CN112622548A

CN112622548A - Flying automobile

Info

Publication number: CN112622548A
Application number: CN202011626252.7A
Authority: CN
Inventors: 朱上翔; 李嵩
Original assignee: Individual
Current assignee: Individual
Priority date: 2020-12-30
Filing date: 2020-12-30
Publication date: 2021-04-09

Abstract

The invention provides a flying automobile and relates to the technical field of flying automobiles. Including wing section automobile body, scalable wing end standing vortex increase of lift device, collapsible fin, a plurality of first duct fan engine and a plurality of second duct fan engine, scalable wing end standing vortex increase of lift device sets up in wing section automobile body lateral wall, and collapsible fin is installed in wing section automobile body upper surface, and a plurality of first duct fan engine evenly set up in the both sides of wing section automobile body, and second duct fan engine sets up in wing section automobile body afterbody. The novel appearance which accords with the aerodynamic principle and the flight dynamic principle is adopted, so that the lift force of the flying automobile is improved.

Description

Flying automobile

Technical Field

The invention relates to the technical field of flying automobiles, in particular to a flying automobile.

Background

In modern life, automobile traveling has become an indispensable traveling mode, but with the increase of vehicles, traffic jam also becomes a big problem, so that a three-dimensional traffic solution is sought, and a flying automobile concept appears. Nearly 200 flying automobile companies are available all over the world, and dozens of flying automobiles are developed. In fact, many products are not ideal flying vehicles, most of which are vertical take-off and landing flying machines. The ideal flying automobile is; the automobile with good running performance is arranged on land; when needed, the vehicle can be lifted from any position in front of the lane in use optionally after being approved by a traffic management system; after the day, the airplane becomes a light airplane with good flying performance. However, no so-called hovercar has yet come to a true hovercar. The fundamental reason for this is that there are many technical and regulatory difficulties and pain points in developing an ideal flying car. The method comprises the steps of power switching, automatic driving, algorithm logic, network communication, a flight control system, a sensor, the technology of internet of things, accurate navigation, data transmission and storage and the like. Yet another aspect that is easily overlooked is the aerodynamic profile design of a flying car. With the high development and maturity of advanced technologies such as microelectronics, integrated circuits, computer technologies, internet of things, artificial intelligence, satellite positioning, etc., the above obstacles to the development of ideal hovercar have been overcome for the most part.

In recent years, the emergence and widespread use of multi-axis rotorcraft, from giant drones to miniature mortiers, has performed very well. However, one tendency tends to mask the other: in the field of aircraft design, especially in unmanned aerial vehicle design, algorithms and thrust are often heavy, but the trend of aerodynamic design is ignored. It is known that many domestic enterprises producing unmanned aircraft almost ignore the major aerodynamic design links. Under this limitation, the aircraft developer is then given a false message: as long as the horsepower is large, the stone flies to the sky. Drag lift is not important as long as the algorithm is good. Many drone enterprises, including the general sector of certain large airline vehicles, have few professionals in the context of aerodynamics, flight dynamics. In spite of the appearance of dozens of conventional flying automobiles, great efforts are rarely made on aerodynamic appearance design. This tendency seems to be irrelevant in the short term interests. But this tendency will hinder future development and progress of the airborne aircraft industry in the long term.

Disclosure of Invention

The invention aims to provide a flying automobile, which can adopt a novel appearance according with aerodynamics and flight dynamics, thereby improving the lifting force of the flying automobile and meeting the requirement on the stability of maneuverability.

The embodiment of the invention is realized by the following steps:

the embodiment of the application provides an aerocar, it includes wing section automobile body, scalable wing end standing vortex increases lift device, collapsible fin, first duct fan engine and second duct fan engine, and scalable wing end standing vortex increases lift device sets up in wing section automobile body lateral wall, and collapsible fin is installed in wing section automobile body upper surface, and a plurality of first duct fan engine evenly set up in the both sides of wing section automobile body, and second duct fan engine sets up in wing section automobile body afterbody.

In some embodiments of the invention, the airfoil body is streamlined.

In some embodiments of the present invention, the airfoil body includes a boss portion and an inclined portion integrally connected to the boss portion; the bulge is arranged at the front part of the wing-shaped vehicle body, and the inclined part is arranged at the rear part of the wing-shaped vehicle body.

In some embodiments of the present invention, the plurality of first ducted fan engines are symmetrically disposed on two sides of the protruding portion, and a receiving cavity adapted to the plurality of first ducted fan engines is further disposed on a side wall of the protruding portion.

In some embodiments of the present invention, a first rotating mechanism is further disposed in the receiving cavity, and any one of the first ducted fan engines is disposed on the first rotating mechanism.

In some embodiments of the invention, the tail of the wing-shaped vehicle body is further provided with a second rotating mechanism, and any second ducted fan engine is arranged on the second rotating mechanism.

In some embodiments of the invention, the foldable tail is V-shaped or T-shaped.

