CN112061386A - Vertical take-off and landing aircraft and control method thereof - Google Patents
Vertical take-off and landing aircraft and control method thereof Download PDFInfo
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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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
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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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Abstract
The invention belongs to the technical field of aircrafts, and particularly discloses a vertical take-off and landing aircraft which comprises an aircraft body, wherein front wings are symmetrically arranged at the front part and the left and the right of the aircraft body, and rear wings are symmetrically arranged at the rear part and the left and the right of the aircraft body; the middle part of the machine body is provided with a left power set and a right power set, the left power set and the right power set are symmetrically arranged by taking the machine body as a central axis, the left power set and the right power set are connected through a main beam, and the main beam penetrates through the middle part of the machine body; the left power group and the right power group comprise two propellers and a power shaft. The vertical take-off and landing aircraft is provided with two power groups, so that the efficiency of an aircraft power system is improved; the aircraft is provided with the front wing and the rear wing, so that the pneumatic center of the whole aircraft is between the front wing and the rear wing, and the control requirement of coincidence of the center of gravity and the center of a power shaft in the vertical take-off and landing aircraft is met. Its control modes including roll control, yaw control and pitch control are also disclosed.
Description
Technical Field
The invention belongs to the technical field of aircrafts, and particularly relates to a vertical take-off and landing aircraft and a control method thereof.
Background
Vertical take-off and landing fixed wing aircraft technology has been known for a long time, and at present, 4+1 composite type or 4(2+2) tilting type is common, and moreover, tail seat type or 3(2+1) tilting type and the like are less applied.
Because the longitudinal gravity center of the fixed-wing aircraft is usually positioned at the wing, considering that the power center needs to coincide with the gravity center in a vertical take-off and landing state, the vertical starting power used by the vertical take-off and landing aircraft is basically 4-shaft power (4-shaft 4-paddle or 4-shaft 8-paddle), but due to structural size limitation, the size of a single paddle in the configuration is relatively small, the overall efficiency of an aircraft power system is limited, and the endurance time is short.
Disclosure of Invention
The invention aims to provide a vertical take-off and landing aircraft, which improves the efficiency of a power system of the aircraft and improves the endurance time.
The invention also aims to provide a control mode of the vertical take-off and landing aircraft.
The invention is realized by the following technical scheme:
a vertical take-off and landing aircraft comprises an aircraft body, wherein front wings are symmetrically arranged at the front part and the left and the right of the aircraft body, and rear wings are symmetrically arranged at the rear part and the left and the right of the aircraft body;
the middle part of the machine body is provided with a left power set and a right power set, the left power set and the right power set are symmetrically arranged by taking the machine body as a central axis, the left power set and the right power set are connected through a main beam, and the main beam penetrates through the machine body;
the left power set comprises a left power shaft, a first propeller and a second propeller, the first propeller is arranged at one end of the left power shaft, and the second propeller is arranged at the other end of the left power shaft;
the right power set comprises a right power shaft, a third propeller and a fourth propeller, the third propeller is arranged at one end of the right power shaft, and the fourth propeller is arranged at the other end of the right power shaft;
the left power shaft is connected to one end of the main beam, and the right power shaft is connected to the other end of the main beam.
Furthermore, a first steering engine is arranged on one side of the left power set, a second steering engine is arranged on one side of the right power set, the first steering engine and the second steering engine are fixed on the main beam, and an output shaft of the first steering engine is connected with the left power shaft and used for driving the left power shaft to rotate relative to the main beam; and the output shaft of the second steering engine is connected with the right power shaft and is used for driving the right power shaft to rotate relative to the main beam.
Furthermore, a first power source and a second power source are installed on the left power shaft, the first propeller is connected with the first power source, the second propeller is connected with the second power source, and the steering directions of the first power source and the second power source are opposite;
the right power shaft is provided with a third power source and a fourth power source, the third propeller is connected with the third power source, the fourth propeller is connected with the fourth power source, and the steering directions of the third power source and the fourth power source are opposite.
