CN111498104A

CN111498104A - Aircraft with a flight control device

Info

Publication number: CN111498104A
Application number: CN202010314051.7A
Authority: CN
Inventors: 葛航; 邓丽敏; 邢文彦; 张世隆; 王天宁
Original assignee: Feidi Technology Co ltd
Current assignee: Feidi Technology Co ltd
Priority date: 2020-04-20
Filing date: 2020-04-20
Publication date: 2020-08-07

Abstract

The invention relates to a vehicle, providing an aircraft comprising: the airplane comprises a fuselage, wherein wings are arranged on the left side and the right side 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 be switched among a helicopter hovering state, a composite helicopter state, a composite autorotation gyroplane state, a fixed wing cruising state and an autorotation gyroplane state. The aircraft can run in various flight states and can be switched among the 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 pressure is reduced for ground traffic.

Description

Aircraft with a flight control device

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, fast 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 the left side and the right side of the fuselage respectively;

the lifting rotor wing can be rotatably arranged on the machine body, can perform total distance adjustment and can adjust the attack angle of a paddle disc of the lifting rotor wing;

the propulsion propellers are respectively arranged on the wings, and the total distance of the propulsion propellers can be adjusted;

the aircraft is operable in a helicopter hover state, a compound helicopter state, a compound autogyro state, a fixed wing cruise state, an autogyro state, respectively, and the aircraft is transitionable between the helicopter hover state, the compound helicopter state, the compound autogyro state, the fixed wing cruise state, and the autogyro state.

Further, the aircraft is mutually transitionable between the composite helicopter state and the helicopter hovering state,

in a hovering state of the helicopter, the lifting rotor rotates at a first rotating speed, the paddle wheel is kept horizontal to provide lift force in a vertical direction, and the total distance of the propulsion propeller is adjusted according to real-time reaction torque generated by the lifting rotor so as to balance the real-time reaction torque;

in the compound helicopter state, the lifting rotor rotates at a first rotating speed state, the paddle wheel tilts forward to provide tension, the total pitch of the propulsion propellers is adjusted according to real-time reaction torque generated by the lifting rotor to balance the real-time reaction torque, the lifting rotor and the wings together provide lift in a vertical direction, the component of the tension provided by the lifting rotor in a horizontal direction and the propulsion propellers provide forward thrust;

when the helicopter is switched from a hovering state to a composite helicopter state, the total pitch of the propulsion propellers is increased or the forward tilting of the propeller disc is controlled to obtain the forward flying speed, the lifting rotor wing is always kept in an active driving state, and the reaction torque generated by driving the lifting rotor wing is offset by the thrust difference generated by the total pitch difference of the left propulsion propeller and the right propulsion propeller; along with the increase of the incoming flow speed, the wings start to provide partial lift force and gradually increase, the total distance of the lifting rotor wings is gradually reduced to reduce the pulling force of the lifting rotor wings, and the lifting rotor wings are maintained to rotate in a first rotating speed state all the time;

when the composite helicopter state is converted to the helicopter hovering state, the total pitch of the propulsion propellers is reduced to reduce forward thrust, the forward flying speed of the aircraft is gradually reduced, the lifting rotor wing is always in an actively driving state, and the generated reaction torque is offset by the total pitch difference of the left propulsion propeller and the right propulsion propeller; along with the reduction of the forward flying speed, the lift force generated by the wings is gradually reduced to zero, and the total distance of the lifting rotor wings is gradually increased to improve the pulling force of the lifting rotor wings and enable the lifting rotor wings to be always kept in a first rotating speed state to rotate.

Further, the aircraft is capable of transitioning between the compound helicopter state and the fixed-wing cruise state,

in the cruise state of the fixed wing, the total pitch of the lifting rotor wing is adjusted to be zero lift total pitch, the paddle disc is kept to be close to a horizontal state, the lifting rotor wing rotates at a second rotating speed state, the second rotating speed state is the lowest rotating speed capable of maintaining the stable rotation of the lifting rotor wing, the wing provides all lift force in the vertical direction, and the propulsion propeller provides the forward thrust of the whole aircraft;

wherein, when the composite helicopter is switched to the fixed wing cruise state, the total pitch of the propulsion propellers is increased to increase the forward thrust, or the total pitch of the propulsion propellers is increased and the forward inclination of the blade disc is adjusted to increase the forward thrust, so as to increase the forward flying speed; with the increase of the forward flying speed, the lift force provided by the wings is increased, the lifting rotor wings are gradually unloaded, the total distance of the lifting rotor wings is gradually reduced to zero total distance of lift, the paddle disc is adjusted to be approximately horizontal, and the rotating speed of the lifting rotor wings is reduced from a first rotating speed state to a second rotating speed state;

and wherein, when switching from the fixed-wing cruise state to the compound helicopter state, the collective pitch of the propulsion propellers is reduced to reduce forward thrust to reduce forward flight speed, and at the same time, the lifting rotor is driven to lift from the second speed state to the first speed state; the lift force provided by the wings is gradually reduced along with the gradual reduction of the forward flying speed, and the lift force provided by the lifting rotor is improved by gradually increasing the total distance of the lifting rotor.

