CN113753214B

CN113753214B - Half-lift airship

Info

Publication number: CN113753214B
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: 2023-08-04
Anticipated expiration: 2041-09-24
Also published as: CN113753214A

Abstract

The invention relates to a half-lift airship, which comprises an air bag, a front thrust/pitching driving assembly, a rear thrust/pitching driving assembly, a left yaw/rolling driving assembly and a right yaw/rolling driving assembly, wherein the front thrust/pitching driving assembly, the rear thrust/pitching driving assembly, the left yaw/rolling driving assembly and the right yaw/rolling driving assembly are arranged in the air bag; wherein the front thrust/pitch drive assembly and the rear thrust/pitch drive assembly are disposed parallel to each other and inclined rearward, and the left yaw/roll drive assembly and the right yaw/roll drive assembly are disposed symmetrically and inclined inward. Compared with the prior art, the invention provides the lift force and the power during the forward movement for the airship through the front and back thrust/pitching driving components, controls the pitching moment, provides the yaw moment and the rolling moment for the airship through the left and right yaw/rolling driving components, and realizes the air posture adjustment of the airship through the three moments and the power.

Description

Half-lift airship

Technical Field

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

Background

In recent years, with the development of flight control technology and communication technology, unmanned aerial vehicles are increasingly applied in the fields of inspection, monitoring, transportation and the like, but compared with airships, unmanned aerial vehicles with fixed wings and multiple rotor wings have the defects of short cruising time and short range, complex systems, multiple fault hidden dangers, small carrying capacity, frequent lifting and landing, large later maintenance workload and the like, and the application of unmanned aerial vehicles in most fields is limited to a certain extent.

The airship is an aerostat with a power device, and can effectively overcome the defects of the unmanned aerial vehicle while controlling the flight. According to the different arrangement directions of the propeller, the air bag and the stabilizer, the airship can be divided into a pneumatic airship and a half-lift airship. The airship can be divided into a soft airship and a hard airship according to the structure of the airship. Wherein, the blimp completely uses the inflation pressure of the air bag to ensure the geometric shape of the air bag. In contrast, the hard airship is internally provided with a fixed supporting structure, air bags are arranged among the supporting structures, and the supporting structures are utilized to ensure the appearance of the air bags. Typically, blimps are small blimps, while hard blimps are large and medium blimps.

Because of the lack of support structure in blimps, additional connectors are required for the placement of their power equipment and load. For small airships with limited lift, the connection is built to further compress the load capacity and endurance of the airship. Therefore, how to reasonably arrange a power device on a blimp is a technical problem to be solved.

Disclosure of Invention

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

The aim of the invention can be achieved by the following technical scheme:

a semi-lift airship comprising an air bag, and a front thrust/pitch drive assembly, a rear thrust/pitch drive assembly, a left yaw/roll drive assembly, and a right yaw/roll drive assembly disposed within the air bag;

the front thrust/pitching driving assembly, the rear thrust/pitching driving assembly, the left yaw/rolling driving assembly and the right yaw/rolling driving assembly all 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 balloon is flattened after inflation to reduce aerodynamic drag during advancement.

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

the rear thrust/pitching driving assembly comprises a rear thrust/pitching duct, a rear thrust/pitching propeller and a rear thrust/pitching engine which 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 inclined backward relative to the horizontal center plane of the air bag, so that the airship forms an included angle with the horizontal direction when advancing, thereby providing lift force, thrust force and pitching moment at the same time, and providing a component force of forward flight which can be balanced with resistance force when flying flatly.

Further, the inclination angle of the forward thrust/pitch duct which is inclined backwards relative to the horizontal center plane of the air bag is related to the design speed per hour, namely, when the design speed per hour is reached, the aerodynamic resistance of the air bag is minimum, the downward component force is balanced with the gravity, and the preferable inclination angle range is that.

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 the vertical central plane of the air bag with 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 moment and the yaw moment of the airship are provided, and the steering of the airship is realized.

Further, the left yaw/roll duct is inclined to the center plane by an inclination angle of 5-10 degrees, and has a horizontal component force, so that yaw control can be realized.