In some embodiments of the invention, the wing-shaped body comprises a wing-shaped body side wall, and the wing-shaped body side wall comprises a wing-shaped body.

In some embodiments of the present invention, the wing-shaped body further comprises a third rotating mechanism, one end of the third rotating mechanism is connected with the auxiliary winglet, the other end of the third rotating mechanism is rotatably connected with the wing-shaped body, and the auxiliary winglet is rotatably connected with the wing-shaped body.

In some embodiments of the invention, the angled portion is further provided with a blow-off hole towards the boundary layer of the foldable tail.

Compared with the prior art, the embodiment of the invention has at least the following advantages or beneficial effects:

the utility model provides a flying automobile, includes wing section automobile body, scalable wing end standing vortex increases lift device, collapsible fin, first duct fan engine and second duct fan engine, and scalable wing end standing vortex increases lift device sets up in wing section automobile body lateral wall, and collapsible fin is installed in wing section automobile body upper surface, and a plurality of first duct fan engines evenly set up in the both sides of wing section automobile body, and second duct fan engine sets up in wing section automobile body afterbody.

The designed flying automobile is a ground-air amphibious aircraft with integrated wing body (or called wingless). The car body is similar to a common car, and the tail part of the car body is provided with a foldable tail wing. And the tail part is provided with a plurality of high-horsepower ducted fan engines. Our design principle is to use an oil-electric hybrid: the plurality of high-efficiency second ducted fans arranged behind the aircraft are used as main power, are responsible for providing driving force for the aircraft in a flight state such as take-off, landing or cruising, and are main devices for accelerating the aircraft. A high-power alternating current generator is installed in the automobile, alternating current is generated, electric power is provided for two small first ducted fans at the front part of the flying automobile, blades of the first ducted fans are driven to rotate, and therefore vertical upward thrust is generated.

When the flying automobile runs on the ground as an automobile, the left and right wing plates of the standing vortex lift-increasing device at the telescopic wing ends are folded. And folding collapsible fin, form the trunk, improve convenience and practicality.

When the aerocar is in the stage of flying off the ground, the upward thrust generated by the ducts of the first duct fans uniformly distributed on the left side wall and the right side wall of the wing-shaped car body ensures the hovering stability, the hovering stability is about 25-30% of the total weight of the airplane, and the arrangement aims to ensure the horizontal stability of the aerocar in the lifting state. The first ducted fan is far away from the longitudinal position of the gravity center of the whole aircraft as far as possible; and the span-wise distance is positioned at the extreme positions of the two sides of the hovercar, so that the arrangement aims to assist in improving the longitudinal stability and the transverse stability of the hovercar in the lifting state.

When the aerocar is in a cruising state of hovering and turning forward gradually, the plurality of first ducted fans mainly keep the transverse stability, and generate a rolling moment through differential motion of two sides of the aerocar to stabilize or control the airplane. Due to the airworthiness limit, the unfolding direction of the aerocar cannot be too long, and the maximum unfolding length does not exceed the limit size specified by airworthiness regulations. Therefore, a retractable wingtip standing vortex high-lift device (one of wingtip standing vortex high-lift devices in patent No. CN 202011258085.5) is used. Meanwhile, in order to increase a larger lift-drag ratio and ensure that the aerocar obtains good flight performance, a row of boundary layer blowing holes which are parallel to the tangential direction of the curvature of the airfoil surface on the profile of the airfoil and have a nozzle facing backwards are arranged at the position of 70 percent of the average aerodynamic chord length at the rear part of the airfoil, so that the operation of the boundary layer blowing device is facilitated, the resistance of the airplane can be greatly reduced, and the lift-drag ratio is improved by more than 70 percent.

