CN111516869A - Layout and control method of tilt rotor-wing vertical take-off and landing aircraft - Google Patents
Layout and control method of tilt rotor-wing vertical take-off and landing aircraft Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C29/00—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft
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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
- B64C27/28—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft with forward-propulsion propellers pivotable to act as lifting rotors
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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
- B64C3/00—Wings
- B64C3/38—Adjustment of complete wings or parts thereof
- B64C3/385—Variable incidence wings
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Abstract
The invention relates to a layout and a control method of a tilt rotor wing-wing vertical take-off and landing aircraft. The wings and the rotor wings can rotate in a certain angle range around the rotating shaft penetrating through the inner parts of the wings, and the rotor wings can rotate in a tilting mode respectively. The control method of the invention can lead the aircraft to realize vertical take-off and landing and high-speed flat flight, and can respectively and properly adjust the angles of the rotor wing and the wing at each stage of the flight, thereby optimizing the overall efficiency of the aircraft. The rotor wing and the wing can be respectively tilted, the resistance is small in the vertical take-off and landing stage, and the air flow interference between the rotor wing and the wing is small; when the aircraft is converted between vertical take-off and landing and flat flight, the utilization efficiency of the wings is high, the load of a power system is low, and the flight control in the whole flight process is simpler, so that the aircraft is a vertical take-off and landing aircraft with wide application prospect.
Description
Technical Field
The invention relates to a layout and a control method of a vertical take-off and landing aircraft with a tilt rotor wing and a wing, in particular to a layout and a control method of a vertical take-off and landing aircraft with a rotor wing and a wing capable of tilting respectively, and belongs to the technical field of aviation.
Background
The vertical take-off and landing aircraft can take off and land vertically like a helicopter without being restricted by a runway, can fly horizontally at a high speed like a fixed wing aircraft, combines the advantages of the fixed wing aircraft and the helicopter, and has very wide application prospect in the civil and military field.
At present, the following types of VTOL aircrafts mainly exist. The first type is a vertical take-off and landing fighter represented by 'AV-8B' and 'F-35' and adopting a lift fan or a vector nozzle to provide vertical take-off and landing power, the second type is a tilt rotor aircraft represented by 'V-22', the third type is a composite vertical take-off and landing aircraft based on the existing helicopter and added with accessories such as advancing power, and the fourth type is a tilt wing vertical take-off and landing aircraft represented by 'GL-10'. They have successfully achieved the design objectives of VTOL aerial vehicles, and some have been put into practical use.
However, these existing VTOL aerial vehicles have several problems. The upper surfaces of the wings of the first two vertical take-off and landing aircrafts are perpendicular to the incoming flow direction in the vertical take-off and landing stage, and the larger pressure difference resistance is generated due to the overlarge windward area. In the second tilt rotor aircraft, because the rotor wing is just above the wing in the vertical take-off and landing stage, the slip flow from the rotor wing directly acts on the upper surface of the wing, and turbulent flow is generated to further influence the control of the aircraft. The third type of vertical take-off and landing aircraft has a large amount of power for driving and controlling the main rotor, and the main rotor is not a main lift source in a high-speed flight phase, and the design of the vertical take-off and landing aircraft is limited by the appearance of the traditional helicopter, and the dead weight of the structure is overlarge. The fourth type vertical take-off and landing aircraft with the tilting wings has the advantages that the angle between the rotor wing and the wing is fixed, the wing drives the rotor wing to tilt together, the windward area of the aircraft in the vertical take-off and landing stage is reduced, and the mutual interference between the rotor wing and the wing is also avoided. However, in the mode conversion process of the aircraft from vertical take-off and landing to horizontal flight, the problems of poor wing aerodynamic condition and insufficient lift and rudder effect exist, so that the wings are not fully utilized. Meanwhile, the power system is required to have enough margin to provide control force, and also to ensure that enough vertical power component is ensured to counteract the self gravity of the airplane during tilting, so that the burden of the power system is seriously increased.