Further, the first power source, the second power source, the third power source and the fourth power source are motors, piston engines or turboprop engines.
Further, the front wing and the rear wing are straight wings or have sweep angles.
Further, when the front wing and the rear wing are provided with sweep angles, the front wing is a forward swept wing, and the rear wing is a backward swept wing.
Further, the span length of the rear wing is greater than or equal to the span length of the front wing.
Furthermore, a vertical tail is also arranged at the rear part of the machine body.
The invention also discloses a control mode of the vertical take-off and landing aircraft, which comprises roll control, yaw control and pitch control;
roll control: controlling through tension difference generated by the rotation speed difference of the left power set and the right power set, wherein the rotation speed difference is the rotation speed difference of a propeller of the left power set and a propeller of the right power set;
yaw control: the yaw moment is generated through an asymmetric tension component caused by the angle difference of the differential rotation of the left power group and the right power group around the main beam to implement control;
pitch control: the pitching moment is generated by the change of the tension caused by the synchronous rotation of the left power set and the right power set around the main beam to implement control. Compared with the prior art, the invention has the following beneficial technical effects:
the invention discloses a vertical take-off and landing aircraft, which is different from the existing vertical take-off and landing aircraft and is provided with a left power set and a right power set, a propeller with larger size can be installed, the power effect of the propeller during vertical take-off and landing is improved, the efficiency of the whole power system is further improved, the power consumption during flight is lower, the power consumption is lower, the time of flight of an unmanned aerial vehicle is increased, and the endurance time is prolonged. The front wing is arranged at the front part of the aircraft body, the rear wing is arranged at the rear part of the aircraft body, the front and rear tandem wing layout is adopted, the two power sets are respectively arranged at the left and right sides of the aircraft body and positioned in the middle, and the two main beams are coaxially arranged, so that the pneumatic center of the whole aircraft is positioned between the front wing and the rear wing, the control requirement of the center coincidence of the pneumatic center and the two power shafts in the vertical take-off and landing aircraft is met by adjusting the size and the installation angle of the front wing and the rear wing, and the central position of the pneumatic center of the whole aircraft on the two power shafts.
Furthermore, a first steering engine drives the left power shaft to rotate relative to the main beam, a second steering engine drives the right power shaft to rotate relative to the main beam, the main beams of the two power groups are coaxially arranged, the left power shaft and the right power shaft can respectively rotate around the main beams through bearings, and the two power shafts are respectively connected with one steering engine, so that the rotation angle of the two power shafts around the main beams can be independently controlled.
Furthermore, a first power source and a second power source are installed on the left power shaft, a third power source and a fourth power source are installed on the right power shaft, the first power source and the second power source are opposite in rotation direction and same in rotation speed, and the third power source and the fourth power source are opposite in rotation direction and same in rotation speed. Therefore, when the upper propeller and the lower propeller in the power set work, the generated reactive torques can be mutually offset due to the reverse rotation, and the variable coupling which possibly occurs in the flight control is eliminated.
Furthermore, the front wing is forward swept, the rear wing is backward swept, so that the layout weight is more concentrated, the rotational inertia is smaller, the whole aircraft is more compact, and the control is facilitated.
Furthermore, the rear part of the airplane body is also provided with a vertical tail, so that the stability of the airplane in the transverse direction can be improved.
