CN111891348B - Vertical take-off and landing aircraft with universally-tiltable rotor wings and control method thereof - Google Patents
Vertical take-off and landing aircraft with universally-tiltable rotor wings and control method thereof Download PDFInfo
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- CN111891348B CN111891348B CN202010806698.1A CN202010806698A CN111891348B CN 111891348 B CN111891348 B CN 111891348B CN 202010806698 A CN202010806698 A CN 202010806698A CN 111891348 B CN111891348 B CN 111891348B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/22—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft
- B64C27/26—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft characterised by provision of fixed wings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C19/00—Aircraft control not otherwise provided for
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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
- B64C29/00—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft
Abstract
The invention belongs to the technical field of small aircraft manufacturing, and particularly relates to a vertical take-off and landing aircraft with universally tiltable rotors and a control method thereof. The vertical take-off and landing aircraft with the universal tilt rotor wing comprises an aircraft body; the fixed wing is arranged on the aircraft body and used for generating lift force for the aircraft to fly forwards after vertically taking off so as to prolong the flight time and the flight distance; the rotor wings are symmetrically arranged at the front end and the rear end of the aircraft body; the rotor wing is connected with the tilting mechanism; the tilting mechanism comprises a transverse tilting shaft, a longitudinal tilting shaft and a connecting piece; the longitudinal tilting shaft is connected with the transverse tilting shaft through a connecting piece; the driving mechanism is respectively connected with the rotor wing and the tilting mechanism; and the control mechanism is connected with the driving mechanism and used for controlling the rotation of the rotor wing and the rotation of the tilting mechanism so as to realize the universal tilting of the rotor wing.
Description
Technical Field
The invention belongs to the technical field of small aircraft manufacturing, and particularly relates to a vertical take-off and landing aircraft with universally tiltable rotors and a control method thereof.
Background
The statements in this section merely provide background information related to the present disclosure and may not necessarily constitute prior art.
At present, a plurality of aircraft capable of taking off and landing vertically are available, namely the American osprey V-22, two ends of a main wing are respectively provided with a tilting rotor wing, the aircraft can take off and fly vertically during flying, the two rotor wings tilt forward gradually until the aircraft is horizontal after the aircraft leaves the ground, the aircraft flies by virtue of the lift generated by the main wing, and the aircraft can also take off and fly by sliding on a runway. There are many unmanned aerial vehicle schemes for mapping, and the main wing has two tiltably rotatable non-tiltably rotatable rotors at two ends; in the other scheme, four rotor wings are arranged on the main wing, or the machine head and the machine body are also provided with the rotor wings, so that the vertical take-off can be converted into gliding flight generated by the main wing.
The inventor finds that the existing aircraft has the problems of poor flight flexibility, poor flight action response sensitivity and difficult control.
Disclosure of Invention
In order to solve the problems, the invention provides the VTOL (vertical take-off and landing) aircraft with the universally-tiltable rotor wings and the control method thereof, wherein the rotor wings can be universally tilted forwards, backwards, leftwards and rightwards, so that the aircraft is flexible in flight, sensitive and timely in flight action response and easy to control.
In order to achieve the purpose, the invention adopts the following technical scheme:
a first aspect of the present invention provides a universal tiltrotor vertical take-off and landing aircraft.
A universal tiltrotor vtol aerial vehicle, comprising:
an aircraft body;
the fixed wing is arranged on the aircraft body and used for generating lift force for the aircraft to fly forwards after vertically taking off so as to prolong the flight time and the flight distance;
the rotor wings are symmetrically arranged at the front end and the rear end of the aircraft body; the rotor wing is connected with the tilting mechanism;
the tilting mechanism comprises a transverse tilting shaft, a longitudinal tilting shaft and a connecting piece; the longitudinal tilting shaft is connected with the transverse tilting shaft through a connecting piece;
the driving mechanism is respectively connected with the rotor wing and the tilting mechanism;
and the control mechanism is connected with the driving mechanism and used for controlling the rotation of the rotor wing and the rotation of the tilting mechanism so as to realize the universal tilting of the rotor wing.
A method of controlling a gimbaled tiltrotor vtol aircraft, comprising:
the control mechanism outputs a flight starting command to the driving mechanism;
the driving mechanism controls the rotor to rotate;
the control mechanism outputs a tilting command to the driving mechanism;
actuating mechanism transversely verts the axle or/and vertically verts the axle rotation according to verting command control, and then drives the rotor and verts to realize the universal verting of rotor.
Compared with the prior art, the invention has the beneficial effects that:
the aircraft provided by the invention has a simple structure, omits a vertical tail wing and a rudder, has a small phone body compared with an aircraft of the same level, and occupies a small landing area. The front and the rear groups of propellers can tilt in all directions, so that the flying is flexible, the flying action response is sensitive and timely, the operation and the control are easy, and the unmanned remote control flying can be realized;
the aircraft provided by the invention can be used for high mountain rescue, marine rescue, medical first aid, personnel and goods transportation between marine ships, travel exploration, medium and short distance logistics transportation and the like; can be applied to the fields of civil use, police use, military use, medical treatment, engineering construction, field operation and the like.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate exemplary embodiments of the invention and together with the description serve to explain the invention and not to limit the invention.
Fig. 1 is a schematic structural view of a vertical take-off and landing aircraft with universally tiltable rotors according to a first embodiment of the present invention;
fig. 2 is a schematic structural view of a vertical take-off and landing aircraft with universally tiltable rotors according to a second embodiment of the present invention;
fig. 3 is a schematic structural diagram of a vertical take-off and landing aircraft with universally tiltable rotors according to a third embodiment of the present invention.
Detailed Description
The invention is further described with reference to the following figures and examples.
It is to be understood that the following detailed description is exemplary and is intended to provide further explanation of the invention as claimed. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of exemplary embodiments according to the invention. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, and it should be understood that when the terms "comprises" and/or "comprising" are used in this specification, they specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof, unless the context clearly indicates otherwise.
In the present invention, terms such as "upper", "lower", "left", "right", "front", "rear", "vertical", "horizontal", "side", "bottom", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only terms of relationships determined for convenience of describing structural relationships of the parts or elements of the present invention, and are not intended to refer to any parts or elements of the present invention, and are not to be construed as limiting the present invention.
In the present invention, terms such as "fixedly connected", "connected", and the like are to be understood in a broad sense, and mean either a fixed connection or an integrally connected or detachable connection; may be directly connected or indirectly connected through an intermediate. The specific meanings of the above terms in the present invention can be determined according to specific situations by persons skilled in the relevant scientific or technical field, and are not to be construed as limiting the present invention.