In summary, the existing vtol aircraft has the problems of large resistance in the vtol stage, serious airflow interference between the rotor and the wing, complex control, poor aerodynamic condition of the wing during the vtol and the flat flight conversion, low utilization efficiency, heavy load of a power system and complex control, and needs a mechanism which can reduce the airflow interference between the rotor and the wing in the vtol stage and can lift the lift
Disclosure of Invention
The invention aims to provide a layout and control method of a tilt rotor wing-wing vertical take-off and landing aircraft, which enables a rotor wing and a wing to tilt respectively when the aircraft is switched between a vertical take-off and landing mode and a horizontal flying mode, improves the utilization efficiency of the wing, reduces the interference between the wing and the rotor wing, and lightens the burden of the rotor wing.
The basic idea of the invention is as follows: the whole aircraft adopts a tandem wing layout, the wings are divided into a front group and a rear group, and the wingspans of the front wing and the rear wing are the same. The front part and the rear part of the machine body are provided with a front rotating shaft and a rear rotating shaft which extend out to the two sides of the machine body. The wings are provided with rotating shaft holes which are respectively sleeved on the front rotating shaft and the rear rotating shaft and rotate around the shafts. A group of rotors are respectively arranged at the left end and the right end of each rotating shaft, and the four groups of rotors are combined to form a power system of the airplane. They can rotate around the rotating shaft to change the direction of the pulling force. Therefore, the design target that the rotor wing and the wing tilt respectively is realized. In a vertical take-off and landing mode, wings are in vertical positions, the rotor wings are also in a vertical state so as to provide upward power to enable the airplane to vertically climb, and the attitude of the airplane is controlled through rotor wing power differential caused by rotation speed differential among four groups of rotor wings; when climbing to a certain height, the wings gradually tilt to be horizontal, the rotor wings gradually tilt forwards in a small amplitude, the airplane has a certain forward flying speed, and the attitude of the airplane is controlled through the power differential of the rotor wings and the pneumatic control surfaces on the wings; when the airplane has enough forward flying speed, the rotor wing completely rotates to the horizontal position, the airplane enters a horizontal flying mode, and the attitude of the airplane is controlled through the power differential of the rotor wing and the pneumatic control surface. When the airplane is about to land, the rotor wing gradually rotates to a vertical position to reduce the forward flying power, the forward flying speed of the airplane is reduced through air resistance, and the attitude of the airplane is controlled through the differential motion of the rotor wing power and the pneumatic control surface; when the rotor wing completely rotates to the vertical position, the wing rapidly rotates to the vertical position, the forward flying speed is rapidly reduced to 0 by a method of increasing the windward area, and at the moment, the airplane enters a vertical takeoff and landing mode and can vertically land.
A tiltrotor-wing vtol aircraft configuration comprising: fuselage, wing, pivot, rotor, electronic equipment.
The fuselage is the main component of the aircraft that carries the payload and connects the various other components of the aircraft.
The wings are divided into a front group and a rear group, are respectively connected with the fuselage through two rotating shafts arranged at the front and the rear of the fuselage, can rotate around the corresponding rotating shafts within the range of 0-90 degrees, and are used for generating lift force in a level flight mode. The wings are provided with pneumatic control surfaces for providing control force of the airplane. The wing is internally provided with a rotating shaft hole which can completely wrap the rotating shaft in the wing.
The two rotating shafts are respectively fixed at the front part and the rear part of the fuselage and are used as rotating shafts of wings and rotors at two ends of the wings to bear loads generated by the wings and the rotors and transmit the loads to the fuselage. The rotating shaft is hollow, and equipment such as electric wires can be arranged in the rotating shaft.
The rotary wings are arranged at wingtips at two sides of the front wing and the rear wing, namely the tail ends of the front rotating shaft and the rear rotating shaft, and the four rotary wings are combined to form a power system of the airplane, are used for providing power of the airplane, and provide control force by utilizing rotary wing power differential motion brought by rotation speed differential motion among the four groups of rotary wings. They are rotatable about a pivot axis mounted within the range of 0 to 90 and wires are passed through the hollow pivot axis to connect to the electronics inside the body.