The invention also discloses a control mode of the vertical take-off and landing aircraft, which comprises roll control, yaw control and pitch control. The roll control is implemented through direct tension difference generated by the difference of the rotating speeds of the left power set and the right power set, the left power set and the right power set generate vertical upward tension components, when the rotating speeds are inconsistent, the vertical tension components are different in size, and all the components have a roll moment around the longitudinal symmetric axis of the aircraft, so that the roll control of the aircraft is realized; yaw control is implemented by generating yaw moment through asymmetric tension components caused by the angle difference of differential rotation of the left power set and the right power set around the main beam, when the left power set rotates towards the machine head and the right power set rotates towards the machine tail, tension generated by the left power has a forward component, tension generated by the right power has a backward component, a moment enabling the aircraft to deflect rightwards exists, and then yaw motion of the aircraft is controlled; the pitching control is implemented by controlling the pitching moment generated by the change of a tension line caused by the synchronous rotation of the left power set and the right power set around the main beam, when the left power shaft and the right power shaft synchronously rotate towards the aircraft head, the rotation angle is less than 90 degrees, the tension generated by the left power shaft and the right power shaft has a vertical upward component, and the gravity center of the aircraft is positioned in front of the pneumatic gravity center, so that the head lowering moment is generated at the moment, and the aircraft lowers the head; if the rotation angle is larger than 90 degrees, the pulling forces generated by the two have vertical downward components, so that the aircraft is raised, and the pitching control of the aircraft is realized. The traditional airplane realizes the roll, yaw and pitch control by a left power assembly and a right power assembly without corresponding control surfaces. When traditional aircraft leaned on the above-mentioned three kinds of gestures of rudder face control, the rudder face need deflect, and the rudder face deflects and can reduce the aerodynamic performance of aircraft, and this scheme unmanned aerial vehicle aerodynamic performance is not influenced basically when the adjustment gesture.
Drawings
FIG. 1 is a schematic structural view of a VTOL aerial vehicle of the present invention in a VTOL state;
FIG. 2 is a schematic structural diagram of the VTOL aerial vehicle of the present invention in a differential state;
FIG. 3 is a schematic structural view of the VTOL aerial vehicle with the left and right power packs rotating in the same direction;
FIG. 4 is a schematic illustration of the VTOL aerial vehicle of the present invention in a cruise condition;
FIG. 5 is an exploded view of the power pack of the VTOL aerial vehicle of the present invention;
fig. 6 is an angle of attack-lift-drag ratio curve for the vtol aircraft of the present invention.
Wherein, 1 is a machine body, 2 is a front wing, 3 is a rear wing, 4 is a main beam, 5 is a left power set, 6 is a right power set, 7 is a second steering engine, and 8 is a bearing;
5-1 is a first propeller, 5-2 is a second propeller, and 5-3 is a left power shaft; 6-1 is a third propeller, 6-2 is a fourth propeller, and 6-3 is a right power shaft.
Detailed Description
The present invention will now be described in further detail with reference to specific examples, which are intended to be illustrative, but not limiting, of the invention.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention; the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance; furthermore, unless expressly stated or limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly and encompass, for example, both fixed and removable connections; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
The invention discloses a vertical take-off and landing aircraft, wherein the front side of a fuselage 1 of the vertical take-off and landing aircraft is set as the front side, the rear side of the fuselage 1 is set as the rear side, the left side of the fuselage 1 is the left direction in the invention and the right side of the fuselage 11 is the right direction in the invention along the direction from the rear to the front of the fuselage 1; the following uses this as a standard.
As shown in fig. 1 to 4, the invention discloses a vertical take-off and landing aircraft, which comprises a fuselage 1, wherein a front wing 2 is arranged at the front part and on the left and right sides of the fuselage 1 respectively, a rear wing 3 is arranged on the rear part and on the two sides respectively, the two front wings 2 are symmetrical relative to the fuselage 1, and the two rear wings 3 are symmetrical relative to the fuselage 1; a left power group 5 and a right power group 6 are arranged in the middle of the machine body 1, the left power group 5 and the right power group 6 are symmetrically arranged by taking the machine body 1 as a central axis, main beams 4 of the two power groups are coaxially arranged and can respectively rotate around the axes of the main beams 4, and the rotating angle of each power group around the axis of the main beam 4 can be independently controlled; each power set is fixedly provided with a power shaft, and the distances between the power shafts arranged on the two power sets and the axis of the machine body 1 are equal.