< aircraft >
The invention provides a vertical take-off and landing aircraft with a universal tilting rotor wing. Wherein, the rotor wings are symmetrically arranged at the front end and the rear end of the aircraft body; the tilting mechanism comprises a transverse tilting shaft, a longitudinal tilting shaft and a connecting piece; the rotor wing is connected with the tilting mechanism, and the longitudinal tilting shaft is connected with the transverse tilting shaft through a connecting piece; the driving mechanism is respectively connected with the rotor wing and the tilting mechanism; and the control mechanism is connected with the driving mechanism and used for controlling the rotation of the rotor wing and the rotation of the tilting mechanism so as to realize the universal tilting of the rotor wing.
The following describes the vertical take-off and landing aircraft with universal tilt rotors according to the present invention in detail with reference to specific embodiments:
example one
Fig. 1 is a structural view of the vertically take-off and landing aircraft with the universally tiltable rotor according to the present embodiment.
With reference to fig. 1, the vertical take-off and landing aircraft with the universal tilt rotor provided in this embodiment includes an aircraft body, a rotor, a tilt mechanism, a driving mechanism, and an operation mechanism.
In a specific implementation, the aircraft body comprises a longitudinal support bar 11 and two vertical support bars 12 inclined with respect to each other; the tops of the two relatively inclined vertical support rods 12 are arranged at two sides of the middle rear position of the longitudinal support rod 11, wherein the installation position relation between the two relatively inclined vertical support rods and the longitudinal support rod can be adjusted according to the requirement of the center of gravity; the lower parts of the two opposite inclined vertical supporting rods 12 are connected with an installation frame 13, and a seat 14 with an armrest is arranged on the installation frame 13; two inclined pull supporting rods 16 are arranged at the front part of the mounting rack, and a fixed wing 17 is respectively arranged at the front part and the rear part of the longitudinal supporting rod 11.
It will be appreciated that instead of front and rear mounting flaps, a mounting flap could be provided intermediate the longitudinal support bar 11.
In the embodiment, the rotor is fixed to the longitudinal support bar 11.
Wherein, the number of the rotary wings fixed at the same position on the longitudinal supporting rod is one.
In other embodiments, the number of rotors fixed at the same position on the longitudinal support bar is two and symmetrically arranged.
In the present embodiment, the number of the rotors fixed at the same position on the longitudinal support bar is two and symmetrically arranged as an example to explain in detail:
in a specific implementation, the drive mechanism includes a first drive mechanism and a second drive mechanism;
the first drive mechanism includes two first motors 110, a first motor mount 112, a first transverse tilt drive mechanism 114, and a first longitudinal tilt drive mechanism 117.
The second driving mechanism is identical to the first driving mechanism, is installed at the rear end of the longitudinal support rod, and comprises two second motors 120, a second motor installation seat 122, a second transverse tilting driving mechanism 124 and a second longitudinal tilting driving mechanism 127.
It should be noted that the first transverse tilting driving mechanism and the second transverse tilting driving mechanism may be directly driven by a hydraulic device, an electric worm, an electric screw rod, a steering engine, a servo motor, etc., and may also drive transmission mechanisms such as a swing arm, a connecting rod, a transmission shaft, a gear, a belt pulley, etc.
The first longitudinal driving mechanism and the second longitudinal driving mechanism can be directly driven by a hydraulic device, an electric worm, a steering engine and the like, and can also drive transmission mechanisms such as a swing arm, a gear, a belt pulley and the like.
Specifically, the tilting mechanism includes a first tilting mechanism and a second tilting mechanism;
wherein the first tilting mechanism comprises a first transverse tilting shaft 113, a first support half ring 115 and a first longitudinal tilting shaft 116;
the second tilting mechanism includes a second transverse tilting shaft 123, a second support half ring 125, and a second longitudinal tilting shaft 126.
It will be appreciated that the connection to the longitudinal tilt shaft and the transverse tilt shaft may be implemented by other structures than the half ring structure, such as a triangular or rectangular structure formed by diagonal supports.
Specifically, two first rotary wings 111 are respectively installed on output shafts of two first motors 110, the two first motors 110 are installed on the first motor installation base 112 in an up-down symmetrical manner, the first motor installation base 112 is fixedly installed at the central position of the first longitudinal tilting shaft 116, two ends of the first longitudinal tilting shaft 116 penetrate through shaft holes at two ends of the first support half ring 115, and one end of the first longitudinal tilting shaft is connected with the first longitudinal tilting driving mechanism 117; the first transverse tilting shaft 113 is fixedly connected with the middle position of the first support half ring 115, and the other end of the first transverse tilting shaft 113 is connected with the first longitudinal tilting driving mechanism 114.
The two second rotors 121 are respectively installed on output shafts of the two second motors 120, the two second motors 120 are installed on the second motor installation bases 122 in an up-down symmetrical manner, the second motor installation bases 122 are fixedly installed at the central position of the second longitudinal tilting shaft 126, two ends of the second longitudinal tilting shaft 126 penetrate through shaft holes at two ends 125 of the second support half ring, and one end of the second longitudinal tilting shaft is connected with the second longitudinal tilting driving mechanism 127; the second transverse tilting shaft 123 is fixedly connected to the middle of the second support half ring 125, and the other end of the second transverse tilting shaft 123 is connected to the second transverse tilting driving mechanism 124.
In this embodiment, the control mechanism includes a flight controller and a joystick. The rocker 15 is used for controlling the aircraft and is arranged in front of the right armrest of the seat 14; the rocker 15 provides input instructions for the flight controller; the flight controller controls the driving mechanism to output a corresponding driving signal so as to drive the rotor wing and the tilting mechanism to generate corresponding actions.
The rocker of the aircraft can be pushed forwards, pulled backwards, pushed leftwards, pushed rightwards, twisted leftwards and twisted rightwards, different operation modes can trigger the flight controller to generate different control instructions to be transmitted to each driving mechanism, the instructions can be sent to the motor of the rotor wing to increase or reduce the rotating speed of the rotor wing, the instructions can be sent to the transverse and longitudinal tilting steering engines of each group, and the steering engines drive the rotor wing group to realize transverse and longitudinal tilting motion.
Example two
Fig. 2 is a structural view of the vertically take-off and landing aircraft with the universally tiltable rotor according to the present embodiment.
Referring to fig. 2, the vertical take-off and landing aircraft with universal tilt rotors of the present embodiment includes an aircraft body, rotors, a tilt mechanism, a driving mechanism, and an operation mechanism.
In a specific implementation, the aircraft body comprises a nacelle 21, two fixed wings mounted respectively at the front and at the rear of the nacelle, and a landing gear 28; the landing gear 28 is mounted to the lower portion of the nacelle 21.
In the present embodiment, the two fixed wings are a front wing 22 and a rear wing 23, respectively. Specifically, the nacelle 21 is mounted at a position intermediate a front wing 22 and a rear wing 23, the front wing 22 being mounted at the front of the nacelle 21, and the rear wing 23 being mounted at the rear of the nacelle 21.