When the aircraft is in an air flight state, the telescopic wing end standing vortex and lift increasing device is extended to form a wing end standing vortex and lift increasing configuration, and a nozzle of the first ducted fan engine at the tail part faces backwards. And the flying automobile is a wing with an ultra-short aspect ratio (the aspect ratio is 0.36) when in a wingless end standing vortex and lifting configuration. Although the most advanced pneumatic design technology (supercritical airfoil type) at present is adopted, the slope of the lifting line of the two-dimensional airfoil section is as high as 0.135/degree per degree (the highest classical theory is 0.11/degree per degree), because the aspect ratio is too small, the slope of the three-dimensional lifting line is only 0.022/degree per degree and is 20 percent of that of the two-dimensional airfoil, and the lifting force is lost by 80 percent! If the automobile is lifted by only relying on the lifting force, the automobile cannot be lifted off. Therefore, in the conventional flying car, there is no example of using a fuselage having a wing-shaped cross-sectional shape. The lift of the aerocar mainly comes from the thrust component of wings, rotors or engines. The vehicle body does not generate aerodynamic lift (positive energy), and the vehicle body only generates aerodynamic resistance (negative energy). Some flying cars also adopt a wing structure in a folding wing or rotary storage mode in order to improve the lift force by using aerodynamic force. However, to obtain a large lift, the aspect ratio is large and it is necessary to deploy the wing during the takeoff or landing phase. Thus, when a flying car is coasting on the ground, it is necessary to occupy 3 or more high-speed lanes. Other vehicles that are traveling quickly on highways are hampered. The traffic is obstructed, and potential safety hazards are brought. In contrast, by adopting the wing-end standing vortex lift-increasing configuration and utilizing the method of wing-end standing vortex, the vortex rotating in the opposite direction of the wing tip vortex is generated, and the airflow on the lower surface of the wing is effectively prevented from flowing to the upper wing surface from the wing-end side surface of the wing (three-dimensional effect). The lift loss is greatly reduced, and the lift loss is equivalent to the lift loss of the wing. And simultaneously, the induced resistance is reduced. Meanwhile, a patent for citing a wing-end standing vortex and lift-increasing device technology in patent number CN202011258085.5 is provided for proving the effectiveness of the technology by using wind tunnel blowing test data of the ultra-short aspect ratio wing after the technology is adopted. Especially for the wings with small aspect ratio, the high lift effect is especially obvious. The wingtip standing vortex lift-increasing configuration adopting the retractable structure. The slope of the lifting line of the vehicle body is 0.0755 degrees per degree, and the lifting force is increased to 3.4 times of the original lifting force. If the boundary layer blowing holes at the rear part of the rear wing are opened, the boundary layer blowing device works, so that the resistance is further reduced, and some lift force is slightly increased. The horizontal short-distance takeoff can be realized, the ground speed is about 100 kilometers/hour, and the sliding distance is dozens of meters. The flying height is 3000 m, the flying speed is 300 km/h, and the lift-drag ratio can reach more than 20 in the level flight cruising stage. The voyage can reach over 1000 kilometers. This is a light aircraft with good performance. Thus, the flying automobile is a car capable of rapidly driving on a ground highway and is a horizontal aircraft capable of achieving rapid, long-endurance and long-range flight like an airplane provided with straight wings, and the defects of most of the conventional flying automobiles are overcome.

The other configuration is suitable for horizontal running takeoff and landing. The main power is one or two turbofan engines. Is arranged at the rear part of the aerocar. The V-shaped tail wing or other tail components are additionally arranged, and longitudinal and transverse side control is implemented by using an aerodynamic conventional method. The advantage of this configuration of flying vehicle is high efficiency. Because no VTOL is performed, the power required may be only one-third to one-half of that of a VTOL configuration. Under the condition of the same total weight, more payloads can be loaded in the same voyage. The same payload can fly farther and longer. The disadvantage is that a section of runway is required to perform take-off and landing. Cannot be used as a flying automobile on a highway. But can be used as a special aircraft with short take-off and landing and no wing to meet a special purpose.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.

FIG. 1 is a schematic structural diagram of an aircraft of the present invention;

FIG. 2 is a schematic view of a first rotating mechanism according to the present invention;

fig. 3 is a schematic view of a second rotating mechanism according to the present invention.

Icon: 1-a wing-shaped vehicle body; 11-a boss; 12-an inclined portion; 13-blowing holes on the boundary layer; 2-a retractable wing end standing vortex lift-increasing device; 3-a first ducted fan engine; 31-a primary rotating member; 32-controlling the engine; 33-push-pull hydraulic cylinder; 34-a pulling member; 4-a second ducted fan engine; 5-a foldable tail; 51-a support; 52-a stop; 53-drive the hydraulic cylinder.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. The components of embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations.

Thus, the following detailed description of the embodiments of the present invention, presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.

In the description of the embodiments of the present invention, it should be noted that, if the terms "upper", "lower", "left", "right", "horizontal", "inner", "outer", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings or orientations or positional relationships that the products of the present invention are usually placed in when used, the terms are only used for convenience of description and simplicity of description, and do not indicate or imply that the devices or elements indicated must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," "third," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance.

Furthermore, the term "horizontal" and the like, if present, does not require that the components be absolutely horizontal or overhanging, but may be slightly inclined. Such as "horizontal" simply means that its orientation is relatively more horizontal and does not mean that the mechanism must be perfectly horizontal, but may be slightly inclined.

In the description of the embodiments of the present invention, "a plurality" represents at least 2.

In the description of the embodiments of the present invention, it should be further noted that unless otherwise explicitly stated or limited, the terms "disposed," "mounted," and "connected" should be interpreted broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; 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 by those skilled in the art according to specific situations.

Examples

As shown in fig. 1, for this embodiment, a flying car is provided, which includes a wing-shaped car body 1, a scalable wing-end standing vortex and lift increasing device 2, a foldable tail wing 5, a first ducted fan engine 3 and a second ducted fan engine 4, wherein the scalable wing-end standing vortex and lift increasing device 2 is disposed on a side wall of the wing-shaped car body 1, the foldable tail wing 5 is mounted on an upper surface of the wing-shaped car body 1, the first ducted fan engines 3 are uniformly disposed on two sides of the wing-shaped car body 1, and the second ducted fan engine 4 is disposed at a tail portion of the wing-shaped car body 1.