Preferably, the span length of the rear wing 3 is greater than or equal to that of the front wing 2, and the size, shape and installation angle of the front wing 3 and the rear wing 3 are adjusted, so that the aerodynamic center of the whole unmanned aerial vehicle is positioned on the central line axis of the main beam 4, the control requirement of the coincidence of the vertical take-off and landing aircraft center and the aerodynamic center is met, and meanwhile, the aerodynamic performance of the unmanned aerial vehicle is better.
The left power set 5 comprises a left power shaft 5-3, a first propeller 5-1 and a second propeller 5-2, the first propeller 5-1 is installed at one end of the left power shaft 5-3, the second propeller 5-2 is installed at the other end of the left power shaft 5-3, a first power source and a second power source are installed on the left power shaft 5-3, the first propeller 5-1 is connected with the first power source, the second propeller 5-2 is connected with the second power source, the steering directions of the first power source and the second power source are opposite, so that the rotating directions of the first propeller 5-1 and the second propeller 5-2 are opposite, and the sizes of the first propeller 5-1 and the second propeller 5-2 are equal.
The right power set 6 comprises a right power shaft 6-3, a third propeller 6-1 and a fourth propeller 6-2, the third propeller 6-1 is installed at one end of the right power shaft 6-3, the fourth propeller 6-2 is installed at the other end of the right power shaft 6-3, a third power source and a fourth power source are installed on the right power shaft 6-3, the third propeller 6-1 is connected with the third power source, the fourth propeller 6-2 is connected with the fourth power source, the third power source and the fourth power source are opposite in turning direction, so that the third propeller 6-1 and the fourth propeller 6-2 are opposite in rotating direction, and the third propeller 6-1 and the fourth propeller 6-2 are equal in size.
The first propeller 5-1 and the second propeller 5-2 can be driven by different motors or engines respectively, and in this state, the rotating speeds of the motors or the engines are controlled by flight control sending instructions respectively, and the rotating speeds can be the same or different.
As shown in fig. 5, a first steering engine is arranged on one side of the left power group 5, a second steering engine 7 is arranged on one side of the right power group 6, the first steering engine and the second steering engine 7 are fixed on the main beam 4, and an output shaft of the first steering engine is connected with the left power shaft 5-3 and used for driving the left power shaft 5-3 to rotate relative to the main beam 4; an output shaft of the second steering engine 7 is connected with the right power shaft 6-3 and used for driving the right power shaft 6-3 to rotate relative to the main beam 4.
The left power shaft 5-3 is connected to one end of the main beam 4 through a first steering engine, the right power shaft 6-3 is connected to the other end of the main beam 4 through a second steering engine 7, and rotation of the steering engines can achieve rotation of the power shafts relative to the main beam 4. The left power shaft 5-3 and the right power shaft 6-3 can rotate around the main beam 4 through a bearing 8 respectively, and the two power shafts are connected with a steering engine respectively, so that the rotation angles of the two power shafts around the main beam 4 can be controlled independently.
The upper propeller and the lower propeller in the two power groups rotate in opposite directions, so that reactive torques generated during working are mutually offset, and variable coupling possibly occurring in flight control is eliminated.
The propeller of the power pack may be replaced with a ducted fan. The ducted fan is composed of a ducted shell and ducted propellers, wherein the fixed mode of the ducted propellers is the same as that of the single propellers, and the ducted shell is fixed with a motor base or an engine mounting base.
The power source can be selected from the usual aircraft engines or electric motors, such as piston engines or turboprop engines. The power source can be pure electric drive, oil-electric hybrid power or pure oil-electric drive.
The control mode of the invention in the vertical take-off and vertical landing or hovering stage is different from the control mode of the traditional vertical take-off and landing aircraft, and the control mode specifically comprises the following steps:
roll control is controlled by the direct tension difference created by the difference in the rotational speed of the left power pack 5 and the right power pack 6, where the difference in rotational speed refers to the difference in the rotational speed of the propeller of the left power pack 5 and the propeller of the right power pack 6. The left power group 5 and the right power group 6 both generate vertical upward tension components, when the rotating speeds are inconsistent, the magnitudes of the vertical tension components are different, and all the components have a rolling moment around the longitudinal symmetric axis of the aircraft, so that the rolling control of the aircraft is realized.
