CN113753214A

CN113753214A - Half-lift airship

Info

Publication number: CN113753214A
Application number: CN202111118966.1A
Authority: CN
Inventors: 黄骏
Original assignee: Fudan University
Current assignee: Fudan University
Priority date: 2021-09-24
Filing date: 2021-09-24
Publication date: 2021-12-07
Anticipated expiration: 2041-09-24
Also published as: CN113753214B

Abstract

The invention relates to a semi-lift airship, which comprises an air bag, a front thrust/pitching driving assembly, a rear thrust/pitching driving assembly, a left yawing/rolling driving assembly and a right yawing/rolling driving assembly, wherein the front thrust/pitching driving assembly, the rear thrust/pitching driving assembly, the left yawing/rolling driving assembly and the right yawing/rolling driving assembly are arranged in the air bag; wherein the front thrust/pitching driving component and the rear thrust/pitching driving component are parallel to each other and are arranged in a backward tilting mode, and the left yawing/rolling driving component and the right yawing/rolling driving component are symmetrical to each other and are arranged in an inward tilting mode. Compared with the prior art, the invention provides the airship with lift force and power during advancing through the front and back thrust/pitching driving components, controls pitching moment, provides yaw and rolling moment for the airship through the left and right yaw/rolling driving components, and realizes the air attitude adjustment of the airship through the three moments and power.

Description

Half-lift airship

Technical Field

The invention belongs to the technical field of aerostatics, and relates to a semi-lift airship.

Background

In recent years, along with the development of flight control technology and communication technology, the application of unmanned aerial vehicles in the fields of inspection, monitoring, transportation and the like is increased day by day, but compared with an airship, both fixed-wing unmanned aerial vehicles and multi-rotor unmanned aerial vehicles have the defects of short cruising time and short voyage, and the defects of complex system, multiple fault hidden dangers, small carrying capacity, frequent taking off and landing, large later-stage maintenance workload and the like, so that the application of unmanned aerial vehicles in most fields is limited to a certain extent due to the defects.

The airship is an aerostat with a power device, and the defects of the unmanned aerial vehicle can be effectively overcome while the control flight is carried out. The airship can be classified into a pneumatic airship and a semi-lift airship according to different arrangement directions of the propeller, the air bag and the stabilizing surface. However, depending on the structure of the airship, the airship can be divided into a soft airship and a hard airship. The flexible airship completely utilizes the inflation pressure of the air bag to ensure the geometric shape of the air bag. Compared with the prior art, the hard airship is internally provided with the fixed supporting structures, the air bags are arranged among the supporting structures, and the supporting structures are used for ensuring the appearance of the air bags. Usually, the blimp is a small airship, and the hard airship is a medium or large airship.

Since blimps lack a support structure, the placement of their power plant and load requires additional connections. For a small airship with limited lift force, the load capacity and the endurance time of the airship can be further compressed by building the connecting piece. Therefore, how to reasonably arrange the power device on the blimp is a technical problem to be solved urgently.

Disclosure of Invention

The invention aims to provide a semi-lift airship aiming at the technical problems.

The purpose of the invention can be realized by the following technical scheme:

a semi-lift airship comprises an air bag, a front thrust/pitching driving assembly, a rear thrust/pitching driving assembly, a left yawing/rolling driving assembly and a right yawing/rolling driving assembly, wherein the front thrust/pitching driving assembly, the rear thrust/pitching driving assembly, the left yawing/rolling driving assembly and the right yawing/rolling driving assembly are arranged in the air bag;

the front thrust/pitching driving assembly, the rear thrust/pitching driving assembly, the left yawing/rolling driving assembly and the right yawing/rolling driving assembly comprise a duct penetrating through the upper surface and the lower surface of the air bag, and a propeller and an engine arranged in the duct.

Further, the air bag is flat after being inflated, so that the pneumatic resistance is reduced when the air bag advances.