In some embodiments of the present invention, the flying automobile of the present design is a wing-body integrated (or wingless) amphibious aircraft. The car body is similar to a common car, tires which are the same as the car are arranged on the lower portion of the wing-shaped car body 1, and a foldable tail wing 5 is installed on the tail portion of the wing-shaped car body. And the tail part is provided with a plurality of high-horsepower ducted fan engines. Our design principle is to use an oil-electric hybrid: the plurality of high-efficiency second ducted fans arranged behind the aircraft are used as main power, are responsible for providing driving force for the aircraft in a flight state such as take-off, landing or cruising, and are main devices for accelerating the aircraft. A high-power alternating current generator is installed in the automobile, alternating current is generated, electric power is provided for two small first ducted fans at the front part of the flying automobile, blades of the first ducted fans are driven to rotate, and therefore vertical upward thrust is generated.

When the flying automobile runs on the ground as an automobile, the left and right wing plates of the standing vortex lift-increasing device 2 at the telescopic wing ends are folded. And the foldable tail wing 5 is folded to form a trunk, so that the convenience and the practicability are improved.

When the aerocar is in the stage of flying off the ground, the upward thrust generated by the ducts of the first duct fans uniformly distributed on the left side wall and the right side wall of the wing-shaped car body 1 is equal, the hovering and the taking-off and landing stability is ensured, the size of the upward thrust is about 25-30% of the total weight of the airplane, and the horizontal stability of the aerocar in the lifting or hovering state is ensured. The first ducted fan is far away from the longitudinal position of the gravity center of the whole aircraft as far as possible; and the span distance is positioned at the extreme positions of the two sides of the aerocar, so that the arrangement aims to assist in improving the stability of the longitudinal side and the transverse side of the aerocar in a lifting or hovering state.

When the aerocar is in a cruising state of hovering and turning forward gradually, the plurality of first ducted fans mainly keep the transverse stability, and generate a rolling moment through differential motion of two sides of the aerocar to stabilize or control the airplane. Due to the airworthiness limit, the unfolding direction of the aerocar cannot be too long, and the maximum unfolding length does not exceed the limit width of the airworthiness regulation. Therefore, a retractable wingtip standing vortex high-lift device (one of wingtip standing vortex high-lift devices in patent No. CN 202011258085.5) is used. Meanwhile, in order to obtain a larger lift-drag ratio and ensure that the flying automobile obtains better flight performance, a row of boundary layer blow-off holes 13 which are parallel to the tangential direction of the curvature of the airfoil surface on the profile of the airfoil and face backwards are arranged at the position of 70 percent of the average aerodynamic chord length at the rear part of the airfoil. The operation starts after the vehicle starts to transition to the flight state. The drag of the airplane can be greatly reduced, and the lift-drag ratio is improved by more than 70%.

When the aircraft is in an air flight state, the telescopic wing end standing vortex and lift-increasing device 2 is extended to form a wing end standing vortex and lift-increasing configuration, and a nozzle of the first ducted fan engine 3 at the tail part faces backwards. And the flying automobile is a wing with an ultra-short aspect ratio (the aspect ratio is 0.36) when in a wingless end standing vortex and lifting configuration. Although the most advanced pneumatic design technology (supercritical airfoil type) at present is adopted, the slope of the lifting line of the two-dimensional airfoil section is as high as 0.135/degree per degree (the highest classical theory is 0.11/degree per degree), because the aspect ratio is too small, the slope of the three-dimensional lifting line is only 0.022/degree per degree and is 20 percent of that of the two-dimensional airfoil, and the lifting force is lost by 80 percent! If the automobile is lifted by only relying on the lifting force, the automobile cannot be lifted off. Thus, flying cars employ a fuselage having an airfoil-shaped cross-sectional shape. The lift of the aerocar mainly comes from the thrust component of wings, rotors or engines. The vehicle body does not generate aerodynamic lift (positive energy) and only generates aerodynamic resistance (negative energy). Some flying cars also adopt a wing structure in a folding wing or rotary storage mode in order to improve the lift force by using aerodynamic force. However, to obtain a large lift, the aspect ratio is large and it is necessary to deploy the wing during the takeoff or landing phase. Thus, when a flying car is coasting on the ground, it is necessary to occupy 3 or more high-speed lanes. Other vehicles that are traveling quickly on highways are hampered. The traffic is obstructed, and potential safety hazards are brought. In contrast, by adopting a wing-end standing vortex lift-increasing configuration and utilizing a wing-end standing vortex method, a vortex rotating in the opposite direction of a wing tip vortex is generated, and the airflow on the lower surface of the wing is effectively prevented from flowing to the upper wing surface from the side surface of the wing end of the wing (three-dimensional effect). The lift loss is greatly reduced, and the lift loss is equivalent to the lift loss of the wing. And simultaneously, the induced resistance is reduced. Meanwhile, a patent for citing a wing-end standing vortex and lift-increasing device technology in patent number CN202011258085.5 is provided for proving the effectiveness of the technology by using wind tunnel blowing test data of the ultra-short aspect ratio wing after the technology is adopted. Especially for the wings with small aspect ratio, the high lift effect is especially obvious. The wingtip standing vortex lift-increasing configuration adopting the retractable structure. The slope of the lifting line of the vehicle body is 0.0755 degrees per degree, and the lifting force is increased to 3.4 times of the original lifting force. If the boundary layer blow-off holes 13 at the rear of the rear wing are opened again, the resistance is further reduced, and the lift is slightly increased. And by the combined action of other high lift methods, the horizontal short-distance takeoff can be realized, the ground speed is about 100 kilometers/hour, and the sliding distance is dozens of meters. The flying height is 3000 m, the flying speed is 300 km/h, and the lift-drag ratio can reach more than 20 in the level flight cruising stage. The voyage can reach over 1000 kilometers. This is a light aircraft with good performance. Thus, the flying automobile is a car capable of rapidly driving on a ground highway and is a horizontal aircraft capable of achieving rapid, long-endurance and long-range flight like an airplane provided with straight wings, and the defects of most of the conventional flying automobiles are overcome.