As shown in fig. 2, the yaw control is implemented by generating a yaw moment through an asymmetric tension component caused by an angle difference between differential rotations of the left power group 5 and the right power group 6 around the main beam 4: assuming that the left power shaft 5-3 rotates towards the nose and the right power shaft 6-3 rotates towards the tail, the pulling force generated by the left power set 5 has a forward component and the pulling force generated by the right power set 6 has a backward component, a moment for enabling the aircraft to deflect rightwards exists, and then the yaw motion of the aircraft is controlled.
As shown in fig. 3, the pitching control is implemented by the left power group 5 and the right power group 6 rotating around the main beam 4 synchronously to bring about the change of the tension line to generate pitching moment: assuming that the left power shaft 5-3 and the right power shaft 6-3 synchronously rotate towards the aircraft nose, the rotation angle is less than 90 degrees, the pulling forces generated by the two power shafts have vertical upward components, and because the gravity center of the aircraft is positioned in front of the pneumatic gravity center, the aircraft generates head lowering moment at the moment, so that the aircraft lowers the head; if the rotation angle is larger than 90 degrees, the pulling forces generated by the two have vertical downward components, so that the aircraft is raised, and the pitching control of the aircraft is realized.
The front wing 2 and the rear wing 3 can be straight wings or can be provided with sweep angles, as shown in fig. 1, preferably, the front wing 2 is provided with the forward sweep, and the rear wing 3 is provided with the backward sweep, so that the layout weight is more concentrated, the rotational inertia is smaller, the whole aircraft is more compact, and the control is facilitated.
The traditional airplane realizes the roll, yaw and pitch control by a left power assembly and a right power assembly without corresponding control surfaces. When traditional aircraft leaned on the above-mentioned three kinds of gestures of rudder face control, the rudder face need deflect, and the rudder face deflects and can reduce the aerodynamic performance of aircraft, and this scheme unmanned aerial vehicle aerodynamic performance is not influenced basically when the adjustment gesture.
The vertical take-off and landing aircraft is suitable for unmanned aerial vehicles and also suitable for manned driving conditions.
The unmanned aerial vehicle optimizes the configurations of the front wing and the rear wing, obtains simulation data as shown in fig. 6 through simulation, and under the same simulation condition, the lift-drag ratio of the unmanned aerial vehicle is larger than that of a comparative example, which shows that the aerodynamic performance of the unmanned aerial vehicle is greatly improved compared with that of the comparative example. The comparative example is a conventional tilt rotor unmanned aerial vehicle, the size of the unmanned aerial vehicle is basically the same as that of the unmanned aerial vehicle, the use working conditions are basically the same, the unmanned aerial vehicle is a conventional tilt rotor unmanned aerial vehicle, when the unmanned aerial vehicle takes off and lands, four rotors work simultaneously, when the unmanned aerial vehicle patrols and flies, the front two propellers tilt and continue to work, and the rear two propellers do not work.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (9)
1. A vertical take-off and landing aircraft is characterized by comprising an aircraft body (1), wherein front wings (2) are symmetrically arranged at the front part and the left and the right of the aircraft body (1), and rear wings (3) are symmetrically arranged at the rear part and the left and the right of the aircraft body (1);
a left power group (5) and a right power group (6) are arranged in the middle of the machine body (1), the left power group (5) and the right power group (6) are symmetrically arranged by taking the machine body (1) as a central axis, the left power group (5) and the right power group (6) are connected through a main beam (4), and the main beam (4) penetrates through the machine body (1);
the left power set (5) comprises a left power shaft (5-3), a first propeller (5-1) and a second propeller (5-2), the first propeller (5-1) is installed at one end of the left power shaft (5-3), and the second propeller (5-2) is installed at the other end of the left power shaft (5-3);
the right power set (6) comprises a right power shaft (6-3), a third propeller (6-1) and a fourth propeller (6-2), the third propeller (6-1) is installed at one end of the right power shaft (6-3), and the fourth propeller (6-2) is installed at the other end of the right power shaft (6-3);
the left power shaft (5-3) is connected to one end of the main beam (4), and the right power shaft (6-3) is connected to the other end of the main beam (4).