In the present embodiment, two tilting mechanisms are mounted on the front wing 22 and the rear wing 23, and the two tilting mechanisms are bilaterally symmetrical; the two tilting mechanisms on the front wing 22 and the rear wing 23 respectively project towards the front part and the rear part of the nacelle.
In this embodiment, the driving mechanism includes a first driving mechanism 24, a second driving mechanism 25, a third driving mechanism 26, and a fourth driving mechanism 27.
The first driving mechanism 24, the second driving mechanism 25, the third driving mechanism 26 and the fourth driving mechanism 27 respectively comprise two motors, a motor mounting seat, a transverse tilting driving mechanism and a longitudinal driving mechanism. The four driving mechanisms of the present embodiment are identical to the driving mechanism of the first embodiment, and are respectively installed on the front wing 22 and the rear wing 23, and are located outside the middle of the nacelle and the wing tip, and the installation direction is outward.
It should be noted that the transverse tilting driving mechanism can be directly driven by a hydraulic device, an electric worm, an electric screw rod, a steering engine, a servo motor and the like, and can also drive transmission mechanisms such as a swing arm, a connecting rod, a transmission shaft, a gear, a belt pulley and the like.
The longitudinal driving mechanism can be directly driven by a hydraulic device, an electric worm, a steering engine and the like, and can also drive transmission mechanisms such as a swing arm, a gear, a belt pulley and the like.
Specifically, the tilting mechanism comprises a transverse tilting shaft, a connecting piece and a longitudinal tilting shaft; the longitudinal tilting shaft is connected with the transverse tilting shaft through a connecting piece; wherein, the connecting piece sets up to support semi-ring structure.
It will be appreciated that the connection to the longitudinal tilt shaft and the transverse tilt shaft may be implemented by other structures than the half ring structure, such as a triangular or rectangular structure formed by diagonal supports.
The two rotors are respectively arranged on output shafts of the two motors, the two motors are arranged on the motor mounting seats in an up-down symmetrical mode, the motor mounting seats are fixedly arranged at the central positions of the longitudinal tilting shafts, two ends of each longitudinal tilting shaft penetrate through shaft holes at two ends of the corresponding support semi-ring, and one end of each longitudinal tilting shaft is connected with the longitudinal tilting driving mechanism; the transverse tilting shaft is fixedly connected with the middle position of the support semi-ring, and the other end of the transverse tilting shaft is connected with the transverse tilting driving mechanism.
In this embodiment, the control mechanism includes a flight controller and a joystick. The rocker is used for controlling the aircraft and is arranged on the aircraft body; the rocker provides an input instruction for the flight controller; the flight controller controls the driving mechanism to output a corresponding driving signal so as to drive the rotor wing and the tilting mechanism to generate corresponding actions.
The rocker of the aircraft can be pushed forwards, pulled backwards, pushed leftwards, pushed rightwards, twisted leftwards and twisted rightwards, different operation modes can trigger the flight controller to generate different control instructions to be transmitted to each driving mechanism, the instructions can be sent to the motor of the rotor wing to increase or reduce the rotating speed of the rotor wing, the instructions can be sent to the transverse and longitudinal tilting steering engines of each group, and the steering engines drive the rotor wing group to realize transverse and longitudinal tilting motion.
EXAMPLE III
Fig. 3 is a structural view of the vertically take-off and landing aircraft with the universally tiltable rotor according to the present embodiment.
Referring to fig. 3, the vertical take-off and landing aircraft with universal tilt rotors of the present embodiment includes an aircraft body, rotors, a tilt mechanism, a driving mechanism, and an operation mechanism.
In a specific implementation, the aircraft body comprises a nacelle 31, three fixed wings and a landing gear 39. The three fixed wings are respectively a front wing 32, a middle wing 33 and a rear wing 34; the nacelle 31 is mounted at the middle position of three wings, the front wing 32 is mounted at the front part of the nacelle 31, the middle wing is mounted at the middle part of the nacelle 31, and the rear wing 34 is mounted at the rear part of the nacelle 31; the landing gear 38 is mounted to the lower portion of the nacelle 31.
In the embodiment, two tilting mechanisms are symmetrically installed between any two fixed wings, and the two tilting mechanisms installed on the fixed wing in the middle of the nacelle respectively have respective transverse tilting shafts.
In this embodiment, the driving mechanism includes a first driving mechanism 35, a second driving mechanism 36, a third driving mechanism 37, and a fourth driving mechanism 38. The first driving mechanism 35, the second driving mechanism 36, the third driving mechanism 37 and the fourth driving mechanism 38 respectively comprise two motors, a motor mounting seat, a transverse tilting driving mechanism and a longitudinal driving mechanism.
It should be noted that the transverse tilting driving mechanism can be directly driven by a hydraulic device, an electric worm, an electric screw rod, a steering engine, a servo motor and the like, and can also drive transmission mechanisms such as a swing arm, a connecting rod, a transmission shaft, a gear, a belt pulley and the like.
The longitudinal driving mechanism can be directly driven by a hydraulic device, an electric worm, a steering engine and the like, and can also drive transmission mechanisms such as a swing arm, a gear, a belt pulley and the like.
Specifically, the tilting mechanism comprises a transverse tilting shaft, a connecting piece and a longitudinal tilting shaft; the longitudinal tilting shaft is connected with the transverse tilting shaft through a connecting piece; wherein, the connecting piece sets up to support semi-ring structure.
It will be appreciated that the connection to the longitudinal tilt shaft and the transverse tilt shaft may be implemented by other structures than the half ring structure, such as a triangular or rectangular structure formed by diagonal supports.
The two rotors are respectively arranged on output shafts of the two motors, the two motors are arranged on the motor mounting seats in an up-down symmetrical mode, the motor mounting seats are fixedly arranged at the central positions of the longitudinal tilting shafts, two ends of each longitudinal tilting shaft penetrate through shaft holes at two ends of the corresponding support semi-ring, and one end of each longitudinal tilting shaft is connected with the longitudinal tilting driving mechanism; the transverse tilting shaft is fixedly connected with the middle position of the support semi-ring, and the other end of the transverse tilting shaft is connected with the transverse tilting driving mechanism.
In this embodiment, the control mechanism includes a flight controller and a joystick. The rocker is used for controlling the aircraft and is arranged on the aircraft body; the rocker provides an input instruction for the flight controller; the flight controller controls the driving mechanism to output a corresponding driving signal so as to drive the rotor wing and the tilting mechanism to generate corresponding actions.