In some embodiments of the invention, another configuration is suitable for straight takeoff or landing. The main power is one or two turbofan engines. Is arranged at the rear part of the aerocar. The V-shaped tail wing or other tail assembly is additionally arranged, and longitudinal and transverse control is carried out by using an aerodynamic conventional method. The advantage of this configuration of flying vehicle is high efficiency. Because no VTOL is performed, the power required may be only one-third to one-half of that of a VTOL configuration. Under the condition of the same total weight, more payloads can be loaded in the same voyage. The same payload can fly farther and longer. The disadvantage is that a section of runway is required to perform take-off and landing. Cannot be used as a flying automobile on a highway. But can be used as a special aircraft with short take-off and landing distances and no wing to meet a special purpose.

As shown in fig. 1, in some embodiments of the invention, the aerofoil body 1 is streamlined. The aerofoil vehicle body 1 comprises a convex part 11 and an inclined part 12 integrally connected with the convex part 11; the convex part 11 is arranged at the front part of the wing-shaped body 1, and the inclined part 12 is arranged at the rear part of the wing-shaped body 1.

In some embodiments of the present invention, after the side wall of the wing-shaped body 1 is arranged in a streamline shape, the flying vehicle also needs a cockpit to enable a driver to ride and operate, so that the higher protruding part 11 in the streamline shape is arranged at the front part of the wing-shaped body 1, the purpose of the invention is to provide a riding space for passengers and the driver, and provide enough space for a larger power device or a transmission mechanism, and the higher height of the protruding part 11 is more beneficial for the driver to observe the surrounding environment through the windshield, thereby improving the maneuverability of driving.

As shown in fig. 1, in some embodiments of the present invention, the first ducted fan engines 3 are symmetrically disposed on two sides of the protruding portion 11, and a receiving cavity adapted to the first ducted fan engines 3 is further disposed on a side wall of the protruding portion 11.

In some embodiments of the present invention, the first ducted fan engines 3 are disposed on both sides of the protruding portion 11 in an even number, and the purpose of the first ducted fan engines 3 is to stabilize both sides of the hovercar, and the specific stabilization manner is that the first ducted fan engines 3 on both sides of the protruding portion 11 should have the same power, so that the hovercar can ascend or descend smoothly, thereby ensuring the safety of the hovercar during the ascending and descending process. In the cruising state, the aerocar can be shifted in position in a three-dimensional space by controlling the power of the first ducted fans at the two sides of the boss part 11 and utilizing the power difference, so that the aerocar is shifted left and right, and the controllability of the aerocar is improved. In addition, when the hovercar runs on the ground, the first ducted fan engine 3 can occupy the lane position, so that the containing cavity matched with any one of the first ducted fan engines 3 is formed in the side wall of the boss part 11, and when the hovercar moves on the ground, the hovercar can stretch out and draw back through the containing cavity, so that the occupied space of the lane is reduced, and the safety and the applicability are improved.

As shown in fig. 2, in some embodiments of the present invention, a first rotating mechanism is further disposed in the receiving chamber, and any first ducted fan engine 3 is disposed on the first rotating mechanism.