The electronic equipment is arranged in the airplane body and comprises a battery, a flight control unit, a signal receiver and the like, and the electronic equipment is used for providing energy, controlling the attitude of the airplane, receiving a control command and the like and ensuring that the airplane can normally fly according to the design.
A control method of a tilt rotor wing vertical take-off and landing aircraft comprises the following four modes: the vertical take-off and landing mode, the vertical take-off and landing-to-level flight mode, the level flight mode and the level flight-to-vertical take-off and landing mode. The specific control method comprises the following steps:
in the vertical take-off and landing mode, the wings are in a vertical state, and the rotors are in a vertical state. The rotor provides upward power at this time, so that the airplane can climb vertically. The control force is provided by rotor power differential.
The vertical take-off and landing rotary flying mode is characterized in that the wings are gradually turned into a horizontal state from a vertical state, and the rotor wings are gradually turned into the horizontal state from the vertical state and are divided into four steps:
the first step is as follows: the wings begin to tilt gradually to the horizontal state, the rotor wing is fixed, and the self weight of the airplane is offset by using power. Meanwhile, the aircraft has a certain negative pitch angle through power differential of the front rotor and the rear rotor, so that the aircraft has a forward power component, the forward flying speed of the aircraft is improved, and the control force of the aircraft is provided by the power differential of the rotors in the step;
the second step is that: when the airplane reaches a certain forward flying speed, the wings tilt to a certain angle, so that the wings can provide a larger lift force, and at the moment, the rotors tilt to the horizontal state. This will increase the forward power component of the rotor, resulting in a further increase in the forward flight speed of the aircraft, while the lift provided by the wing will also increase with the increase in forward flight speed, counteracting the vertical power component that is reduced as the rotor tilts. In the step, the power differential of the rotor wing is mainly utilized to provide control force, and the pneumatic control surface can be used as an auxiliary;
the third step: in order to ensure that the plane has a normal flying attitude in a flat flying state, namely the plane has a positive pitch angle, the wings and the rotary wings are synchronously tilted until the wings completely rotate to a horizontal position, and the plane reaches the pitch angle in a normal flat flying process. At the moment, the front flying speed reaches a certain value, the wings can provide most of lift force, and the rotor wings are not required to provide larger vertical components to counteract the self gravity. In the step, the power differential of the rotor wing is mainly utilized to provide control force, and the pneumatic control surface can be used as an auxiliary;
the fourth step: the rotor wing is completely turned to the horizontal state, only the forward power is provided, and the airplane enters a level flight mode. The wing can provide all lift at this moment, can offset aircraft dead weight completely. The pneumatic control surface is mainly used for providing control force in the step, and the dynamic differential of the rotor wing can be used as an auxiliary.
The horizontal flying mode, the wings and the rotor wings are all in a horizontal state. The rotor provides forward power, and the wing provides ascending lift to offset the aircraft dead weight, makes the aircraft can fly at high speed. The aircraft provides control force mainly through pneumatic control surfaces arranged on wings, and provides yaw moment through power differential of the rotors.
In the horizontal flying and vertical take-off and landing mode, the rotor wing gradually changes from a horizontal state to a vertical state, the wing gradually changes from the horizontal state to the vertical state, and the three steps are divided into:
the first step is as follows: the rotor tilts gradually to vertical state by the horizontal state, and the wing is in the horizontal state. At this time, the forward flight speed is still high, the wings still provide most of lift force, and the dead weight of the airplane is offset together with the vertical power component of the rotor wing. In the step, a pneumatic control surface is mainly used for providing control force, and the dynamic differential of the rotor wing can be used as assistance;
the second step is that: the rotor turns completely to the vertical state and the wing is in the horizontal state. At this time, due to the air resistance and the like, the forward flight speed of the aircraft is greatly reduced, the wings cannot provide enough lift force, and the pneumatic control surfaces cannot provide enough control force. And at the moment, the rotor wing rotates to the vertical state, and the self weight of the airplane can be counteracted by completely utilizing power. In the step, the power differential of the rotor wing is used for providing control force;
the third step: the rotor wing is in the vertical state, and the wing is turned into the vertical state from the horizontal state rapidly. In the last step, the forward flying speed is not 0 although the forward flying speed is greatly reduced, at the moment, the lift force provided by the wings is very little, and the self weight of the airplane does not need to be offset by the wings. The wings are quickly changed from a horizontal state to a vertical state at this time, the forward windward area of the airplane can be quickly increased, the function of a resistance plate is achieved, the forward flying speed is quickly reduced to 0, and the airplane enters a vertical take-off and landing mode. And because the rotor can provide sufficient control force at this time, this does not have an excessive influence on the flight attitude of the aircraft. In which the control force is provided by the differential power of the rotor.