Further, the front thrust/pitching driving assembly comprises a front thrust/pitching duct, and a front thrust/pitching propeller and a front thrust/pitching engine which are arranged in the front thrust/pitching duct;

the rear thrust/pitching driving assembly comprises a rear thrust/pitching duct, a rear thrust/pitching propeller and a rear thrust/pitching engine, wherein the rear thrust/pitching propeller and the rear thrust/pitching engine are arranged in the rear thrust/pitching duct;

the front thrust/pitching duct and the rear thrust/pitching duct are arranged in parallel and are arranged in a backward tilting mode relative to the horizontal central plane of the air bag, so that the airship forms an included angle with the horizontal direction when moving forward, lift force, thrust force and pitching moment are provided at the same time, and component force capable of flying forward and balanced with resistance is provided when flying horizontally.

Further, the backward inclination angle of the forward thrust/pitching culvert relative to the horizontal central plane of the air bag is related to the design speed per hour, namely when the design speed per hour is reached, the pneumatic resistance of the air bag is minimum, the downward component force is balanced with the gravity, and the preferred inclination angle range is.

Further, the left yaw/roll driving assembly comprises a left yaw/roll duct, a left yaw/roll propeller and a left yaw/roll engine, wherein the left yaw/roll propeller and the left yaw/roll engine are arranged in the left yaw/roll duct;

the right yaw/roll driving assembly comprises a right yaw/roll duct, a right yaw/roll propeller and a right yaw/roll engine, wherein the right yaw/roll propeller and the right yaw/roll engine are arranged in the right yaw/roll duct;

the left yaw/roll duct and the right yaw/roll duct are symmetrically arranged relative to a vertical central plane of an air bag containing the front thrust/pitch driving assembly and the rear thrust/pitch driving assembly and are respectively inclined inwards and upwards towards the central plane, so that the roll and yaw moment of the airship are provided, and the steering of the airship is realized.

Furthermore, the inclination angle of the left yaw/rolling duct inclining to the central plane is 5-10 degrees, and a horizontal component force exists, so that yaw control can be realized.

Further, the left yaw/roll duct and the right yaw/roll duct are both disposed at a backward inclination with respect to the horizontal center plane of the airbag, and it is further preferable that the inclination angles of the planes of the left yaw/roll duct and the right yaw/roll duct with respect to the horizontal center plane of the airbag are consistent with the inclination angles of the forward thrust/pitch duct.

As a preferred technical solution, the left yaw/roll driving assembly and the right yaw/roll driving assembly are used for stabilizing and adjusting the flight attitude of the airship and are not used for providing flight power, so the specifications, sizes and the like of the duct, the propeller and the engine can be lower than those of the front thrust/pitch driving assembly and the rear thrust/pitch driving assembly, thereby reducing the cost of the airship.

Furthermore, the duct comprises an upper port arranged on the upper surface of the air bag and a lower port arranged on the lower surface of the air bag, and the upper port and the lower port are horn-shaped ports which are smoothly expanded outwards, so that the processing is convenient, and the resistance of the air flow when passing through the duct is reduced.

Furthermore, a connecting line between the front thrust/pitching propeller and the rear thrust/pitching propeller and a connecting line between the left yawing/rolling propeller and the right yawing/rolling propeller are not lower than the gravity center of the airship.

Compared with the prior art, the invention has the following characteristics:

1) the airship comprises a front thrust/pitching driving component and a rear thrust/pitching driving component which are arranged in parallel and inclined backwards, wherein the front thrust/pitching driving component and the rear thrust/pitching driving component are used as main power mechanisms of the airship and are used for providing main power for ascending, advancing, stopping, pitching posture adjustment and the like of the airship, and the front thrust/pitching driving component and the rear thrust/pitching driving component are arranged in parallel so as to better utilize the thrust generated by the two components; the inclined arrangement can offset the windward resistance in flight by adjusting the pitching attitude of the airship by utilizing the backward component of the engine;

2) the left yaw/rolling driving assembly and the right yaw/rolling driving assembly which are oppositely inclined and symmetrically arranged are used as a balance steering mechanism of the airship and used for providing power for yaw, rolling, flight attitude adjustment and the like of the airship, and are symmetrically inclined so as to complete attitude adjustment such as yaw, rolling and the like and provide yaw centripetal force by improving the thrust difference between the two propellers; during level flight, the generated lateral component forces can be mutually counteracted, so that the generation of a rotating moment is avoided, and the stable level flight state of the airship is maintained;

3) the front main duct and the rear main duct and the built-in engine and propeller provide lift force and advancing power for the airship, and can be used for controlling pitching moment and adjusting pitching attitude of the airship; the left and right ducts, the built-in engine and the built-in propeller provide yawing and rolling moments for the airship, and the air attitude adjustment of the airship is realized through the three moments and advancing power; compared with the arrangement of a common parallel duct and an engine, the invention can effectively reduce the pneumatic resistance and increase the advancing thrust when the airship advances, thereby realizing the high-speed movement of the airship.