In some embodiments of the present invention, in order to further save the space utilization of the hovercar, the first rotating mechanism is provided such that the first ducted fan engine 3 can be rotated to be parallel to the side wall of the protruding portion 11 and then inserted into the receiving cavity, thereby using less space and reducing the depth of entering the hovercar compared with directly receiving the hovercar, thereby improving the space utilization of the hovercar. The first rotating mechanism can also rotate the angle of the jet of the first ducted fan engine 3, so that the maneuverability of the hovercar is stronger, wherein there are many specific embodiments capable of completing the function of the first rotating mechanism, for example, the first rotating mechanism comprises a main rotating member 31, a pulling member 34, a first push-pull hydraulic cylinder 33 and a rotary engine, one end of the main transmission contracting member is connected with a control engine 32 in the hovercar, the other end of the main rotating member 31 is hinged with the first ducted fan engine 3, the first ducted fan engine 3 is hinged with one end of the pulling member 34, the other end of the pulling member 34 is hinged with the push-pull hydraulic cylinder 33 (or push-pull motor) and an output shaft, and the other end of the push-pull hydraulic cylinder 33 (or push-pull motor) is hinged with the main rotating member 31, thereby enabling the first ducted fan engine 3 to achieve the functions of contracting. The above example is only one of various mechanisms, and all the mechanisms that can achieve the design to enable the first ducted fan engine 3 to contract and rotate are within the protection range.

As shown in fig. 3, in some embodiments of the present invention, the tail of the aerofoil vehicle body 1 is further provided with a second rotating mechanism, and any second ducted fan engine 4 is provided on the second rotating mechanism.

In some embodiments of the present invention, the second ducted fan engine 4 is located at the rear of the hovercar and is configured to provide power for the hovercar to cruise, and to ensure fore-aft balance of the hovercar during ascent and descent, thereby improving safety and stability. For example, the second rotating mechanism includes a support member 51, a limiting member 52 and a driving hydraulic cylinder 53 (or a pushing motor), a frame of the second ducted fan engine 4 is rotatably connected to the support member 51, an output shaft of the driving hydraulic cylinder 53 is hinged to the frame of the second ducted fan engine 4, the other end of the driving hydraulic cylinder 53 is rotatably connected to the limiting member 52, and the limiting member 52 is disposed at the lower portion of the support member 51, so that the second ducted fan engine 4 can rotate. The above example is only one of various mechanisms, and all the mechanisms that can achieve the purpose of enabling the second ducted fan engine 4 to rotate in the present design are within the protection range.

In some embodiments of the invention, the foldable tail 5 is V-shaped or T-shaped, as shown in figure 1.

In some embodiments of the invention, the V-shaped empennage can simultaneously have the functions of vertical tail and horizontal tail, can simultaneously play the roles of longitudinal and course stabilization, and plays the role of rudder lifting when the control surfaces on the two sides deflect towards the same direction; on the contrary, when the aerocar deflects to different directions, the aerocar plays the roles of an aileron and a rudder, and the maneuverability of the aerocar is improved. And a T-tail (i.e., a horizontal tail) mounted on a vertical stabilizer. Compared with the tail form with the conventional layout, the T-shaped tail has small interference on the horizontal tail caused by the flow of the T-shaped tail, so that the riding is more comfortable. Meanwhile, the T-shaped tail wing is characterized in that the horizontal tail wing is arranged at the top end of the vertical tail wing, and when the flight is carried out at a small attack angle, the horizontal tail is arranged on the upper side relative to the normal layout, so that the layout can ensure that the horizontal tail effectively avoids the influence of the wing wake flow, is favorable for improving the operation efficiency of the horizontal tail, and increases the maneuverability and the comfort. The present embodiment employs the V-type rear wing due to design cost.

In some embodiments of the invention, the wing-shaped body 1 further comprises a secondary winglet, and the secondary winglet is arranged in the middle of the side wall of the wing-shaped body 1.

In some embodiments of the invention, the auxiliary winglets are arranged for the purpose of further increasing the lift-drag ratio of the hovercar without increasing too much cost, so that the hovercar is more energy-saving in a cruising state, and the environmental protection property is improved.

In some embodiments of the present invention, the wing-shaped body 1 further comprises a third rotating mechanism, one end of the third rotating mechanism is connected with the auxiliary winglet, the other end of the third rotating mechanism is rotatably connected with the wing-shaped body 1, and the auxiliary winglet is rotatably connected with the wing-shaped body 1.

In some embodiments of the present invention, when the flying car is driving on the road, the extended auxiliary winglet may have a great possibility of affecting the operation of the flying car in width, especially when the flying car is turning, and is probably not observable due to the limitation of the viewing angle, so the third transmission mechanism is used to configure the auxiliary winglet into a foldable form, wherein there are many specific embodiments capable of performing the function of the third rotating mechanism, for example, the third rotating mechanism comprises an auxiliary hydraulic cylinder (or a pushing motor) and a pulling-up member, one end of the pulling-up member is hinged with an output shaft of the auxiliary hydraulic cylinder, the other end of the pulling-up member is hinged with the auxiliary winglet, and the auxiliary winglet is rotatably hinged with the wing body 1, thereby achieving the effect of retracting or folding the auxiliary winglet. The above example is only one of various mechanisms for realizing the function, and all the mechanisms which can rotate the second ducted fan engine 4 in the design are within the protection range.