2. The VTOL aerial vehicle of claim 1, wherein a first steering engine is arranged on one side of the left power set (5), a second steering engine (7) is arranged on one side of the right power set (6), the first steering engine and the second steering engine (7) are fixed on the main beam (4), and an output shaft of the first steering engine is connected with the left power shaft (5-3) and used for driving the left power shaft (5-3) to rotate relative to the main beam (4); an output shaft of the second steering engine (7) is connected with the right power shaft (6-3) and used for driving the right power shaft (6-3) to rotate relative to the main beam (4).
3. The VTOL aerial vehicle of claim 1, wherein the left power shaft (5-3) is provided with a first power source and a second power source, the first propeller (5-1) is connected with the first power source, the second propeller (5-2) is connected with the second power source, and the first power source and the second power source are in opposite directions;
a third power source and a fourth power source are installed on the right power shaft (6-3), the third propeller (6-1) is connected with the third power source, the fourth propeller (6-2) is connected with the fourth power source, and the third power source and the fourth power source are opposite in steering.
4. The VTOL aerial vehicle of claim 3, wherein the first, second, third, and fourth power sources are motors, piston engines, or turboprop engines.
5. The VTOL aerial vehicle of claim 1, characterized in that the front wing (2) and the rear wing (3) are straight wings or with sweep angle.
6. The VTOL aerial vehicle of claim 5, characterized in that when the front wing (2) and the rear wing (3) are swept, the front wing (2) is a forward swept wing and the rear wing (3) is a backward swept wing.
7. The vtol aerial vehicle of claim 1, characterized in that the span length of the rear wing (3) is greater than or equal to the span length of the front wing (2).
8. The VTOL aerial vehicle of claim 1, characterized in that a vertical tail is also provided at the rear of the fuselage (1).
9. The VTOL aerial vehicle of any one of claims 1 to 8, wherein the control modes comprise roll control, yaw control and pitch control;
roll control: controlling by tension difference generated by the rotating speed difference of the left power group (5) and the right power group (6), wherein the rotating speed difference is the rotating speed difference of a propeller of the left power group (5) and a propeller of the right power group (6);
yaw control: yaw moment is generated by an asymmetric tension component caused by the angle difference of differential rotation of the left power set (5) and the right power set (6) around the main beam (4) to implement control;
pitch control: the pitching moment generated by the tension change is brought by the synchronous rotation of the left power group (5) and the right power group (6) around the main beam (4) to implement control.
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| CN202011034180.7A CN112061386A (en) | 2020-09-27 | 2020-09-27 | Vertical take-off and landing aircraft and control method thereof |
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| CN202011034180.7A CN112061386A (en) | 2020-09-27 | 2020-09-27 | Vertical take-off and landing aircraft and control method thereof |
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| CN106828915A (en) * | 2017-03-15 | 2017-06-13 | 西北工业大学 | A kind of tilted propeller can VTOL high-speed aircraft and its flight control method |
| CN207403936U (en) * | 2017-11-17 | 2018-05-25 | 沈阳无距科技有限公司 | Unmanned plane |
| CN108639331A (en) * | 2018-06-29 | 2018-10-12 | 长沙市云智航科技有限公司 | One kind is verted double-rotor aerobat |
| CN111674545A (en) * | 2020-06-01 | 2020-09-18 | 北京信息科技大学 | Tilting type vertical take-off and landing aircraft and control method thereof |
| CN212354390U (en) * | 2020-09-27 | 2021-01-15 | 西安因诺航空科技有限公司 | Vertical take-off and landing aircraft |
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