Further, the aircraft is capable of transitioning between the compound helicopter state and the compound autogyro state,

in the state of the compound autorotation rotorcraft, the paddle disc tilts backwards initially, airflow passes through the paddle disc from bottom to top to drive the lifting rotor to rotate, the lifting rotor and the wings provide a lifting force in the vertical direction together, and the total distance of the lifting rotor is gradually reduced along with the increase of the forward flying speed;

when the composite helicopter state is converted into the composite autorotation rotorcraft state, the power input of a lifting rotor wing is cut off, the total pitch of the lifting rotor wing is reduced, the total pitch of a propulsion propeller is increased to increase forward thrust to improve and maintain the forward flying speed, the attack angle of a paddle disk is adjusted to enable current to pass through the paddle disk from bottom to top, and the lifting rotor wing is changed into an autorotation state from an active driving state;

when the state of the composite autorotation rotorcraft is converted into the state of the composite helicopter, power is input to the lifting rotor wings, the total distance of the lifting rotor wings is increased, and the rotating speed of the lifting rotor wings is driven to be increased to a first rotating speed state; the aircraft attitude balance is controlled by controlling the gross pitch difference of the left and right propulsion propellers to balance the reaction torque generated when the lifting rotor wing is driven and continuously adjusting the attack angle of the paddle disc.

Further, said aircraft is capable of switching between said fixed-wing cruise state and said compound autogyro state;

when the fixed wing cruise state is converted into the compound autorotation rotorcraft state, the thrust of the propulsion propeller is controlled to be reduced to reduce the flight speed, the total pitch of the lifting rotor wings is increased, the attack angle of the paddle disc is continuously adjusted, incoming flow passes through the paddle disc from bottom to top, the rotating speed of the lifting rotor wings is driven to be gradually increased, the lift force provided by the wings is gradually reduced along with the reduction of the forward flight speed, the lifting rotor wings are gradually loaded, and the lifting rotor wings are always in the autorotation state;

and wherein, when transitioning from said compound autogyro state to said fixed-wing cruise state, increasing said collective pitch of propulsion propellers to increase forward thrust and forward speed, with increasing forward speed increasing the lift provided by said wing increasing and said lifting rotor being unloaded to full unloading; gradually reducing the total pitch of the lifting rotor wing to be zero-lift total pitch, adjusting the paddle disc to be close to the horizontal position, gradually reducing the rotating speed of the lifting rotor wing to be close to the second rotating speed state, and enabling the lifting rotor wing to be in a self-rotating state all the time.

Further, in the autorotation rotorcraft state, the attack angle of the paddle disc is increased to back tilt, the lifting rotor rotates by the airflow passing through the paddle disc from bottom to top to provide all lift required in the vertical direction, and the propelling propeller rotates to provide forward thrust.

Further, the aircraft is transitionable from the helicopter hovering state and the compound helicopter state to the autogyro state, respectively;

when the helicopter is switched from a hovering state to an autorotation rotorcraft state, the power input of a lifting rotor wing is cut off or when the power of the lifting rotor wing fails, the total distance of a propulsion propeller is controlled to increase forward thrust to improve the forward flying speed, meanwhile, the attack angle of a paddle disk is increased and the total distance of the lifting rotor wing is reduced, so that airflow flows through the paddle disk from bottom to top to drive the paddle disk to autorotate, the lifting rotor wing is changed from an active driving state to an autorotation state, and the overall attitude of the helicopter is controlled to be kept by adjusting the attack angle of the paddle disk;

when the composite helicopter state is converted into the autorotation rotorcraft state, the power input of the lifting rotor wing is cut off or when the power of the lifting rotor wing fails, the total distance of the lifting rotor wing is reduced, and the total distance of the propelling propeller is increased to maintain or improve the forward flight speed; adjusting the attack angle of the paddle disc to enable incoming flow to pass through the paddle disc from bottom to top, wherein the lifting rotor wing is changed from an active driving state to a self-rotating state; wherein the attitude of the whole machine is controlled and kept by adjusting the attack angle of the paddle disk.

Further, the aircraft is transitionable between the compound autogyroglider state and the autogyroglider state;

when the state of the composite autorotation rotorcraft is converted into the state of the autorotation rotorcraft, the thrust of a propulsion propeller is reduced to reduce the forward flight speed, the lift force provided by the wings is gradually reduced along with the reduction of the forward flight speed, and the lifting rotor wing is gradually loaded; the pulling force of the lifting rotor wing is controlled by controlling the attack angle and/or the total distance of a paddle disc of the lifting rotor wing, wherein the attack angle of the paddle disc and the total distance of the lifting rotor wing are gradually increased;

and wherein, when switching from said autogyro state to said compound autogyro state, increase and impel the propeller thrust to improve the forward flight speed, with the increase of the forward flight speed, the lift that the said wing provides gradually increases, the said lift rotor is unloaded gradually; the pulling force of the lifting rotor wing is controlled by controlling the attack angle and the total distance of a paddle disk of the lifting rotor wing, wherein the attack angle of the paddle disk and the total distance of the lifting rotor wing are gradually reduced.

Further, the aircraft can vertically ascend and descend to a helicopter hovering state, then is converted into the composite helicopter state, and cruises and flies in the composite helicopter state.

Further, the aircraft can vertically take off and land to a helicopter hovering state, and can perform cruise flight by converting into a composite autorotation rotorcraft state in any one of the following modes:

the aircraft is converted into a composite helicopter state from a helicopter hovering state and then is converted into a composite autorotation gyroplane state from the composite helicopter state so as to carry out cruise flight;

the aircraft is converted into an autorotation gyroplane state from a helicopter hovering state, and then is converted into a composite autorotation gyroplane state from the autorotation gyroplane state so as to carry out cruise flight.