The invention has the advantages that:
1. the invention has small frontal area of the wing and small projection area on the rotor disc in the vertical take-off and landing stage, reduces the flight resistance and reduces the airflow interference and control difficulty between the rotor and the wing. The problems that the windward area of the vertical take-off and landing flyers such as the traditional tilt rotor aircraft is large, the flight resistance is large, and the turbulent flow generated between the rotor slipstream and the wings has adverse effects on control in the vertical take-off and landing stage are solved.
2. The wings and the rotor wings in the tilt rotor wing-wing vertical take-off and landing aircraft can be tilted respectively, and the pneumatic performance of the wings can be effectively utilized by a corresponding control method when the vertical take-off and landing mode and the flat flying mode are converted, so that the utilization efficiency of the wings is improved, and the burden and the control difficulty of a power system are reduced. The problems that when the traditional vertical take-off and landing aircraft is switched between a vertical take-off and landing mode and a horizontal flight mode, the aerodynamic efficiency of the wings is low, and the utilization efficiency of the wings is low are solved, and the problems that the flight control is complex and the power system is overloaded in the process are also solved.
Drawings
FIG. 1 is an isometric view of an aircraft according to an embodiment of the present invention;
FIG. 2 is a three-view illustration of an aircraft in accordance with an embodiment of the present invention;
FIG. 3 is a schematic view of a vertical takeoff and landing mode of a tiltrotor-wing vertical takeoff and landing aircraft;
FIG. 4 is a schematic view of a vertical takeoff, landing and landing mode of a tiltrotor-wing VTOL aerial vehicle;
FIG. 5 is a schematic view of a tilt rotor-wing VTOL aerial vehicle in a level-flight mode;
fig. 6 is a schematic view of a flat-fly vertical takeoff and landing mode of a tiltrotor-wing vertical takeoff and landing aircraft.
The symbols in the figures are as follows:
1. fuselage 2, wing 3, pivot
4. Rotor 5 and electronic equipment
Detailed Description
The invention is further described below with reference to the accompanying drawings. The figures are simplified schematic diagrams which illustrate the basic structure of the invention in a schematic manner only.
A tiltrotor-wing vtol aircraft layout, as shown in fig. 1 and 2, comprising: fuselage 1, wing 2, pivot 3, rotor 4, electronic equipment 5.
The fuselage 1 is the main component of the aircraft for carrying the payload and connecting the other various components of the aircraft.
The wings 2 are divided into a front group and a rear group, are respectively connected with the fuselage 1 through two rotating shafts 3 arranged at the front and the rear of the fuselage 1, can rotate around the corresponding rotating shafts within the range of 0-90 degrees, and are used for generating lift force in a flat flying mode. The wing 2 is provided with aerodynamic control surfaces for providing control of the aircraft in each mode. The wing 2 is internally provided with a rotating shaft hole which can completely wrap the rotating shaft 3 in the wing.
The two rotating shafts 3 are respectively fixed at the front part and the rear part of the fuselage 1, are used as rotating shafts of the wings 2 and the rotary wings 4 at the two ends of the wings 2, bear loads generated by the two rotating shafts and transmit the loads to the fuselage. The rotating shaft 3 is hollow, and electric wires and other equipment can be arranged in the rotating shaft.
The rotor wings 4 are arranged at wingtips at two sides of front and rear wings, namely tail ends of the front and rear rotating shafts, and form four groups in total, so that a power system of the airplane is formed, the power system is used for providing power of the airplane, and the control force is provided by utilizing the rotor wing power differential caused by the rotating speed differential between the four groups of rotor wings. They are rotatable about a pivot axis mounted within the range of 0 to 90 and wires are passed through the hollow pivot axis to connect to the electronics inside the body.