Drawings

FIG. 1 is a schematic perspective view of a semi-lift airship according to an embodiment;

FIG. 2 is a schematic front view of a semi-lift airship according to an embodiment;

FIG. 3 is a schematic top view of a semi-lift airship according to an embodiment;

FIG. 4 is a front-rear cross-sectional view of a semi-lift airship in an elevated state;

FIG. 5 is a front-rear sectional view of a semi-lift airship in a level flight condition;

FIG. 6 is a side-to-side cross-sectional view of a semi-lift airship in a raised or level flight condition;

FIG. 7 is a side-to-side cross-sectional view of a semi-lift airship at yaw;

the notation in the figure is:

1-air bag, 2-front thrust/pitching duct, 3-front thrust/pitching propeller, 4-back thrust/pitching duct, 5-back thrust/pitching propeller, 6-left yaw/rolling duct, 7-left yaw/rolling propeller, 8-right yaw/rolling duct, 9-right yaw/rolling propeller.

Detailed Description

The invention is described in detail below with reference to the figures and specific embodiments. The present embodiment is implemented on the premise of the technical solution of the present invention, and a detailed implementation manner and a specific operation process are given, but the scope of the present invention is not limited to the following embodiments.

It should be noted that in the description of the present invention, the terms "upper", "lower", "left", "right", "front", "rear", and the like indicate orientations or positional relationships based on structures shown in the drawings, and are only used for convenience in describing the present invention, but do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present invention.

Unless expressly stated or limited otherwise, the terms "mounted," "disposed," and "suspended" are to be construed broadly, e.g., the connection may be a fixed connection, a removable connection, or an integral connection; the installation can be mechanical installation or electrical installation; the installation can be direct or indirect through an intermediate medium. Similarly, the hover may be a hover with zero velocity, a hover at dynamic equilibrium, or a motion within a small range around a certain point. To those skilled in the art, the specific meanings of the above terms in the present invention can be understood in light of the present general concepts, in connection with the specific context of the scheme.

Example (b):

a semi-lift airship as shown in fig. 1-3, comprising an air bag 1 which is flat after being inflated, and a front thrust/pitching driving assembly, a rear thrust/pitching driving assembly, a left yawing/rolling driving assembly and a right yawing/rolling driving assembly which are arranged in the air bag 1;

wherein the front thrust/pitching driving component comprises a front thrust/pitching duct 2, a front thrust/pitching propeller 3 and a front thrust/pitching engine which are arranged in the front thrust/pitching duct 2; the aft thrust/pitch drive assembly includes an aft thrust/pitch duct 4, and an aft thrust/pitch propeller 5 and an aft thrust/pitch motor disposed within the aft thrust/pitch duct 4.

As shown in fig. 4 and 5, the forward thrust/pitch duct 2 is arranged parallel to the backward thrust/pitch duct 4 and is arranged inclined backward with respect to the horizontal central plane of the airbag 1, and the inclination angle thereof is selected according to the design hourly speed, and generally, the higher the design hourly speed, the larger the inclination angle.

The front thrust/pitching driving assembly and the rear thrust/pitching driving assembly are used as main power mechanisms of the airship and are used for providing main power for ascending, advancing, stopping, pitching attitude adjustment and the like of the airship. The front thrust/pitch duct 2 and the rear thrust/pitch duct 4 are arranged in parallel so as to better utilize the thrust generated by the two propellers; the inclined arrangement can ensure that the air bag 1 is in an upward inclined posture (as shown in fig. 4) in the ascending process, so that forward wind can be utilized to provide power for the ascending of the airship; meanwhile, when the airship moves forward, the air bag 1 is restored to the horizontal posture (as shown in fig. 5) by adjusting the thrust of the two propellers, so that the forward wind resistance is reduced, and the two propellers are both in the inclined state at the moment, so that the lifting force and the forward power of the airship can be provided at the same time. In addition, when the airship needs to stop, the thrust generated by the two propellers can be adjusted to enable the posture of the air bag 1 to be adjusted to be in an inclined state, so that the forward wind resistance is improved, and the airship can be decelerated and stopped more quickly.