Further, the aircraft can vertically take off and land to a helicopter hovering state, and can perform cruise flight by being converted into a fixed-wing cruise state in any one of the following modes:

the aircraft is converted from a helicopter hovering state to a composite helicopter state, and then the composite helicopter state is converted to a fixed wing cruising state so as to carry out cruising flight;

the aircraft is converted from a helicopter hovering state to a composite helicopter state, then from the composite helicopter state to a composite autorotation gyroplane state, and finally from the composite autorotation gyroplane state to a fixed wing cruising state for cruising flight;

the aircraft is firstly converted into an autorotation gyroplane state from a helicopter hovering state, then is converted into a composite autorotation gyroplane state from the autorotation gyroplane state, and finally is converted into a fixed wing cruising state from the composite autorotation gyroplane state so as to carry out cruising flight.

Compared with the prior art, the aircraft has the following advantages:

the aircraft can run in various flight states and can be switched among the 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 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 representation of an aircraft according to an embodiment of the present invention transitioning between various flight states;

FIG. 8 is a schematic illustration of a transition of an aircraft from a helicopter hovering state to a compound helicopter state in accordance with an embodiment of the present invention;

FIG. 9 is a schematic representation of the transition from a helicopter hovering state to a compound autogyro state of the aircraft in accordance with an embodiment of the present invention;

FIG. 10 is a schematic illustration of the transition of an aircraft from a helicopter hovering state to a fixed wing cruise state in accordance with an embodiment of the present invention;

FIG. 11 is a diagram illustrating the relationship between the different states of the aircraft and the states of the autorotors in accordance with an embodiment of the present invention;

FIG. 12 is a force analysis graph of an aircraft in a helicopter hovering state according to an embodiment of the present invention;

FIG. 13 is a force analysis diagram of an aircraft in a composite helicopter state according to an embodiment of the present invention;

fig. 14 is a force analysis diagram of an aircraft in a compound autogyro state, a fixed wing cruise state, or an autogyro 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 body 10, wherein wings 11 are respectively arranged on the left side and the right side of the airplane body 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;

wherein the aircraft is operable in a helicopter hover state, a compound helicopter state, a compound autogyroplane state, a fixed wing cruise state, an autogyroplane state, and the aircraft is transitionable between the helicopter hover state, the compound helicopter state, the compound autogyroplane state, the fixed wing cruise state, and the autogyroplane 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.

By varying the angle of attack and the speed of rotation of the lifting rotor 12, the aircraft can be made to operate in a number of different flight states, including helicopter hover, compound helicopter, compound autogyro, fixed wing cruise, autogyro, as shown in fig. 2-6.

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. As shown in fig. 2, the paddle wheel 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 propellers 14, and a force diagram in this state is shown with reference to fig. 12. At the moment, the pitching and rolling attitude control of the whole machine is realized by adjusting the included angle between the paddle disk and the horizontal plane, 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 during the initial accelerated flight and before the approach to hover of the aircraft, the 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 reactive torque generated by driving the lift rotor 12 is balanced by adjusting the collective pitch of the left and right propulsion propellers 14 (as shown in figure 13). 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 magnitude of the rotor pulling force 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 included angle between a paddle disk and the horizontal plane, 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 tilts backwards initially, airflow passes through the paddle disk from bottom to top to drive the lifting rotor 12 to rotate, the lifting rotor 12 and the wing 11 provide a lifting force in the vertical direction together, and the rotating speed of the lifting rotor 12 is gradually reduced along with the increase of the forward flying speed. 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.

Specifically, in the fixed-wing cruise state, the collective pitch of the lifting rotor 12 is adjusted to be zero lift collective pitch, the paddle wheel is kept near the horizontal state, the lifting rotor 12 rotates at a second rotation speed state, the second rotation speed state is the lowest rotation speed capable of maintaining the stable rotation of the lifting rotor 12, the wings 11 provide all lift in the vertical direction, and the propulsion propeller 14 provides the whole machine forward thrust. At this time, the whole machine is in the state of the optimal lift-drag ratio. The collective pitch of the lifting rotor wings 12 is adjusted to be zero-lift collective pitch, namely, the lift force generated by the lifting rotor wings 12 can be ignored under the state of the collective pitch; 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, in which case the driving torque for maintaining the elevator rotor 12 at a low speed is also low due to the low rotation speed, 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, as shown in fig. 14. The vertical lift is provided entirely by the wing 11; the overall forward thrust is provided by the propulsion propeller 14. At this time, the pitching and rolling attitude control of the whole aircraft is realized by a conventional fixed wing aircraft adjusting mode (the ailerons 16 and the elevator deflect); heading control is mainly achieved by the rudder deflection.

Specifically, in the autogyro state, the angle of attack of the paddle disk increases to recline, the lift rotor 12 spins by the airflow passing through the paddle disk from bottom to top to provide all of the lift required in the vertical direction, 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 rotor wing, because the forward flying speed is low, the lifting rotor wing 12 provides most of lift force, 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 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 the rudder deflection and/or the thrust difference of the propulsion propeller 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 is a comparative illustration of the respective flight states (wherein the forward flight speed V4> V3> V2> V5> V1).

The following is a description of the transitions between various flight states of the aircraft.

The aircraft is mutually transitionable between the composite helicopter state and the helicopter hovering state.