The rocker of the aircraft can be pushed forwards, pulled backwards, pushed leftwards, pushed rightwards, twisted leftwards and twisted rightwards, different operation modes can trigger the flight controller to generate different control instructions to be transmitted to each driving mechanism, the instructions can be sent to the motor of the rotor wing to increase or reduce the rotating speed of the rotor wing, the instructions can be sent to the transverse and longitudinal tilting steering engines of each group, and the steering engines drive the rotor wing group to realize transverse and longitudinal tilting motion.
< control method >
The control principle of the vertical take-off and landing aircraft with the universal tilt rotor wing comprises the following steps:
the control mechanism outputs a flight starting command to the driving mechanism;
the driving mechanism controls the rotor to rotate;
the control mechanism outputs a tilting command to the driving mechanism;
actuating mechanism transversely verts the axle or/and vertically verts the axle rotation according to verting command control, and then drives the rotor and verts to realize the universal verting of rotor.
The control process of the universal tiltrotor vtol aircraft of the present invention is described in detail below:
in specific implementation, a rocker of the aircraft is provided with an accelerator switch which can be pushed up and down by a thumb, each motor of a rotor wing is provided with an electronic governor, called an electronic governor for short, and the pushing up or pressing down of the accelerator switch can trigger a flight controller to issue an instruction of increasing or reducing an accelerator to the electronic governor, so that the increase or reduction of the rotating speed of the motor is controlled through the electronic governor;
the rocker can be pushed forwards, pulled backwards, pushed leftwards, pushed rightwards, twisted leftwards and twisted rightwards, different operation modes can trigger the flight controller to send different control instructions, and the instructions of the rocker can trigger the flight controller to send the longitudinal tilting driving mechanism and the transverse tilting driving mechanism of each group of rotors to execute tilting action; the tilting drive mechanism mentioned in the control method is only an illustrative example of a steering engine, but is not limited to the steering engine.
It can be understood that the tilting driving mechanism can also be directly driven by a hydraulic device, an electric worm and the like, and can also drive transmission mechanisms such as a swing arm, a gear, a belt pulley and the like.
When the instruction is transmitted to the longitudinal or transverse tilting steering engine, the longitudinal tilting steering engine drives the longitudinal tilting shaft to drive the rotor wing set to tilt forwards or backwards longitudinally; when the instruction is transmitted to the transverse tilting steering engine, the transverse tilting steering engine drives the transverse tilting shaft to do transverse leftward or rightward tilting motion.
The control method is suitable for the first embodiment to the third embodiment, and is also suitable for a scheme of removing the wing. The second embodiment and the third embodiment are completely the same, the first embodiment and the control method thereof are different from the turning tilting method, the tilting of the second embodiment and the third embodiment is realized by the lift difference generated by the left and right groups of rotors, the tilting of the first embodiment depends on the centrifugal force generated during turning, and the gravity center of the first embodiment is very low, so that the whole body tilts under the action of the centrifugal force during turning. The following description will be given by taking the second embodiment as an example, and the specific control method is as follows:
in the second embodiment related to the control method, the control mechanism comprises a rocker and a flight controller which are connected through a signal cable, and the flight controller is connected with the driving mechanism and used for controlling the operation of the aircraft body.
(1) Hovering:
when the aircraft hovers in the air, the rotating surface of the rotor wing is parallel to the ground, the tilting angle is zero, and the transverse tilting shaft or/and the longitudinal tilting shaft are driven to rotate so as to regulate and control the balance of the aircraft.
Specifically, four sets of rotor wings are horizontal when the aircraft is stationary, and are parallel to the ground. The pilot turns on a power switch, gradually pushes up an accelerator switch to increase an accelerator to trigger a flight controller to send an instruction to an electric regulator, the electric regulator drives four groups of rotors to start and gradually accelerate to rotate, the rotors of the accelerator switch are gradually pushed up to rotate to a certain rotating speed and then vertically fly off, the accelerator is adjusted when the rotors of the accelerator switch reach a certain height from the ground to enable an aircraft with the same lifting force as the weight of the aircraft to hover in the air, at the moment, the rotating surfaces of the four rotors are parallel to the ground, and the tilting angle is zero degree;
when the aircraft takes off from the air and does various flight actions in the air and meets sudden conditions such as crosswind and the like, the flight controller respectively regulates and controls the throttle of each group of rotors to keep the balance of the aircraft without human intervention;
when the aircraft is suspended, the hand for controlling the rocker can be released, and the flight controller can automatically and respectively regulate and control the accelerator of each group of rotors to keep a hovering state according to data acquired by the sensor;
during suspension, if the accelerator switch is pushed up to trigger the flight controller to issue an instruction of increasing the accelerator for the electric regulation of the four groups of rotors, the rotating speed of the motor increases the vertical ascending flight of the aircraft, and if the accelerator switch is pressed down to trigger the flight controller to issue an instruction of reducing the accelerator for the electric regulation of the four groups of rotors, the rotating speed of the motor reduces the vertical descending flight of the aircraft.
(2) Front flying:
when the aircraft receives the forward flight instruction, all the longitudinal tilting shafts are driven to drive the rotor wings to tilt forwards gradually, and after the aircraft reaches the preset flight speed, the rotor wings gradually reduce the rotating speed and continue to tilt forwards longitudinally to increase the pulling force so that the aircraft flies before accelerating.
Specifically, when a rocker is hovered and pushed forwards, the rocker triggers a flight controller, the flight controller gives instructions to four longitudinal tilting steering engines of four groups of rotors simultaneously, the four longitudinal tilting steering engines drive the four groups of rotors to tilt forwards gradually, because the four longitudinal tilting steering engines tilt forwards, original lift force is decomposed into pulling force and changed into upward lift force and forward pulling force, the larger the tilting angle is, the larger the pulling force is, the smaller the lift force is, because the lift force is divided into a part to become the pulling force, the lift force is reduced, an aircraft can fall high, and therefore the flight controller gives instructions to the four groups of rotors to increase an accelerator at the same time for keeping the flight height unchanged, and the rotating speed compensation lift force is increased;
when the aircraft reaches a certain flight speed, the two wings also generate a small lift force to lift the aircraft, at the moment, the flight controller instructs four groups of rotors to gradually reduce partial rotating speed and continue to tilt forwards longitudinally to increase the pulling force to accelerate the aircraft to fly forwards, when the flight speed of the aircraft is enough to enable the lifting force generated by the two wings to completely support the weight of the aircraft, the rotating surfaces of the four groups of rotors continue to tilt forwards and are finally perpendicular to the ground, the longitudinal tilting process from a zero-degree angle to a ninety-degree angle is completed, the four groups of rotors maintain a lower rotating speed, and the generated pulling force is enough to maintain the cruising speed of the aircraft
The same principle of controlling, the aircraft can fly backward when pulling the rocker backward, but because the structure that has two wings is unsuitable to fly backward fast, so can restrict the angle that four groups of rotors vert backward, it can not be too fast to fly backward.