The electronic device 5 is disposed in the fuselage 1 and includes a battery, a flight control, a signal receiver, etc. for providing energy, controlling the attitude of the aircraft, receiving control commands, etc., and ensuring that the aircraft can fly normally as designed.
A control method of a tilt rotor wing vertical take-off and landing aircraft comprises the following four modes: vertical take-off and landing mode (as shown in fig. 3), vertical take-off and landing-to-level flight mode (as shown in fig. 4), level flight mode (as shown in fig. 5), and level flight-to-level take-off and landing mode (as shown in fig. 6).
The vtol mode is shown in fig. 3, where the wings are in a vertical position and the rotors are in a vertical position. The rotor provides upward power at this time, so that the airplane can climb vertically. The control force is provided by rotor power differential.
The vertical take-off and landing rotation horizontal flying mode is as shown in fig. 4, the wings gradually turn to the horizontal state from the vertical state, the rotor gradually turns to the horizontal state from the vertical state, and the four steps are divided into:
the first step is as follows: as shown in fig. 4a and 4b, the wings start to gradually tilt to the horizontal state, the rotor is not moved, and the self weight of the airplane is offset by using power. Meanwhile, the aircraft has a certain negative pitch angle through power differential of the front rotor and the rear rotor, the power has a forward component, the forward flying speed of the aircraft is improved, and the control force of the aircraft is provided by the power differential of the rotors in the step;
the second step is that: as shown in fig. 4b and 4c, when the aircraft reaches a certain forward flight speed, the wing tilts to a certain angle to ensure that the wing can provide a large lift force, and at this time, the rotor starts to tilt to a horizontal state. This will increase the forward component of the rotor, resulting in a further increase in the forward flight speed of the aircraft, while the lift provided by the wing will also increase with the increase in forward flight speed, counteracting the vertical component of power that is reduced by the tilting of the rotor. In the step, the power differential of the rotor wing is mainly utilized to provide control force, and the pneumatic control surface can be used as an auxiliary;
the third step: as shown in fig. 4c and 4d, to ensure that the aircraft has a normal flight attitude in the flat flight state, i.e. the aircraft has a positive pitch angle, the wings and the rotor wings will tilt synchronously until the wings rotate to the horizontal position completely, and the aircraft reaches the pitch angle in the normal flat flight. At the moment, the front flying speed reaches a certain value, the wings can provide most of lift force, and the rotor wings are not required to provide larger vertical components to counteract the self gravity. In the step, the power differential of the rotor wing is mainly utilized to provide control force, and the pneumatic control surface can be used as an auxiliary;
the fourth step: as shown in fig. 4d and 4e, the rotor is fully horizontal, providing only forward power, and the aircraft enters a level flight mode. The wing can provide all lift at this moment, can offset aircraft dead weight completely. The pneumatic control surface is mainly used for providing control force in the step, and the dynamic differential of the rotor wing can be used as an auxiliary.
The flat flying mode is shown in fig. 5, and the wings and the rotor are all in a horizontal state. The rotor provides forward power, and the wing provides ascending lift to offset the aircraft dead weight for the aircraft can fly at high speed. The aircraft mainly provides control force through an aerodynamic control surface arranged on a wing, and provides yaw moment through power differential of the rotor.