When the helicopter is switched from a hovering state to a compound helicopter state, the total pitch of the propulsion propellers 14 is increased or the forward tilting of the disc of the lifting rotor 12 is controlled to obtain the forward flying speed, the lifting rotor 12 is always in an active driving state, and the reactive torque generated by driving the lifting rotor 12 is offset by the thrust difference generated by the total pitch difference of the propulsion propellers 14; as the incoming flow rate increases, the collective pitch of the lift rotors 12 is gradually decreased to decrease the pull force of the lift rotors 12 and maintain the lift rotors 12 rotating at the first rotational speed all the time. The basic operation logic is as follows: the pilot or the controller obtains the forward flying speed by increasing the collective pitch of the propulsion propellers 14 or controlling the forward tilting of a propeller disc, and can also simultaneously increase the collective pitch of the propulsion propellers 14 and control the forward tilting of the propeller disc to obtain the forward flying speed; in the process, the lifting rotor wing 12 is always in an active driving state, and the reaction torque generated by driving the lifting rotor wing 12 is offset by the thrust difference generated by the total distance difference of the left and right propelling propellers 14; as the incoming flow rate increases, the lift provided by the wings 11 increases, the lifting rotor 12 is gradually partially unloaded, and the pilot or controller reduces the lifting rotor 12 pull by gradually reducing the collective pitch of the lifting rotor 12 and maintains the lifting rotor 12 rotating about the first rotational speed at all times.

When the composite helicopter state is converted to the helicopter hovering state, the total pitch of the propulsion propellers 14 is reduced to reduce forward thrust, the forward flying speed of the aircraft is gradually reduced, the lifting rotor wing 12 is always in an active driving state, and the generated reaction torque is offset by the total pitch difference of the left propulsion propeller 14 and the right propulsion propeller 14; as the forward flight speed decreases, the collective pitch of the lift rotors 12 is gradually increased to increase the tension of the lift rotors 12 and keep the lift rotors 12 rotating at the first rotation speed all the time. The basic operation logic is as follows: the pilot or the controller reduces the forward thrust by controlling to reduce the total pitch of the propulsion propellers 14 to make the forward thrust smaller than the resistance borne by the aircraft, and the front flying speed of the aircraft is gradually reduced along with the reduction of the thrust; in special cases, when the aircraft needs to rapidly reduce the forward flight speed, the pilot or the controller can decelerate the aircraft by simultaneously controlling the retroversion of the propeller disc and the total distance of the propulsion propeller 14, and if necessary, can also control the propulsion propeller 14 to reversely propel so as to reduce the forward flight speed; in the process, the lifting rotor wing 12 is always in an active driving state, and the generated reaction torque is offset by the total distance difference of the left and right propelling propellers 14; as the forward flying speed decreases, the lift provided by the wing 11 gradually decreases to a negligible level; the pilot or controller can increase the lift rotor 12 pull force by gradually increasing the collective pitch of the lift rotors 12 and keep the lift rotors 12 rotating at the first speed at all times, the lift rotors 12 gradually loading to provide all the lift required by the whole machine.

The aircraft is convertible between the compound helicopter state and the fixed wing cruise state.

Wherein, when the composite helicopter is switched to the fixed wing cruise state, the total pitch of the propulsion propellers 14 is increased to increase the forward thrust, or the total pitch of the propulsion propellers 14 is increased and the forward inclination of the paddle disk is adjusted to increase the forward thrust, so as to increase the forward flying speed; as the lift rotor 12 is gradually unloaded, the lift rotor 12 collective pitch is gradually reduced to zero lift collective pitch (where the lift provided is 0) and the rotor disc is adjusted to be horizontal, the speed of the lift rotor 12 is reduced from a first speed state to a second speed state. The basic operation logic is as follows: the pilot or controller increases forward thrust by increasing collective pitch of the propulsion propellers 14, or may increase forward thrust by increasing collective pitch of the propulsion propellers 14 and pitch of the disc at the same time in an initial stage to increase forward flight speed; as the forward flight speed increases, the wings 11 provide more and more lift force required by the whole aircraft, and the lifting rotor 12 is further unloaded until the lifting rotor 12 is completely unloaded, and the wings 11 provide all the lift force required by the whole aircraft; during the process, the lifting rotor wing 12 is always kept in a driven state until the lifting rotor wing is completely unloaded, and the reaction torque generated by driving the lifting rotor wing 12 is offset by the total distance difference of the left and right propelling propellers 14; as the lift rotor 12 is gradually unloaded, the pilot or controller gradually lowers the lift rotor 12 collective to zero lift collective and adjusts the paddle level; the elevator rotor 12 is reduced in speed from a first speed state to a second speed state.

And wherein, when switching from the fixed-wing cruise condition to the compound helicopter condition, the collective pitch of the propulsion propellers 14 is reduced to reduce the forward thrust to reduce the forward flight speed, while driving the lifting rotor 12 to lift from the second speed condition to the first speed condition; the lift provided by the lift rotor 12 is increased by gradually increasing the collective pitch of the lift rotor 12 as the forward flight speed is gradually decreased. The basic operation logic is as follows: the pilot or controller reduces the forward thrust by reducing the collective pitch of the propulsion propellers 14, reducing the forward flight speed, and simultaneously, driving the lifting rotor 12 to be lifted from the second rotational speed state to the first rotational speed state, and the reaction torque generated by driving the lifting rotor 12 is offset by the total pitch difference of the left and right propulsion propellers 14; as the forward flight speed gradually decreases, the lift provided by the wings 11 gradually decreases, and the lifting rotor 12 is gradually loaded, increasing the lift provided by the lifting rotor 12 by gradually increasing the collective pitch of the lifting rotor 12.