(3) Side flying:
when the aircraft receives a side flight instruction, all transverse tilting shafts are driven to tilt leftwards or rightwards, and then all rotors are driven to tilt leftwards or rightwards simultaneously, so that the aircraft transversely flies leftwards or rightwards.
Specifically, when a rocker is pushed left or right, the rocker triggers a flight controller, the flight controller simultaneously sends a left tilting instruction or a right tilting instruction to four transverse tilting steering engines of four groups of rotors, the four transverse tilting steering engines drive the four groups of rotors to tilt left or right simultaneously, both the four transverse tilting steering engines and the four groups of rotors can simultaneously generate left or right pulling force, and an aircraft transversely flies left or transversely right;
it should be noted that: the aircraft has two fixed wings, so that the tilting angle of the aircraft is limited during transverse flight, the tilting angle cannot be too large, and the transverse flight cannot be too fast;
and similarly, because the aircraft tilts, the lift force is divided into a part of the lift force to become pulling force, and the aircraft can drop high, so that the flight controller sends an instruction of increasing an accelerator to four groups of rotors to keep the flight height unchanged, and the rotating speed is increased to compensate the lift force.
(4) Hovering and turning:
when the aircraft receives a hovering and rotating instruction, the rotors symmetrically arranged at the front end and the rear end of the aircraft body are driven to rotate oppositely, so that the aircraft hovers in the air and rotates in situ to fly under the action of opposite pulling forces in two directions.
Specifically, if the rocker is twisted leftwards during hovering, the rocker triggers the flight controller, the flight controller sends an instruction to a transverse tilting steering engine of four rotors to drive the front two groups of rotors to tilt leftwards to generate a left pulling force, and the rear two groups of rotors tilt rightwards to generate a right pulling force, so that the aircraft hovers in the air and flies in situ in a rotating manner leftwards under the action of the two pulling forces in opposite directions;
on the same principle, the aircraft hovers in the air and flies in situ by turning the rocker to the right;
and similarly, because the aircraft tilts, the lift force is divided into a part of the lift force to become pulling force, and the aircraft can drop high, so that the flight controller sends an instruction of increasing an accelerator to four groups of rotors to keep the flight height unchanged, and the rotating speed is increased to compensate the lift force.
(5) Oblique flying:
when the aircraft receives the oblique flight instruction, the drive rotor verts forward, and the horizontal axial that verts of drive simultaneously predetermines the direction and verts, and then the rotor verts towards corresponding direction for the aircraft flies out an oblique line orbit that inclines towards corresponding direction.
Specifically, if push forward the rocker again forward simultaneously and push left again when pushing away left the place ahead promptly, the rocker triggers flight control ware, and flight control ware sends the instruction and gives four vertical tilting steering engines of four groups of rotors, and four groups of rotors of drive tilt forward, also sends the instruction simultaneously and gives four horizontal tilting steering engine directions, and four groups of rotors of drive tilt left, and four groups of rotors tilt left promptly to the place ahead left, produce the pulling force in place ahead left. The aircraft then has the same attitude but flies forward while flying to the left, i.e. forward to the left, and will fly a left-inclined, diagonal trajectory. When the rocker is pushed to the right front, the aircraft flies to the right front and flies out of a diagonal track inclined to the right. It should be noted that, because of the existence of the two wings, the tilting angle of the rotor wing can be limited, and the tilting speed cannot be too fast;
similarly, because the aircraft tilts, the lift force is divided into a part of the pull force, and the aircraft can drop high, so that the flight controller sends an instruction of increasing an accelerator to four groups of rotors to keep the flight height unchanged, and the rotating speed is increased to compensate the lift force;
(6) controlling the low-speed front flight time direction:
here, the low speed is flying at less than a preset speed. When the aircraft flies before according to being less than preset speed, adopt the rotor of simultaneous control symmetry side or the rotation of cooperative control rotor to the direction of flight of control aircraft.
Specifically, when flying forward at a low speed, the aircraft mainly flies by the lift force of four groups of rotors, the lift force generated by the wings is small, and three control methods are provided:
(6.1) the first, control the first two groups and two groups of rotors at the same time. When the rocker pushes forwards and then twists leftwards, the rocker triggers the flight controller, and the flight controller sends an instruction to four longitudinal tilting steering engines of four groups of rotors to do the following actions:
when the rocker is pushed forwards, the flight controller instructs the longitudinal tilting steering engines of the four groups of rotors to drive the rotors, so that the four groups of rotors are in a longitudinal forward tilting state, tension is generated to make the aircraft fly forwards, the rocker is twisted leftwards at the moment, the flight controller instructs the two groups of rotors of the aircraft to tilt leftwards for a certain angle under the condition of unchanged forward tilting angle, the larger the turning is, the larger the left tilting angle is, the left tension is provided to the front part of the aircraft, meanwhile, the left rotor group can reduce part of the rotating speed, the larger the turning is, the more the speed is reduced, the part of the rotating speed is increased by the right rotor group, and the larger the turning is, the more the speed is increased; meanwhile, the flight controller instructs that the rear two groups of rotors tilt to the right for a certain angle under the condition of unchanged forward inclination angles, the larger the turning is, the larger the tilting angle to the right is, the right thrust is provided to the rear part of the aircraft, meanwhile, the left rotor group can reduce partial rotating speed, the larger the turning is, the more the speed reduction is, the partial rotating speed is improved by the right rotor group, the larger the turning is, the more the speed increase is, and the aircraft flies forwards and turns to the left under the action of front and rear forces in two different directions; because the front and rear groups of rotors on the left reduce partial rotating speed and the front and rear groups of rotors on the right improve partial rotating speed, the aircraft turns left in a posture of slightly inclining to the left;
similarly, when the rocker is pushed forward and then twists to the right, the aircraft flies forward and turns to the right according to the control method.
And (6.2) a second mode, wherein the two left rotor groups and the two right rotor groups are controlled simultaneously. Similarly, the rocker is pushed to trigger the flight controller, the flight controller sends an instruction to four longitudinal tilting steering engines of the four groups of rotors, and the steering engines drive the four groups of rotors to be in a longitudinal forward tilting state to generate pulling force to enable the aircraft to fly forwards. At the moment, the rocker is twisted leftwards, the command of the flight controller can enable the two groups of rotors on the right side to increase a certain angle on the basis of the existing forward-inclined angle, the larger the turning angle is, the larger the increasing angle is, the rotating speed compensation lift force is increased, the larger the turning angle is, the higher the speed is, and the more the right-side tension force and the lift force are increased by most parts compared with the front part at the moment; meanwhile, the two groups of rotors on the left side reduce a certain angle on the basis of the existing forward-inclined angle, the larger the turning is, the rotating speed of the part is reduced, the redundant lift force is reduced, the larger the turning is, the larger the speed is, the more the left-side pulling force and the lift force are reduced, and the part is reduced compared with the previous part at the moment; the aircraft turns left in a left-inclined posture under the action of different tension difference and lift difference on the left side and the right side.