In some embodiments of the invention the inclined portion 12 is further provided with a boundary layer blow-off hole 13 towards the foldable tail.

In some embodiments of the present invention, the boundary layer blowing holes 13 are provided, and the most preferable mode is the boundary layer blowing holes 13 at the middle rear part of the vehicle body, so as to facilitate the boundary layer blowing device to blow the airflow into the boundary layer to accelerate the flow of the boundary layer and prevent the airflow from separating, thereby further reducing the resistance, slightly increasing some lift force, increasing the lift-drag ratio and improving the performance of the hovercar.

In summary, the embodiment of the present invention provides a flying automobile, which includes a wing-shaped automobile body 1, a retractable wing-end standing vortex and lift increasing device 2, a foldable tail wing 5, a first ducted fan engine 3 and a second ducted fan engine 4, wherein the retractable wing-end standing vortex and lift increasing device 2 is disposed on a side wall of the wing-shaped automobile body 1, the foldable tail wing 5 is mounted on an upper surface of the wing-shaped automobile body 1, the plurality of first ducted fan engines 3 are uniformly disposed on two sides of the wing-shaped automobile body 1, and the second ducted fan engine 4 is disposed at a tail portion of the wing-shaped automobile body 1.

The designed flying automobile is a ground-air amphibious aircraft with integrated wing body (or called wingless). The car body is similar to a common car, and the tail part of the car is provided with a foldable tail wing 5. And the tail part is also provided with a plurality of 100 horsepower ducted fan engines. Our design principle is to use an oil-electric hybrid: the plurality of high-efficiency second ducted fans arranged behind the aircraft are used as main power, are responsible for providing driving force for the aircraft in a flight state such as take-off, landing or cruising, and are main devices for accelerating the aircraft. A high-power alternating current generator is installed in the automobile, alternating current is generated, electric power is provided for two small first ducted fans at the front part of the flying automobile, blades of the first ducted fans are driven to rotate, and therefore vertical upward thrust is generated.

When the aerocar is in the stage of flying off the ground, the upward thrust generated by the ducts of the first duct fans uniformly distributed on the left side wall and the right side wall of the airfoil body 1 is equal, the hovering stability is ensured, the hovering stability is about 25-30% of the total weight of the airplane, and the arrangement aims to ensure the horizontal stability of the aerocar in the lifting state. The first ducted fan is far away from the longitudinal position of the gravity center of the whole aircraft as far as possible; and the span distance is positioned at the extreme positions of the two sides of the aerocar, so that the arrangement aims to assist in improving the horizontal and transverse stability of the aerocar in the lifting state.

When the aerocar is in a cruising state of hovering and turning forward gradually, the plurality of first ducted fans mainly keep the transverse stability, and generate a rolling moment through differential motion of two sides of the aerocar to stabilize or control the airplane. Due to the airworthiness limit, the unfolding direction of the aerocar cannot be too long, and the maximum unfolding length does not exceed the limit length of airworthiness regulations. Therefore, a retractable wingtip standing vortex high-lift device (one of wingtip standing vortex high-lift devices in patent No. CN 202011258085.5) is used. Meanwhile, in order to increase larger lift force and ensure the successful take-off of the aerocar, a row of boundary layer blowing holes 13 which are parallel to the tangential direction of the curvature of the airfoil surface on the profile of the airfoil and have backward nozzles are arranged at the position of 70 percent of the average aerodynamic chord length at the rear part of the airfoil. The drag of the airplane can be greatly reduced, and the lift-drag ratio is improved by more than 70%.