The aircraft is switchable between the compound helicopter state and the compound autogyro state.

When the composite helicopter state is converted into the composite autorotation rotorcraft state, the power input of the lifting rotor wing 12 is cut off, the total distance of the lifting rotor wing 12 is reduced, the total distance of the propulsion propeller 14 is increased to increase forward thrust to improve or maintain the forward flying speed, the attack angle of the paddle disk is adjusted to enable the current to pass through the paddle disk from bottom to top, and the lifting rotor wing 12 is converted into the autorotation state from the active driving state. The basic operation logic is as follows: the pilot or controller cuts off the power input of the lifting rotor wing 12 (or meets the condition that the main power suddenly fails), rapidly reduces the total pitch of the lifting rotor wing 12, increases the total pitch of the propulsion propeller 14 to increase the forward thrust to improve or maintain the forward flying speed, adjusts the attack angle of a paddle disk, enables the current to pass through the paddle disk from bottom to top, and the lifting rotor wing 12 is changed into a self-rotating state from the active drive; before the state is switched, the lifting rotor wing 12 is driven by the master motion and rotates in a first rotating speed state, and the reaction torque generated by driving the lifting rotor wing 12 is provided by the total distance difference of the left and right propelling propellers 14; after the power input of the lifting rotor wing 12 is cut off, the reaction torque is not generated any more, the total pitch of the propulsion propellers 14 is controlled to be the same, meanwhile, the forward thrust is provided, and the rotating speed of the lifting rotor wing 12 is reduced to the autorotation level from the first rotating speed state. And wherein, when the state of the compound autorotation rotorcraft is changed to the state of the compound helicopter, the power is input to the lifting rotor wing 12, the total distance of the lifting rotor wing 12 is increased, and the rotating speed of the lifting rotor wing 12 is driven to be increased to a first rotating speed state; the attitude balance of the aircraft is controlled by controlling the total distance difference of the left and right propelling propellers 14 to balance the reactive torque generated when the lifting rotor wing 12 is driven and continuously adjusting the attack angle of the paddle wheel. The basic operation logic is as follows: the pilot or the controller switches on the power input of the lifting rotor wing 12 and rapidly increases the total distance of the lifting rotor wing, the lifting rotor wing 12 is changed from the autorotation state to the active driving state, and the rotating speed of the lifting rotor wing is increased from the autorotation state to be close to the first rotating speed state; the overall pitch difference of the left and right propelling propellers 14 is controlled to balance the reaction torque generated when the lifting rotor wing 12 is driven, and the attack angle of the paddle disk of the lifting rotor wing 12 is continuously adjusted to control the attitude balance of the whole machine.

The aircraft is convertible between the fixed-wing cruise state and the compound autogiro state.

When the fixed wing cruise state is converted into the compound autorotation rotorcraft state, the thrust of the propulsion propeller 14 is controlled to be reduced to reduce the flight speed, the total distance of the lifting rotor wings 12 is increased, the attack angles of the paddle disks are continuously adjusted, incoming flow passes through the paddle disks from bottom to top, the rotating speed of the lifting rotor wings 12 is driven to be gradually increased, the lift force provided by the wings 11 is gradually reduced along with the reduction of the forward flight speed, the lifting rotor wings 12 are gradually loaded, and the lifting rotor wings 12 are always in the autorotation state. The basic operation logic is as follows: the pilot or the controller reduces the flying speed by controlling the thrust reduction of the propulsion propeller 14, the total pitch of the lifting rotor wing 12 is increased and the attack angle of the paddle disk is continuously adjusted in the process, so that the incoming flow passes through the paddle disk from bottom to top, the rotating speed of the lifting rotor wing 12 is gradually increased, the lifting rotor wing 12 is gradually loaded along with the reduction of the forward flying speed, and the lifting rotor wing 12 is always in a self-rotating state in the process.

And wherein, when switching from said compound autogyro state to said fixed-wing cruise state, increasing the collective pitch of said propulsion propellers 14 to increase the forward thrust, increasing the forward flight speed, with increasing forward flight speed said wings 11 providing an increase in lift, said lifting rotors 12 being unloaded to full unloading; gradually reducing the collective pitch of the lifting rotor wings 12 to zero-liter collective pitch, adjusting the paddle disks to be close to the horizontal, gradually reducing the rotating speed of the lifting rotor wings 12 to be close to the second rotating speed state, and enabling the lifting rotor wings 12 to be in a self-rotating state all the time. The basic operation logic is as follows: the pilot or controller increases the forward thrust by increasing the collective pitch of the propulsion propellers 14, further increasing the forward flight speed, as the forward flight speed increases the lift provided by the wings 11 increases and the lifting rotor 12 is further unloaded until completely unloaded; the pilot or controller gradually reduces the collective pitch of the lifting rotor 12 to zero lift collective pitch, and adjusts the paddle wheel to be close to horizontal, the rotating speed of the lifting rotor 12 is also gradually reduced to be close to the second rotating speed state, and the lifting rotor 12 is always in a self-rotating state.

The aircraft is transitionable from the helicopter hovering state and the compound helicopter state to the autogyro state, respectively.