Similarly, when the rocker is pushed forward and then twists to the right, the aircraft flies forward and turns to the right according to the control method.
And (6.3) in the third mode, four groups of rotors at front, back, left and right are cooperatively controlled, and the former two control methods are combined together. Similarly, the rocker is pushed to trigger the flight controller, the flight controller sends an instruction to four longitudinal tilting steering engines of the four groups of rotors, and the steering engines drive the four groups of rotors to be in a longitudinal forward tilting state to generate pulling force to enable the aircraft to fly forwards;
at the moment, the rocker is twisted leftwards, the flight controller sends an instruction to reduce a part of angle of a left rotor group of the two groups of rotors on the basis of the existing forward-inclined angle, the larger the turning is, the larger the angle is, the left-inclined angle is, the larger the turning is, the larger the left-inclined angle is, meanwhile, the part of rotating speed is reduced, and the larger the turning is, the larger the speed is reduced;
the rotor wing group on the right side of the front two groups of rotor wings increases partial forward inclination angles on the basis of the existing forward inclination angles, the forward inclination angle is increased when the turning is larger, the partial forward inclination angles are inclined towards the left side, the left inclined inclination angle is increased when the turning is larger, partial rotating speed is increased simultaneously, and the turning is increased and the speed is increased when the turning is larger;
partial angles of the left rotor groups of the two rear groups of rotors are reduced on the basis of the existing forward inclination angles, the larger the turning is, the larger the reduction angle is, and the partial angles are inclined to the right side, the larger the turning is, the larger the inclination angle is to the right side is, meanwhile, the partial rotating speed is reduced, and the larger the turning is, the larger the reduction speed is;
the rotor wing group on the right side of the rear two groups of rotor wings increases partial forward inclination angles on the basis of the existing forward inclination angles, the forward inclination angle is increased to be larger when the turning is larger, the partial forward inclination angles are inclined to the right side, the tilting angle is larger to the right when the turning is larger, partial rotating speed is increased, and the speed is increased when the turning is larger;
the aircraft flies in a left-turning mode under the action of the left pulling force of the front two groups of rotor wing groups, the right pushing force of the rear two groups of rotor wing groups and the difference of the pulling forces of the left two groups of rotor wing groups and the right two groups of rotor wing groups;
the opposite action is also performed and the aircraft flies to the right.
(7) And (3) direction control during quick cruise:
fast cruise, as used herein, refers to an aircraft cruising at a speed in excess of a preset speed.
When the aircraft is cruising according to exceeding preset speed, the tilt angle of control rotor is greater than 45 degrees, reduces the rotational speed of rotor to the direction of flight of control aircraft.
Specifically, the aircraft mainly flies by virtue of the lift force generated by the wings during fast cruise, the tilt angles of the four groups of rotors are larger than 45 degrees, the larger the tilt angle is, the smaller the lift force is, the larger the pull force is, the higher the pull force is, at the moment, the rotating speed of the four rotor groups can be reduced by the flight controller, and the fast cruise flight of the aircraft can be realized by the smaller pull force during cruise flight;
(8) climbing and descending
When the aircraft receives climbing and descending instructions, the rotor wing is controlled to lift the nose and press the tail to climb upwards or press the nose to lift the tail to descend downwards under the action of lift difference and pulling force sum.
Specifically, when the fast cruise is performed, the rocker is in a forward pushing state, at the moment, the throttle switch is pushed upwards by a thumb, the flight controller is triggered to give instructions to the first two groups of rotor wings, the two groups of rotor wings are driven to reduce partial tilt angles on the basis of the existing forward tilt angles so as to increase lift force, and meanwhile, the rotating speed is increased to increase tension force;
simultaneously triggering the flight controller to send instructions to the rear two groups of rotor wing groups, driving the two groups of rotor wing groups to increase partial tilt angles on the basis of the existing anteversion angles so as to reduce lift force, and simultaneously increasing the rotating speed to improve the pulling force;
the aircraft lifts the aircraft head and presses the aircraft tail to climb upwards under the action of the lift difference and the sum of the tension of the front two groups of rotor wing groups and the rear two groups of rotor wing groups;
when the throttle switch is pressed down, the flight controller is triggered to reduce partial tilt angles of the front two groups of rotor wing groups on the basis of the existing tilt angles so as to reduce lift force, and meanwhile, the rotating speed is reduced so as to reduce pulling force;
simultaneously triggering the flight controller to send instructions to the rear two groups of rotor wing groups, driving the two groups of rotor wing groups to reduce partial tilt angles on the basis of the existing anteversion angles so as to increase lift force, and simultaneously reducing the rotating speed and reducing the pulling force;
the aircraft presses down the nose to lift the tail to descend downwards under the action of the lift difference and the sum of the tension of the front two groups of rotor wing groups and the rear two groups of rotor wing groups.
(9) Fast cruise turning has two control methods
Wherein, fast cruise refers to the aircraft cruising at a speed exceeding a preset speed;
and low-speed flight means that the aircraft flies at a speed less than the preset speed.
It should be noted that: both low-speed turning and high-speed turning aircrafts need the same roll as the turning direction to restrain centrifugal force; when the rotor wing tilts within 0-45 degrees, the pulling force is smaller than the lifting force, when the rotor wing tilts within 45 degrees, the pulling force and the lifting force are the same, and when the rotor wing tilts within 45-90 degrees, the pulling force is larger than the lifting force;
when the aircraft flies at a low speed, the tilting angle is less than 45 degrees, the lift force is large enough, the pulling force is relatively small, and the rotor wing group needs to increase the tilting force and increase the pulling force to turn the aircraft;
when the aircraft is cruising at a high speed, the tilting angle is larger than 45 degrees, the pulling force is large enough, the lifting force is relatively small, and the tilting angle of the rotor wing group needs to be reduced to increase the lifting force so that the aircraft can tilt;
therefore, the working and control principle of the control during the fast cruise turning is the same as that of the control in the low-speed forward flight direction, only the tilting direction of the rotor wing group in the longitudinal direction is opposite, an intermediate point of 45 degrees exists between 0 degree and 90 degrees, the rotor wing group at the inner side tilts in the 0 degree direction during the low-speed flight turning, and the rotor wing group at the outer side tilts in the 45 degree direction; when the aircraft is in fast cruise turning, the rotor group on the inner side tilts towards the direction of 90 degrees, the rotor group on the outer side tilts towards the direction of 45 degrees, and the rotor group on the outer side needs to tilt towards the middle point at an angle of 45 degrees no matter in low-speed flight or fast cruise as long as the aircraft is in turning;
therefore, a 45-degree tilt angle of the rotor wing set is set as a switching point of two control modes of low-speed flight and fast cruise; if the tilt angle of the rotor wing set stays at 45 degrees for a long time, in order to prevent the flight controller from frequently switching the control mode, a conversion area from 44 degrees to 46 degrees is arranged on the tilt angle;
when the turning action of the aircraft is set, the flight controller controls the outer rotor wing set to enter 44 degrees when the outer rotor wing set is accelerated from a low-speed flight state to approach a conversion zone, or to enter 46 degrees when the outer rotor wing set is decelerated from a rapid cruise state to approach the conversion zone, the outer rotor wing set stops when tilting to 45 degrees and does not continue tilting any more, the shortage of tension or lift force is made up by increasing the rotating speed after the angle is reached, and the outer rotor wing set crosses the conversion zone after the turning action is finished;
first, two sets of rotors on the left and two sets of rotors on the right are controlled simultaneously.