When the aircraft is in a take-off and landing stage and an air flight state, the telescopic wing end standing vortex and lift-increasing device 2 is unfolded to form a wing end standing vortex and lift-increasing configuration, and a nozzle of a first ducted fan engine 3 at the tail part faces backwards. And the flying automobile is a wing with an ultra-short aspect ratio (the aspect ratio is 0.36) when in a wingless end standing vortex and lifting configuration. Although the most advanced pneumatic design technology (supercritical airfoil type) at present is adopted, the slope of the lifting line of the two-dimensional airfoil section is as high as 0.135/degree per degree (the highest classical theory is 0.11/degree per degree), because the aspect ratio is too small, the slope of the three-dimensional lifting line is only 0.022/degree per degree and is 20 percent of that of the two-dimensional airfoil, and the lifting force is lost by 80 percent! If the automobile is lifted by only relying on the lifting force, the automobile cannot be lifted off. Therefore, in the conventional flying car, there is no example of using a fuselage having a wing-shaped cross-sectional shape. The lift of the aerocar mainly comes from the thrust component of wings, rotors or engines. The vehicle body has no aerodynamic lift (positive energy) and only aerodynamic resistance (negative energy). Some flying cars also adopt a wing structure in a folding wing or rotary storage mode in order to improve the lift force by using aerodynamic force. However, to obtain a large lift, the aspect ratio is large and it is necessary to deploy the wing during the takeoff or landing phase. Thus, when a flying car is coasting on the ground, it is necessary to occupy 3 or more high-speed lanes. Other vehicles that are traveling quickly on highways are hampered. The traffic is obstructed, and potential safety hazards are brought. In contrast, by adopting the wing-end standing vortex lift-increasing configuration and utilizing the method of wing-end standing vortex, the vortex rotating in the opposite direction of the wing tip vortex is generated, and the airflow on the lower surface of the wing is effectively prevented from flowing to the upper wing surface from the wing-end side surface of the wing (three-dimensional effect). The lift loss is greatly reduced, and the lift loss is equivalent to the lift loss of the wing. And simultaneously, the induced resistance is reduced. Meanwhile, a patent for citing a wing-end standing vortex and lift-increasing device technology in patent number CN202011258085.5 is provided for proving the effectiveness of the technology by using wind tunnel blowing test data of the ultra-short aspect ratio wing after the technology is adopted. Especially for the wings with small aspect ratio, the high lift effect is especially obvious. The wingtip standing vortex lift-increasing configuration adopting the retractable structure. The slope of the lifting line of the vehicle body is 0.0755 degrees per degree, and the lifting force is increased to 3.4 times of the original lifting force. If the boundary layer blowing-off holes 13 at the rear part of the rear wing are opened again, the resistance is further reduced, some lift force is slightly increased, and the lift-drag ratio is increased. The horizontal short-distance takeoff can be realized, the ground speed is about 100 kilometers/hour, and the sliding distance is dozens of meters. The flying height is 3000 m, the flying speed is 300 km/h, and the lift-drag ratio can reach more than 20 in the level flight cruising stage. The voyage can reach over 1000 kilometers. This is a light aircraft with good performance. Thus, the flying automobile is a car capable of rapidly driving on a ground highway and is a horizontal aircraft capable of achieving rapid, long-endurance and long-range flight like an airplane provided with straight wings, and the defects of most of the conventional flying automobiles are overcome.

Another configuration is suitable for straight take-off or landing. The main power is one or two turbofan engines. Is arranged at the rear part of the aerocar. The V-shaped tail wing or other tail assembly is additionally arranged, and longitudinal and transverse control is carried out by using an aerodynamic conventional method. The advantage of this configuration of flying vehicle is high efficiency. Because no VTOL is performed, the power required may be only one-third to one-half of that of a VTOL configuration. Under the condition of the same total weight, more payloads can be loaded in the same voyage. The same payload can fly farther and longer. The disadvantage is that a section of runway is required to perform take-off and landing. Cannot be used as a flying automobile on a highway. But can be used as a special aircraft with short take-off and landing and no wing to meet a special purpose.

The above is only a preferred embodiment of the present invention, and is not intended to limit the present invention, and various modifications and changes will occur to 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

1. The flying automobile is characterized by comprising an airfoil-shaped automobile body, a telescopic wing-end standing vortex and lift increasing device, a foldable tail wing, a first duct fan engine and a second duct fan engine, wherein the telescopic wing-end standing vortex and lift increasing device is arranged on the side wall of the airfoil-shaped automobile body, the foldable tail wing is installed on the upper surface of the airfoil-shaped automobile body, the first duct fan engines are uniformly arranged on two sides of the airfoil-shaped automobile body, and the second duct fan engine is arranged at the tail of the airfoil-shaped automobile body.

2. The flying automobile of claim 1, wherein the airfoil body is streamlined.

3. The flying automobile of claim 2, wherein said airfoil body includes a raised portion and an inclined portion integrally connected to said raised portion; the protruding portion is arranged at the front portion of the wing-shaped vehicle body, and the inclined portion is arranged at the rear portion of the wing-shaped vehicle body.

4. The flying automobile of claim 3, wherein the plurality of first ducted fan engines are symmetrically arranged on two sides of the protruding portion, and a containing cavity matched with the plurality of first ducted fan engines is further arranged on the side wall of the protruding portion.

5. The flying automobile of claim 4, wherein a first rotating mechanism is further disposed in the receiving cavity, and any one of the first ducted fan engines is disposed on the first rotating mechanism.

6. The flying automobile of claim 4, wherein a plurality of second rotating mechanisms are further arranged at the tail part of the wing-shaped automobile body, and any one second ducted fan engine is arranged on the second rotating mechanism.

7. A flying car as claimed in claim 1 wherein the foldable tail is V-shaped or T-shaped.

8. The flying automobile of claim 1, further comprising a secondary winglet disposed in the middle of the airfoil body sidewall.

9. The flying automobile of claim 8, further comprising a third rotating mechanism, wherein one end of the third rotating mechanism is connected to the secondary winglet, the other end of the third rotating mechanism is connected to the wing body, and the secondary winglet is connected to the wing body.

10. A flying car according to claim 3 wherein the angled section is further provided with a boundary layer blow off hole towards the foldable tail.