When the helicopter is switched from a hovering state to a self-rotating rotorcraft state, the power input of the lifting rotor wings 12 is cut off, the total distance of the propulsion propellers 14 is controlled to increase forward thrust to improve forward flight speed, the total distance of the lifting rotor wings 12 is rapidly reduced, the attack angle of the paddle disk is continuously adjusted, and airflow flows through the paddle disk from bottom to top to drive the lifting rotor wings 12 to rotate. The basic operation logic is as follows: the pilot or the controller cuts off the power input of the lifting rotor wing 12, controls the total pitch of the propulsion propeller 14 to increase the forward thrust to improve the forward flight speed, quickly reduces the total pitch, continuously adjusts the attack angle of the paddle disk to enable airflow to flow through the paddle disk from bottom to top, and when the whole machine reaches a certain forward flight speed, the lifting rotor wing 12 rotates to provide all lift force required by the whole machine. At this time, since the lift rotor 12 rotates, the body 10 is not subjected to the moment of the lift rotor 12, and thus it is not necessary to provide the balance torque, and the propulsion propellers 14 positioned on both sides of the body 10 provide the equal large thrust to provide the forward thrust. In addition, under special conditions, when the aircraft suddenly loses the power of the lifting rotor wing 12 in a helicopter hovering state and the aircraft is above a decision altitude, the decision altitude is a safe altitude at which the whole aircraft can still be safely converted into a self-rotating rotor wing state, and under the decision altitude, the whole aircraft does not cause danger to passengers by adopting a self-rotating forced landing procedure. At this time, the pilot or the controller should control the propulsion propeller 14 to be in a maximum thrust state (full throttle state) to rapidly increase the forward flight speed, rapidly reduce the total pitch, and continuously adjust the attack angle of the paddle disk, so that the airflow flows through the paddle disk from bottom to top to drive the rotor to rotate, the aircraft enters a self-rotating rotorcraft state, and the attitude of the whole aircraft is controlled and maintained by adjusting the attack angle of the paddle disk in the process.

Wherein, when the composite helicopter state is converted to the autorotation rotorcraft state, the total distance of the lifting rotor wings 12 is reduced, and the forward flight speed is maintained or improved by increasing the total distance of the propelling propellers 14; adjusting the attack angle of the paddle disc to enable the incoming flow to pass through the paddle disc from bottom to top, wherein the lifting rotor wing 12 is changed from an active driving state to a self-rotating state; wherein the attitude of the whole machine is controlled and kept by adjusting the attack angle of the paddle disk. The basic operating logic is as follows: the pilot or controller actively cuts off the power input to the lifting rotor 12 or quickly lowers the collective pitch of the lifting rotor 12 after the lifting rotor 12 loses power; at the same time, forward flight speed is maintained or increased by increasing the collective pitch of the propulsion propellers 14; the attack angle of the paddle disk is adjusted to enable the incoming flow to pass through the paddle disk from bottom to top, the lifting rotor wing 12 is changed from an active driving state to a self-rotating state, and the posture of the whole machine is controlled and kept by adjusting the attack angle of the paddle disk in the process.

The aircraft is transitionable between the compound autogyroglider state and the autogyroglider state.

When the state of the composite autorotation rotorcraft is converted into the autorotation rotorcraft state, the thrust of the propulsion propeller 14 is reduced to reduce the forward flight speed, the lift force provided by the wings 11 is gradually reduced along with the reduction of the forward flight speed, and the lifting rotor 12 is gradually loaded; the pulling force of the lifting rotor 12 is controlled by controlling the attack angle and/or collective pitch of the paddle of the lifting rotor 12, wherein the attack angle of the paddle and the collective pitch of the lifting rotor 12 are gradually increased. The basic operation logic is as follows: the pilot or controller reduces the forward flight speed by reducing the thrust of the propulsion propellers 14, the lift provided by the wings 11 being progressively reduced and the lifting rotors 12 being progressively loaded as the forward flight speed is reduced; the pulling force of the lifting rotor wing 12 can be controlled by only controlling the paddle wheel attack angle of the lifting rotor wing 12, the total distance can also be gradually increased, and the paddle wheel attack angle and the total distance (if the total distance is adjusted) tend to be increased in the whole process.

And wherein, when the autogyro state is switched to the compound autogyro state, the thrust of the propeller 14 is increased to increase the forward flight speed, and the lift provided by the wings 11 is gradually increased along with the increase of the forward flight speed; the magnitude of the pull of the lift rotor 12 is controlled by controlling the pitch angle and/or collective pitch of the lift rotor 12, wherein the pitch angle and collective pitch of the lift rotor 12 gradually decrease. In both states, the lifting rotor 12 is in a self-rotating state, and the main difference between the two states is that in the self-rotating gyroplane state, because the forward flying speed is low, the wing 11 provides little or no lift force, and in the composite self-rotating gyroplane state, the wing 11 provides partial lift force and changes along with the change of the forward flying speed. The basic operation logic is as follows: the pilot or controller increases the forward flight speed by increasing the thrust of the propulsion propellers 14, the lift provided by the wings 11 increasing progressively as the forward flight speed increases; the pulling force of the lifting rotor wing 12 can be controlled by only controlling the paddle wheel attack angle of the lifting rotor wing 12, the total distance can also be gradually reduced, and the paddle wheel attack angle and the total distance (if the total distance is adjusted) tend to be reduced in the whole process.

Referring also to fig. 11, a schematic diagram of the path that an aircraft may transition from different states to a gyroplane state is shown.

Additionally, the aircraft may be in cruise flight at a variety of different states and have a variety of state transition paths, as shown in FIGS. 8-10.

Wherein, referring to fig. 8, the aircraft can be vertically raised and lowered to a helicopter hovering state, then converted to the composite helicopter state, and cruise flight in the composite helicopter state.