The horizontal flying and vertical take-off and landing mode is as shown in fig. 6, the rotor gradually changes from a horizontal state to a vertical state, the wings gradually change from the horizontal state to the vertical state, and the three steps are divided:
the first step is as follows: as shown in fig. 6a, the rotor gradually tilts from the horizontal state to the vertical state, and the wing is in the horizontal state. At this time, the forward flight speed is still high, the wings still provide most of lift force, and the dead weight of the airplane is offset together with the vertical power component of the rotor wing. In the step, a pneumatic control surface is mainly used for providing control force, and the dynamic differential of the rotor wing can be used as assistance;
the second step is that: as shown in fig. 6b, the rotor is fully rotated to the vertical position and the wing is in the horizontal position. At this time, due to the air resistance and the like, the forward speed of the airplane is greatly reduced, the wings cannot provide enough lift force, and the pneumatic control surfaces cannot provide enough control force. And at the moment, the rotor wing rotates to the vertical state, and the self weight of the airplane can be counteracted by completely utilizing power. In the step, the power differential of the rotor wing is used for providing control force;
the third step: as shown in fig. 6c, the rotor is in the vertical position and the wing is turned from the rapid horizontal position to the vertical position. In the last step, the forward flying speed is not 0 although the forward flying speed is greatly reduced, at the moment, the lift force provided by the wings is very little, and the self weight of the airplane does not need to be offset by the wings. The wings are in a horizontal state and are quickly converted into a vertical state, the forward windward area of the airplane can be quickly increased, the function of a resistance plate is achieved, the forward flying speed is quickly reduced to 0, and the airplane enters a vertical take-off and landing mode. And because the rotor can now provide sufficient control force, this does not have an excessive effect on the attitude of the aircraft. In which a control force is provided by means of a rotor power differential.
Claims (2)
1. The utility model provides a tiltrotor-wing VTOL aircraft's overall arrangement which characterized in that: the tiltrotor-wing VTOL aircraft includes: fuselage, wing, pivot, rotor, electronic equipment.
The fuselage is the main part of the aircraft and is used for bearing the payload and connecting other various parts of the aircraft;
the wings are divided into a front group and a rear group, are respectively connected with the fuselage through two rotating shafts arranged at the front and the rear of the fuselage, can rotate around the corresponding rotating shafts within the range of 0-90 degrees, and are used for generating lift force in a level flight mode. The wings are provided with pneumatic control surfaces for providing control force of the airplane. A rotating shaft hole is arranged in the wing, so that the rotating shaft can be completely wrapped in the wing;
the two rotating shafts are respectively fixed at the front part and the rear part of the fuselage and are used as rotating shafts of the wings at the two ends of the wings, so that the rotating shafts bear loads generated by the wings and transmit the loads to the fuselage. The rotating shaft is hollow, and equipment such as wires and the like can be arranged in the rotating shaft;
the rotary wings are arranged at wingtips at two sides of the front wing and the rear wing, namely the tail ends of the front rotating shaft and the rear rotating shaft, and the four rotary wings are combined to form a power system of the airplane, are used for providing power of the airplane, and provide control force by utilizing rotary wing power differential motion brought by rotation speed differential motion among the four groups of rotary wings. They can rotate in the range of 0 deg. to 90 deg. around the installed rotating shaft, and the electric wire is passed through the hollow rotating shaft and connected with electronic equipment in the interior of machine body;
the electronic equipment is arranged in the fuselage, comprises a battery, a flight control unit, a signal receiver and the like, and is used for providing energy, controlling the attitude of the airplane, receiving a control command and the like, and ensuring that the airplane can normally fly according to the design.
2. A method of controlling a tiltrotor-wing vtol aircraft according to claim 1, comprising: the method comprises the following four modes: the vertical take-off and landing mode, the vertical take-off and landing-to-flat flight mode, the flat flight mode and the flat flight-to-vertical take-off and landing mode. The specific control method comprises the following steps:
in the vertical take-off and landing mode, the wings are in a vertical state, and the rotors are in a vertical state. The rotor provides upward power to make the airplane climb vertically, and provides control force through rotor power differential.