As shown in fig. 6 and 7, the left yaw/roll driving assembly includes a left yaw/roll duct 6, and a left yaw/roll propeller 7 and a left yaw/roll engine provided in the left yaw/roll duct 6; the right yaw/roll driving assembly comprises a right yaw/roll duct 8, a right yaw/roll propeller 9 and a right yaw/roll engine, wherein the right yaw/roll propeller and the right yaw/roll engine are arranged in the right yaw/roll duct 8;

the left yaw/roll duct 6 and the right yaw/roll duct 8 are symmetrically arranged relative to a vertical central plane of the airbag containing the front thrust/pitch driving assembly and the rear thrust/pitch driving assembly, and are respectively arranged in an inclined manner towards the inclination angle of the central plane, in other embodiments, the inclination angle can be changed according to the requirements on maneuverability and stability, the preferred reference range is 5-10 degrees, and the inclination angle relative to the vertical central plane of the airbag in the embodiment is 6 degrees.

The left yaw/rolling driving assembly and the right yaw/rolling driving assembly are used as a balance steering mechanism of the airship and used for providing power for yaw, rolling, flight attitude adjustment and the like of the airship. The left yaw/roll duct 6 and the right yaw/roll duct 8 are symmetrically and obliquely arranged, so that the attitude adjustment such as yaw and roll can be realized by improving the thrust difference between the two propellers (as shown in fig. 7); meanwhile, in the process of flat flight, the two propellers can provide lift force together, and the generated lateral component forces can be mutually offset, so that the generation of a rotating moment is avoided, and the airship can rotate unnecessarily.

To further increase the forward power, the left yaw/roll duct 6 and the right yaw/roll duct 8 are both arranged inclined backward with respect to the horizontal center plane of the airbag 1, and the inclination degree coincides with the forward thrust/pitch duct 2.

The ducts extend from the upper surface of the airbag 1 to the lower surface of the airbag 1 to form a fluid through channel, and the upper end opening of the duct on the upper surface of the airbag 1 and the lower end opening of the duct on the lower surface of the airbag 1 are horn-shaped end openings which are smoothly expanded outwards, so that the gas can flow in and out conveniently and the flow resistance is reduced.

In order to ensure the stability of the sailing process, a connecting line between the front thrust/pitching propeller 3 and the rear thrust/pitching propeller 5 and a connecting line between the left yawing/rolling propeller 7 and the right yawing/rolling propeller 9 are not lower than the gravity center of the airship.

In the using process, when the semi-lift airship is in a rising or hovering state, the acting forces of the front thrust/pitching driving assembly and the rear thrust/pitching driving assembly, and the acting forces of the left yaw/rolling driving assembly and the right yaw/rolling driving assembly are respectively shown in fig. 4 and fig. 6, in fig. 4, the connecting line of the acting points of the two propellers can not pass through the gravity center of the airship and can be acted by front airflow, so that a pitching moment is generated, and at the moment, the pitching angle of the airship is in a dynamic balance state by adjusting the thrust of the two propellers.

Secondly, due to the influence of vertical airflow and altitude, even under the action of factors such as buoyancy reduced by air leakage in the long-term running process of the airship and the like, the resultant force of gravity and buoyancy borne by the airship can be changed, and the total change of the gravity and the buoyancy can be balanced by adjusting the output of the two propellers.

Similarly, the roll angle of the airship is in dynamic equilibrium by adjusting the output of the two propellers for the effect of the side-facing airflow, as shown in fig. 6.