In addition, referring to fig. 9, the aircraft can take off and land vertically to a helicopter hovering state and can be converted to a compound autogyro state for cruise flight by any of the following:

Additionally, referring to FIG. 10, the aircraft is capable of vertical takeoff and landing to helicopter hover and is capable of cruise flight transition to a fixed wing cruise condition by any of the following:

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. And, the rear side of the wing 11 is provided with an aileron 16, 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 be deflected up and down, so that the overall state of the wings 11 can be changed, and the pitch and roll attitude control of the whole machine can be realized.

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 safety cover of walking wheel front side, the safety cover 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

1. An aircraft, characterized in that it comprises:

the airplane body (10), wherein wings (11) are respectively arranged on the left side and the right side of the airplane body (10);

a lifting rotor wing (12), wherein the lifting rotor wing (12) is 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;

the propulsion propellers (14), the propulsion propellers (14) are respectively arranged on the wings (11), and the total distance of the propulsion propellers (14) can be adjusted;

2. The aircraft of claim 1 wherein the aircraft is mutually transitionable between the compound helicopter state and the helicopter hovering state,

in the helicopter hovering state, the lifting rotor (12) rotates at a first speed, the paddle wheel is kept horizontal to provide lift in the vertical direction, and the total pitch of the propulsion propeller (14) is adjusted according to the real-time reaction torque generated by the lifting rotor (12) to balance the real-time reaction torque;

in the compound helicopter state, the lifting rotor (12) rotates at a first rotating speed state, the paddle disk tilts forward to provide tension, the total pitch of the propelling propeller (14) is adjusted according to real-time reaction torque generated by the lifting rotor (12) to balance the real-time reaction torque, the lifting rotor (12) and the wing (11) together provide lift in a vertical direction, and the component of the tension provided by the lifting rotor (12) in a horizontal direction and the propelling propeller (14) provide forward thrust;

when the helicopter is switched from a hovering state to a composite helicopter state, the total pitch of the propulsion propellers (14) is increased or the propeller disc is controlled to tilt forward to obtain the forward flying speed, the lifting rotor (12) is always in an active driving state, and the reaction torque generated by driving the lifting rotor (12) is offset by the thrust difference generated by the total pitch difference of the left propulsion propeller (14) and the right propulsion propeller (14); along with the increase of the incoming flow speed, the wing (11) starts to provide partial lift force, gradually increases, gradually reduces the total distance of the lifting rotor (12) to reduce the tension of the lifting rotor (12), and maintains that the lifting rotor (12) rotates in a first rotating speed state all the time;

and wherein, when the composite helicopter state is converted to the helicopter hovering state, the total pitch of the propulsion propellers (14) is reduced to reduce the forward thrust, the forward flying speed of the aircraft is gradually reduced, the lifting rotor (12) is always in an actively driving state, and the generated reaction torque is offset by the total pitch difference of the left and right propulsion propellers (14); with the reduction of the forward flying speed, the lift force generated by the wings (11) is gradually reduced to zero, the total distance of the lifting rotor wings (12) is gradually increased to improve the tension of the lifting rotor wings (12) and enable the lifting rotor wings (12) to be always kept in a first rotating speed state to rotate.

3. The aircraft of claim 2 wherein the aircraft is mutually transitionable between the compound helicopter state and the fixed-wing cruise state,

wherein, 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 disc is kept to be close to a horizontal state, the lifting rotor wings (12) rotate at a second rotating speed state, the second rotating speed state is the lowest rotating speed capable of maintaining the stable rotation of the lifting rotor wings (12), the wings (11) provide all lift in the vertical direction, and the propelling rotor wings (14) provide the whole machine forward thrust;

wherein, when transitioning from the compound helicopter state to the fixed wing cruise state, increasing the collective pitch of the propulsion propellers (14) to increase forward thrust, or increasing the collective pitch of the propulsion propellers (14) and adjusting the forward pitch of the rotor discs to increase forward thrust, to increase forward flight speed; the lift force provided by the wing (11) is increased along with the increase of the forward flying speed, the lifting rotor wing (12) is unloaded gradually, the total distance of the lifting rotor wing (12) is reduced gradually to zero total distance of lift, a paddle disc is adjusted to be nearly horizontal, and the rotating speed of the lifting rotor wing (12) is reduced from a first rotating speed state to a second rotating speed state;

and wherein, when switching from the fixed-wing cruise condition to the compound helicopter condition, the collective pitch of the propulsion propellers (14) is reduced to reduce forward thrust to reduce forward flight speed, while the lifting rotor (12) is driven to lift from the second rotational speed condition to the first rotational speed condition; the lift force provided by the wings (11) is gradually reduced along with the gradual reduction of the forward flying speed, and the lift force provided by the lifting rotors (12) is increased by gradually increasing the total distance of the lifting rotors (12).