The vertical take-off and landing rotating flying mode comprises four steps:
the first step is as follows: the wings begin to tilt gradually to the horizontal state, the rotor wing is fixed, and upward power is provided to offset the dead weight of the airplane. The aircraft has a certain negative pitch angle through the power differential of the front rotor and the rear rotor, so that the aircraft has forward power component, and the forward flying speed of the aircraft is improved. Providing control force of the airplane by using rotor power differential;
the second step is that: when the airplane has certain forward flying speed, the wings tilt to a certain angle to provide larger lift force, and at the moment, the rotor wing starts to tilt to the horizontal state, so that the forward power component of the rotor wing is improved, and the forward flying speed of the airplane is further improved. The lift provided by the wing will also increase with increasing forward flight speed, counteracting the vertical power component that is reduced by the rotor tilting. The power differential of the rotor wing is mainly utilized to provide control force, and a pneumatic control surface is used as assistance;
the third step: the wings and the rotor wings rotate synchronously until the wings rotate to the horizontal position completely, and the airplane reaches the pitch angle when the airplane flies normally. At the moment, the forward flying speed reaches a certain value, the wings can provide most of lift force, and the rotors are not required to provide larger vertical components to offset the self weight of the airplane. The power differential of the rotor wing is mainly utilized to provide control force, and a pneumatic control surface is used as assistance;
the fourth step: the rotor wing is completely turned to the horizontal state, only the forward power is provided, and the airplane enters a level flight mode. The lift provided by the wings can offset the self weight of the airplane. The aerodynamic control surface is mainly used for providing control force, and the dynamic differential of the rotor wing is used as assistance.
The horizontal flying mode, the wings and the rotor wings are all in a horizontal state. The rotor provides forward power and the lift provided by the wings counteracts the self weight of the aircraft. The control force is provided mainly through an aerodynamic control surface, and the yawing moment is provided through the dynamic differential of the rotor wing.
The horizontal flying rotation vertical take-off and landing mode is divided into three steps:
the first step is as follows: the rotor tilts gradually to vertical state by the horizontal state, and the wing is in the horizontal state. At the moment, the forward flying speed is high, the wings provide most of lift force, and the dead weight of the airplane is offset together with the vertical power component of the rotor wings. The aerodynamic control surface is mainly used for providing control force, and the dynamic differential of the rotor wing is used as assistance;
the second step is that: the rotor turns completely to the vertical state and the wing is in the horizontal state. At the moment, the front flying speed is low, the wing lifting force is low, and the self weight of the airplane is offset by using power. The control force is provided by using the power differential of the rotor wing;
the third step: the rotor wing is in vertical state, and the wing is turned into vertical state from the horizontal state fast, increases the forward windward area of aircraft rapidly, plays the effect of resistance board, lets preceding flying speed fast land to 0, and the aircraft gets into the vertical take-off and landing mode. The control force is provided by rotor power differential.
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Cited By (8)
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| CN111891348A (en) * | 2020-08-12 | 2020-11-06 | 天津斑斓航空科技有限公司 | Vertical take-off and landing aircraft with universally-tiltable rotor wings and control method thereof |
| CN112498678A (en) * | 2020-11-30 | 2021-03-16 | 鹏城实验室 | Carrier-based vertical take-off and landing unmanned aerial vehicle and flight method |
| CN112744353A (en) * | 2021-02-07 | 2021-05-04 | 之江实验室 | Distributed gas-drive tilting multi-rotor aircraft and control method thereof |
| CN112744352A (en) * | 2021-02-07 | 2021-05-04 | 之江实验室 | Distributed tilting multi-rotor aircraft and flight control method |
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| CN111891348A (en) * | 2020-08-12 | 2020-11-06 | 天津斑斓航空科技有限公司 | Vertical take-off and landing aircraft with universally-tiltable rotor wings and control method thereof |
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| CN112744352A (en) * | 2021-02-07 | 2021-05-04 | 之江实验室 | Distributed tilting multi-rotor aircraft and flight control method |
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| CN114610059A (en) * | 2022-03-03 | 2022-06-10 | 广东汇天航空航天科技有限公司 | Yaw control method and device, rotorcraft and storage medium |
| CN114610059B (en) * | 2022-03-03 | 2023-06-02 | 广东汇天航空航天科技有限公司 | Yaw control method and device, rotary wing aircraft and storage medium |
| CN115157944A (en) * | 2022-06-30 | 2022-10-11 | 中国航天空气动力技术研究院 | Solar energy range-extending electric aerocar |
| CN116215852A (en) * | 2023-05-08 | 2023-06-06 | 成都沃飞天驭科技有限公司 | Vertical take-off and landing aircraft and control method thereof |
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