In addition, in the hovering state, if the output powers of the left and right yaw/roll engines are different, because the two engines have the same backward installation inclination angle, if the two engines adopt symmetrical wing shapes, the components in the forward and backward directions (i.e. the component in the x direction in fig. 1) of the thrust of the two engines are opposite in direction, a moment about the z method in fig. 1 is generated, and therefore the airship can realize steering in the hovering state. In this embodiment, in addition to the vertical moment, a rolling moment is generated, so that the airship hull is inclined. It is necessary to control the output power of the engine to avoid excessive rollover.

When the semi-lift airship advances, the head of the airship is pressed down to be in the state shown in the figure 5 by adjusting the power of the engines in the front thrust/pitching driving assembly and the rear thrust/pitching driving assembly, so that the aim of reducing the windward resistance is fulfilled.

When the semi-lift airship advances, the two lateral acting forces can be made unequal by adjusting the output power of the two yaw/roll engines (as shown in fig. 7). This generates a centripetal force, which results in steering during forward movement.

The embodiments described above are described to facilitate an understanding and use of the invention by those skilled in the art. It will be readily apparent to those skilled in the art that various modifications to these embodiments may be made, and the generic principles described herein may be applied to other embodiments without the use of the inventive faculty. Therefore, the present invention is not limited to the above embodiments, and those skilled in the art should make improvements and modifications within the scope of the present invention based on the disclosure of the present invention.

Claims

1. A semi-lift airship is characterized by comprising an air bag (1), and a front thrust/pitching driving assembly, a rear thrust/pitching driving assembly, a left yawing/rolling driving assembly and a right yawing/rolling driving assembly which are arranged in the air bag (1);

the front thrust/pitching driving assembly, the rear thrust/pitching driving assembly, the left yawing/rolling driving assembly and the right yawing/rolling driving assembly comprise a duct penetrating through the upper surface and the lower surface of the air bag (1) and a propeller arranged in the duct.

2. A semi-lift airship according to claim 1, characterised in that the airbags (1) are flat airbags.

3. A semi-lift airship according to claim 2, characterised in that the forward thrust/pitch drive assembly comprises a forward thrust/pitch duct (2), and a forward thrust/pitch propeller (3) arranged in the forward thrust/pitch duct (2);

the rear thrust/pitching driving component comprises a rear thrust/pitching duct (4) and a rear thrust/pitching propeller (5) arranged in the rear thrust/pitching duct (4);

the front thrust/pitching duct (2) and the rear thrust/pitching duct (4) are arranged in parallel.

4. A semi-lift airship according to claim 3, characterised in that the forward thrust/pitch duct (2) and the aft thrust/pitch duct (4) are set inclined backwards in relation to the horizontal centre plane of the envelope (1).

5. A semi-lift airship according to claim 3, characterised in that the left yaw/roll drive assembly comprises a left yaw/roll duct (6) and a left yaw/roll propeller (7) arranged in the left yaw/roll duct (6);

the right yaw/roll driving assembly comprises a right yaw/roll duct (8) and a right yaw/roll propeller (9) arranged in the right yaw/roll duct (8);

the left yaw/roll duct (6) and the right yaw/roll duct (8) are symmetrically arranged relative to a vertical central plane of the air bag containing the front thrust/pitch driving assembly and the rear thrust/pitch driving assembly and are respectively inclined towards the central plane.

6. A semi-lift airship as claimed in claim 5, characterised in that the left yaw/roll duct (6) is inclined towards the centre plane with an angle of inclination of 5-10 °.

7. A semi-lift airship as claimed in claim 5 where the left yaw/roll duct (6) and the right yaw/roll duct (8) are both arranged inclined backwards in relation to the horizontal centre plane of the envelope (1).

8. A semi-lift airship as claimed in claim 7 where the left yaw/roll duct (6) is inclined backwards in relation to the horizontal centre plane of the envelope (1).

9. A semi-lift airship according to claim 3, characterised in that the duct comprises an upper port at the upper surface of the envelope (1) and a lower port at the lower surface of the envelope (1), both of which are flared smoothly outwards.

10. A semi-lift airship as claimed in claim 5 where the line between the front thrust/pitch propeller (3) and the rear thrust/pitch propeller (5) and the line between the left yaw/roll propeller (7) and the right yaw/roll propeller (9) are not below the airship's centre of gravity.