4. The aircraft of claim 3 wherein said aircraft is mutually transitionable between said compound helicopter state and said compound autogyro state,

in the state of the compound autorotation rotorcraft, the paddle disc tilts backwards initially, airflow passes through the paddle disc from bottom to top to drive the lifting rotor (12) to rotate, the lifting rotor (12) and the wing (11) provide a lifting force in the vertical direction together, and the total distance of the lifting rotor (12) is gradually reduced along with the increase of the forward flying speed;

when the composite helicopter state is converted into the composite autorotation rotorcraft state, the power input of a lifting rotor wing (12) is cut off, the total distance of the lifting rotor wing (12) is reduced, the total distance of a propulsion propeller (14) is increased to increase forward thrust to improve and maintain the forward flying speed, the attack angle of a paddle disk is adjusted to enable the current to pass through the paddle disk from bottom to top, and the lifting rotor wing (12) is converted into an autorotation state from an active driving state;

when the state of the compound autorotation rotorcraft is converted into the state of the compound helicopter, power is input to the lifting rotor (12), the total distance of the lifting rotor (12) is increased, and the rotating speed of the lifting rotor (12) is driven to be increased to a first rotating speed state; the attitude balance of the aircraft is controlled by controlling the total distance difference of the left and right propelling propellers (14) to balance the reaction torque generated when the lifting rotor wing (12) is driven and continuously adjusting the attack angle of the paddle disk.

5. The aircraft of claim 4 wherein said aircraft is reciprocally transitionable between said fixed-wing cruise state and said compound autogiro state;

when the fixed wing cruise state is converted into the compound autorotation rotorcraft state, the thrust of a propulsion propeller (14) is controlled to be reduced to reduce the flight speed, the total pitch of a lifting rotor wing (12) is increased, the attack angle of a paddle disk is continuously adjusted, incoming flow passes through the paddle disk from bottom to top, the rotating speed of the lifting rotor wing (12) is driven to be gradually increased, the lift force provided by a wing (11) is gradually reduced along with the reduction of the forward flight speed, the lifting rotor wing (12) is gradually loaded, and the lifting rotor wing (12) is always in an autorotation state;

and wherein, when switching from said compound autogyroplane state to said fixed-wing cruise state, increasing the collective pitch of said propulsive propellers (14) to increase the forward thrust and forward flight speed, said wings (11) providing an increase in lift as the forward flight speed increases, said lifting rotors (12) being unloaded to full unloading; gradually reducing the total pitch of the lifting rotor wing (12) to zero-lift total pitch, adjusting the paddle disc to be close to the horizontal, gradually reducing the rotating speed of the lifting rotor wing (12) to be close to a second rotating speed state, and enabling the lifting rotor wing (12) to be in a self-rotation state all the time.

6. The aircraft of claim 5, wherein in the autogyro state the angle of attack of the rotor disc increases to recline, the lifting rotor (12) spins with an airflow passing through the rotor disc from bottom to top to provide all the lift required in the vertical direction, and the propulsion propeller (14) rotates to provide forward thrust.

7. The aircraft of claim 6 wherein the aircraft is transitionable from the helicopter hovering state and the compound helicopter state to the autogyro state, respectively;

when the helicopter is switched from a hovering state to an autorotation rotorcraft state, the power input of a lifting rotor wing (12) is cut off or when the power of the lifting rotor wing (12) fails, the total distance of a propulsion propeller (14) is controlled to increase forward thrust so as to improve the forward flying speed, meanwhile, the attack angle of a paddle disk is increased and the total distance of the lifting rotor wing (12) is reduced, so that airflow flows through the paddle disk from bottom to top so as to drive the paddle disk to rotate, the lifting rotor wing (12) is changed from an active driving state to an autorotation state, and the overall attitude is controlled to be kept by adjusting the attack angle of the paddle disk;

wherein, when the composite helicopter state is converted to the autorotation rotorcraft state, the power input of the lifting rotor wing (12) is cut off or when the power of the lifting rotor wing (12) fails, the total distance of the lifting rotor wing (12) is reduced, and the total distance of the propelling propeller (14) is increased to maintain or improve the forward flight speed; adjusting the attack angle of the paddle disc to enable the incoming flow to pass through the paddle disc from bottom to top, wherein the lifting rotor wing (12) is changed from an active driving state to a self-rotating state; wherein the attitude of the whole machine is controlled and kept by adjusting the attack angle of the paddle disk.

8. The aircraft of claim 6 wherein the aircraft is transitionable between the compound autogyro state and the autogyro state;

when the state of the composite autorotation rotorcraft is converted into the autorotation rotorcraft state, the thrust of a propulsion propeller (14) is reduced to reduce the forward flight speed, the lift force provided by the wings (11) is gradually reduced along with the reduction of the forward flight speed, and the lifting rotor (12) is gradually loaded; controlling the tension of the lifting rotor wing (12) by controlling the attack angle and/or the collective pitch of a paddle disk of the lifting rotor wing (12), wherein the attack angle of the paddle disk and the collective pitch of the lifting rotor wing (12) are gradually increased;

and wherein, when switching from said autogyro state to said compound autogyro state, increase the thrust of the propeller (14) of propulsion to improve the forward flight speed, as the forward flight speed increases, the lift that the said wing (11) provides gradually increases, the said lift rotor (12) is unloaded gradually; the pulling force of the lifting rotor wing (12) is controlled by controlling the attack angle and the total distance of a paddle disk of the lifting rotor wing (12), wherein the attack angle of the paddle disk and the total distance of the lifting rotor wing (12) are gradually reduced.

9. The aircraft of claim 1 wherein the aircraft is capable of being vertically raised and lowered to a helicopter hovering state, then converted to the compound helicopter state, and cruising in the compound helicopter state.

10. The aircraft of claim 1, wherein the aircraft is capable of VTOL to helicopter hover and is capable of cruise flight by transitioning to compound autogyro conditions by any of:

11. The aircraft of claim 1, wherein the aircraft is capable of vertical takeoff and landing to helicopter hover and is capable of cruise flight by transitioning to a fixed wing cruise condition by any one of: