is initially tilted backwards, airflow passes from bottom to top through the paddle wheel to drive the lifting rotor (12) to autorotate, the lifting rotor (12) and the wing (11) together provide lift in a vertical direction, the lift provided by the wing (11) increases as the forward flight speed increases, the lift provided by the lifting rotor (12) decreases by decreasing the collective pitch of the lifting rotor (12) and the paddle wheel elevation angle, and the rotational speed of the lifting rotor (12) decreases.
5. The aircraft of claim 1, characterized in that in the fixed-wing cruise condition, the collective pitch of the lifting rotors (12) is adjusted to zero lift collective pitch, the rotor disc is kept near horizontal, the lifting rotors (12) rotate at a minimum speed, the wings (11) provide the full lift in the vertical direction, and the propulsion propellers (14) provide the overall forward thrust.
6. The aircraft of claim 1, wherein in the autogyro state the rotor disc angle of attack increases to recline, the lift rotor (12) spins with an airflow passing through the rotor disc from bottom to top, the lift rotor (11) provides lift in all vertical directions, and the propulsion propeller (14) rotates to provide forward thrust.
7. The aircraft of claim 1, characterized in that it is able to operate in a maximum flight speed condition in which the lifting rotor (12) rotates at a minimum rotation speed, the disks remain approximately horizontal and their collective pitch remains zero lift collective pitch, the fuselage (10) and the wings (11) respectively tilting forward.
8. The aircraft of claim 1, characterized in that the fuselage (10) comprises a front part on which the wings (11) and the elevator rotors (12) are arranged and a rear part on which an empennage (13) is arranged, the empennage (13) being provided with elevators capable of deflecting up and down and rudders capable of deflecting left and right.
9. The aircraft of claim 1, characterized in that the rear side of the wing (11) is provided with an aileron (16), which aileron (16) is pivotably connected to the wing (11) by a pivot axis along the length of the wing (11).
10. The aircraft of claim 1, characterized in that the bottom of the fuselage (10) is provided with a landing gear (15).
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010313166.4A CN111498103A (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 |
|---|---|---|---|
| CN202010313166.4A CN111498103A (en) | 2020-04-20 | 2020-04-20 | Aircraft with a flight control device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN111498103A true CN111498103A (en) | 2020-08-07 |
Family
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010313166.4A Withdrawn CN111498103A (en) | 2020-04-20 | 2020-04-20 | Aircraft with a flight control device |
Country Status (1)
| Country | Link |
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| CN (1) | CN111498103A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112373684A (en) * | 2020-12-01 | 2021-02-19 | 飞的科技有限公司 | Aircraft and driving system thereof |
| CN112429247A (en) * | 2020-12-01 | 2021-03-02 | 飞的科技有限公司 | Aircraft with a flight control device |
| CN112429249A (en) * | 2020-12-01 | 2021-03-02 | 飞的科技有限公司 | Aircraft with a flight control device |
| 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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| JP2018052186A (en) * | 2016-09-27 | 2018-04-05 | 国立研究開発法人宇宙航空研究開発機構 | Compound helicopter |
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| CN104477377A (en) * | 2014-12-31 | 2015-04-01 | 北京航空航天大学 | Composite type multi-mode multi-purpose aircraft |
| CN105173070A (en) * | 2015-07-30 | 2015-12-23 | 北京航空航天大学 | Combined coaxial unmanned helicopter |
| JP2018052186A (en) * | 2016-09-27 | 2018-04-05 | 国立研究開発法人宇宙航空研究開発機構 | Compound helicopter |
| CN109466751A (en) * | 2018-12-29 | 2019-03-15 | 河南三和航空工业有限公司 | A kind of helicopter |
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| CN112373684A (en) * | 2020-12-01 | 2021-02-19 | 飞的科技有限公司 | Aircraft and driving system thereof |
| CN112429247A (en) * | 2020-12-01 | 2021-03-02 | 飞的科技有限公司 | Aircraft with a flight control device |
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