When cruising fast, the rocker is already in a forward pushing state, and twists to the left when turning to the left, the rocker triggers the flight controller, and the flight controller sends an instruction to four longitudinal tilting steering engines of four groups of rotors to do the following actions:
at the moment, the rocker is twisted leftwards, the flight controller instructs to enable the forward tilting angles of the two groups of rotors on the left side of the aircraft to be increased by most angles on the original basis, the larger the turning is, the part of the rotating speed is reduced, and the larger the turning is, the more the speed is reduced, so that the lift force and the pulling force are reduced;
on the basis of the original forward inclination angle, the two groups of rotor wing groups on the right reduce partial angles, the larger the turning is, the more the turning is reduced, the partial rotating speed is increased, and the larger the turning is, the more the turning is increased, the more the speed is increased, so that the lift force and the pulling force are increased;
the aircraft turns left in a left-inclined posture under the action of different tension difference and lift difference on the left side and the right side.
And secondly, four groups of rotors on the front, the back, the left and the right are cooperatively controlled, and the first control method is combined together.
Similarly, when the aircraft cruises quickly, the rocker is pushed forwards and is twisted leftwards when the aircraft turns leftwards, the rocker triggers the flight controller, and the flight controller sends instructions to four longitudinal tilting steering engines of four groups of rotors to do the following actions:
at the moment, the rocker is twisted leftwards, the flight controller instructs the front two groups of rotors of the aircraft to forward and rotate leftwards for a certain angle, the larger the turn is, the larger the angle of the left-turn is, and a left pulling force is applied to the front part of the aircraft;
the left rotor wing sets of the front two groups increase partial angles on the basis of the original forward inclination angles, the larger the turning is, the larger the increase is, the partial rotating speed is reduced, the larger the turning is, the larger the reduction in speed is, and the lift force and the pulling force are reduced;
the right rotor wing groups of the front two groups reduce partial angles on the basis of the original forward inclination angles, the larger the turning is, the more the turning is reduced, the partial rotating speed is increased, the larger the turning is, the more the turning is increased, the more the speed is increased, and the lift force and the pulling force are increased;
meanwhile, the flight controller instructs to enable the rear two groups of rotors to tilt rightwards for a certain angle under the condition of unchanged forward inclination angles, and the larger the turning is, the larger the tilting angle rightwards is, so that the rightwards thrust is given to the rear part of the aircraft;
the front inclination angles of the rear two groups of left rotor wing groups are increased on the basis of the original front inclination angles, the larger the turning is, the more the turning is, the speed is reduced, and the lift force and the pulling force are reduced;
the right rotor wing sets of the back two groups reduce partial angles on the basis of the original forward inclination angles, the larger the turning is, the more the turning is reduced, the partial rotating speed is increased, the larger the turning is, the more the turning is increased, the more the speed is increased, and the lift force and the pulling force are increased;
the aircraft turns left under the action of the left pulling force of the front two groups of rotors, the right pushing force of the rear two groups of rotors and the difference of the pulling forces of the left two groups of rotors and the right two groups of rotors, and turns left under the action of the difference of the left and right lifting forces.
(10) Braking and stopping:
when the aircraft receives a braking and stopping instruction, the tilting angle of the rotor wing is controlled to gradually return to 0 degree or reach a backward tilting angle, the rotating speed of the rotor wing stays at a hovering rotating speed, and the aircraft hovers in the air; and after the hovering state is reached, the rotating speed of the rotor wing is controlled to be reduced so as to control the aircraft to slowly land.
Specifically, no matter in which flight state the rocker is loosened, the flight controller can send an instruction to each longitudinal and inclined tilting steering engine to enable the tilting angle to gradually return to 0 degree, the rotating speed of the rotor wing can stay at the hovering rotating speed, and the aircraft hovers in the air;
if the fast cruise by the lift provided by the wings is carried out, the flight controller can send an instruction to enable the four groups of rotors to tilt from a large angle, gradually reduce the angle and gradually increase the rotating speed, and gradually switch to a low-speed flight state by the four rotor groups;
in a low-speed flight state, in the process that each rotor wing group tilts and gradually returns to 0 ℃, the flight controller also sends an instruction to the electric regulation of each motor of each rotor wing group, so that the rotating speed of each rotor wing group is gradually reduced from a high speed to a hovering rotating speed, and the aircraft hovers in the air;
the aircraft can be manually braked in a low-speed flight state, the back-pull rocker triggers the flight controller to send instructions to the four longitudinal tilting steering engines, the longitudinal tilting steering engines drive the longitudinal tilting shafts to drive the rotor wing sets to tilt backwards, backward pulling force is generated to stop the aircraft, and the aircraft is hovered in the air;
after the aircraft reaches the hovering state, the throttle switch is pressed down to trigger the flight controller to send an instruction to each electric controller of the four groups of rotors, the rotating speed of each motor is reduced, and the aircraft slowly lands.
(11) Total pitch:
because the rotating speed of the motor has a range, in the control action, the total pitch can be adjusted to adjust the tension of the rotor wing under the condition that the rotating speed of the rotor wing needs to be increased or reduced;
under the condition that the rotating speeds of the accelerators are sufficient and the rotating speeds are the same, the tension is increased when the total pitch is increased, and the tension is reduced when the total pitch is reduced;
when the rotating speed of the motor at the highest efficiency is the optimal rotating speed, if the pulling force needs to be increased at the rotating speed, the rotating speed of the accelerator motor is increased simply, and the rotating speed can exceed the range of the optimal rotating speed;
similarly, simply increasing the total pitch of the rotor pulls down the speed of the motor, which may be below the optimum speed range;
therefore, in order to keep the optimal rotating speed, the flight controller is arranged to issue an instruction to the electric regulator to increase the accelerator during operation and control, and simultaneously issue an instruction to the total pitch driving device to increase the total pitch, so that the accelerator and the total pitch are increased simultaneously, the motor is always kept in the optimal rotating speed range, and the flight efficiency of the aircraft is highest at the moment.
The lean of the first embodiment is based on the centrifugal force generated during turning. The control method is only applicable to the control method of low-speed flight when the wings are removed in the second embodiment and the third embodiment.
The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (17)
1. The utility model provides a but vertical take-off and landing aircraft of universal tilt rotor which characterized in that includes:
an aircraft body;
the fixed wing is arranged on the aircraft body and used for generating lift force for the aircraft to fly forwards after vertically taking off so as to prolong the flight time and the flight distance;
the rotor wings are symmetrically arranged at the front end and the rear end of the aircraft body; the rotor wing is connected with the tilting mechanism;
the tilting mechanism comprises a transverse tilting shaft, a longitudinal tilting shaft and a connecting piece; the longitudinal tilting shaft is connected with the transverse tilting shaft through a connecting piece;
the driving mechanism is respectively connected with the rotor wing and the tilting mechanism;
the control mechanism is connected with the driving mechanism and is used for controlling the rotation of the rotor wing and the rotation of the tilting mechanism so as to realize universal tilting of the rotor wing;
when the aircraft receives a side flight instruction, all transverse tilting shafts are driven to tilt leftwards or rightwards, and all rotor wings are driven to tilt leftwards or rightwards simultaneously, so that the aircraft flies leftwards or rightwards transversely;
when the aircraft receives a hovering and turning instruction, the rotors symmetrically arranged at the front end and the rear end of the aircraft body are driven to oppositely tilt, so that the aircraft hovers in the air and rotates in situ to fly under the action of lateral pulling forces in two opposite directions of the front rotor and the rear rotor;
when the aircraft receives a braking and stopping instruction, the tilting angle of the rotor wing is controlled to gradually return to 0 degree or reach a backward tilting angle, the rotating speed of the rotor wing stays at a hovering rotating speed, and the aircraft hovers in the air; and after the hovering state is reached, the rotating speed of the rotor wing is controlled to be reduced so as to control the aircraft to slowly land.
2. The vertically take-off and landing craft with universal tiltrotor rotors according to claim 1, wherein said craft body includes a seat and a longitudinal support bar, said seat being mounted below said longitudinal support bar, said fixed wings being symmetrically mounted on said longitudinal support bar or said fixed wings being mounted only at an intermediate position on said longitudinal support bar.
3. The tiltrotor vertical take-off and landing aircraft of claim 2, wherein said tilting mechanisms are symmetrically mounted at opposite ends of the longitudinal support rod.
4. The tiltrotor vertical take-off and landing aircraft of claim 1, wherein said aircraft body includes a nacelle and two fixed wings mounted at a front portion and a rear portion of the nacelle, respectively.
5. The vertically take-off and landing aircraft with universally tiltable rotors according to claim 4, wherein each fixed wing is provided with two tilting mechanisms, and the two tilting mechanisms are bilaterally symmetrical; the two tilting mechanisms on the two fixed wings respectively protrude towards the front part and the rear part of the cabin.
6. The tiltrotor vertical take-off and landing aircraft of claim 1, wherein said aircraft body includes a nacelle and three fixed wings, two of which are mounted at the front and rear of the nacelle, respectively, and the other fixed wing is mounted at the center of the nacelle.
7. The tiltrotor vertical take-off and landing aircraft according to claim 6, wherein two tilting mechanisms are symmetrically mounted between any two fixed wings, and the two tilting mechanisms mounted on the fixed wing in the middle of the nacelle have respective transverse tilting axes.
8. The tiltrotor vertical take-off and landing aircraft of claim 1, wherein said connection is a support half-ring or a support ring.
9. A method of controlling a gimbaled tiltrotor vtol aircraft according to any of claims 1-8, comprising:
the control mechanism outputs a flight starting command to the driving mechanism;
the driving mechanism controls the rotor to rotate;
the control mechanism outputs a tilting command to the driving mechanism;
actuating mechanism transversely verts the axle or/and vertically verts the axle rotation according to verting command control, and then drives the rotor and verts to realize the universal verting of rotor.
10. The method of controlling a vertically take-off and landing universally tiltable rotor craft according to claim 9, wherein when the craft is hovering in the air, the plane of rotation of the rotor is parallel to the ground, the tilt angle is zero degrees, and the transverse tilt axis or/and the longitudinal tilt axis are driven to rotate, so as to adjust the rotor to maintain the craft in balance.
11. The method of claim 9, wherein the aircraft receives a forward flight command to drive all of the tilting shafts to gradually tilt the rotor forward, and after the aircraft reaches the predetermined flight speed, the rotor gradually reduces the speed and continues to tilt forward to increase the drag force to accelerate the aircraft forward.
12. The method of claim 9, wherein when the aircraft receives the oblique flight command, the longitudinal tilting shaft is driven to tilt the rotor forward, and the transverse tilting shaft is driven to tilt in a predetermined direction, so that the rotor tilts in a corresponding direction, thereby causing the aircraft to fly a diagonal trajectory that is tilted in a corresponding direction.
13. The method of claim 9, wherein the direction of flight of the aircraft is controlled by controlling both rotors on opposite sides of the rotor or by controlling rotor tilt in coordination with the rotors on opposite sides of the rotor while the aircraft is flying at less than a predetermined speed.
14. The method of controlling a universal tiltrotor vertical take-off and landing aircraft according to claim 9, wherein the tilt angle of the rotor is controlled to be greater than 45 degrees and the speed of the rotor is reduced to control the direction of flight of the aircraft when the aircraft is cruising at a speed in excess of the predetermined speed.
15. The method of controlling a universally tiltrotor vertical takeoff and landing aircraft according to claim 9, wherein the aircraft is steered by controlling both rotors on opposite sides simultaneously or in concert to control rotor tilt while the aircraft is cruising above a predetermined speed.
16. The method of controlling a vertically take-off and landing aircraft with gimbaled tiltrotor rotors according to claim 9, wherein the control rotor is configured to raise the nose and lower the tail to climb upward or lower the nose and raise the tail to descend downward under the action of the lift difference and the sum of the pulling force when the aircraft receives the climb and descent command.
17. The method of controlling a gimbaled tiltrotor VTOL aerial vehicle of claim 9, wherein the collective pitch is adjusted to adjust the rotor pull while increasing or decreasing the rotor speed.
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| CN113978718B (en) * | 2021-12-24 | 2022-03-18 | 天津斑斓航空科技有限公司 | Aircraft active tilting structure, control method and aircraft |
| CN114348252B (en) * | 2022-03-01 | 2023-12-01 | 成都纵横大鹏无人机科技有限公司 | Multi-rotor aircraft |
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