Further, the left yaw/roll duct and the right yaw/roll duct are both arranged in a backward inclined manner with respect to the horizontal center plane of the air bag, and more preferably, the inclination angles of the planes of the left yaw/roll duct and the right yaw/roll duct relative to the horizontal center plane of the air bag are consistent with the inclination angles of the front thrust/pitch duct.

As a preferable technical scheme, the left yaw/roll driving assembly and the right yaw/roll driving assembly are used for stabilizing and adjusting the flying attitude of the airship, and are not used for providing flying power, so that the specifications, the sizes and the like of a used duct, a propeller and an engine can be lower than those of a front thrust/pitch driving assembly and a rear thrust/pitch driving assembly, and the cost of the airship is reduced.

Further, 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, wherein the upper port and the lower port are outwards smoothly expanded horn-shaped ports, so that the duct is convenient to process, and the resistance of air flow passing through the duct is reduced.

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

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

1) A front thrust/pitch driving assembly and a rear thrust/pitch driving assembly which are arranged in parallel and inclined backwards, 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, wherein the front thrust/pitch driving assembly and the rear thrust/pitch driving assembly are arranged in parallel so as to better utilize the thrust generated by the two assemblies; the inclined arrangement can offset windward resistance in flying by utilizing backward components of the engine by adjusting the pitching attitude of the airship;

2) The left yaw/roll driving assembly and the right yaw/roll driving assembly are oppositely inclined and symmetrically arranged and serve as balance steering mechanisms of the airship and are used for providing power for yaw, roll, adjustment of flight postures and the like of the airship, and the left yaw/roll driving assembly and the right yaw/roll driving assembly are symmetrically inclined and arranged so as to achieve posture adjustment of yaw, roll and the like by improving thrust difference between two propellers, and provide yaw centripetal force; the generated lateral component forces can be mutually offset when the airship flies flatly, so that the generation of a rotating moment is avoided, and the stable flatly flying state of the airship is maintained;

3) The front main duct, the rear main duct, the built-in engines and the propellers provide lift force and forward power for the airship, and can also be used for controlling pitching moment and adjusting pitching attitude of the airship; the left duct, the right duct, the built-in engines and the propellers provide yaw moment and rolling moment for the airship, and the air posture of the airship is adjusted through the three moment and the forward power; compared with the common parallel pair of ducts and engine arrangement, the invention can effectively reduce aerodynamic resistance and increase forward thrust when the airship advances, thereby realizing high-speed movement of the airship.

Drawings

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

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

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

FIG. 4 is a front-rear sectional view of a half-lift airship in an elevated condition;

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

FIG. 6 is a left-right cross-sectional view of a half-lift airship in an ascending or flat flight condition;

FIG. 7 is a left-right cross-sectional view of a semi-lift airship in a yaw configuration;

the figure indicates:

1-air bags, 2-forward thrust/pitch duct, 3-forward thrust/pitch propeller, 4-aft thrust/pitch duct, 5-aft thrust/pitch propeller, 6-left yaw/roll duct, 7-left yaw/roll propeller, 8-right yaw/roll duct, 9-right yaw/roll propeller.

Detailed Description

The invention will now be described in detail with reference to the drawings and specific examples. The present embodiment is implemented on the premise of the technical scheme of the present invention, and a detailed implementation manner and a specific operation process are given, but the protection scope of the present invention is not limited to the following examples.

It should be noted that, in the description of the present invention, the positional or positional relation indicated by the terms such as "upper", "lower", "left", "right", "front", "rear", etc. are merely for convenience of describing the present invention based on the description of the structure of the present invention shown in the drawings, and are not intended to indicate or imply that the apparatus or element to be referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present invention.

Unless specifically stated and limited otherwise, the terms "mounted," "positioned," and "hovering" are to be construed broadly, and for example, the connection may be fixed, removable, or integral; the device can be mechanically mounted or electrically mounted; either directly or indirectly via an intermediary. Likewise, hover may be zero velocity hover, hover in dynamic equilibrium, or motion in a small range around a certain point. It will be apparent to those skilled in the art that the specific meaning of the terms described above in this application may be understood in the light of the general inventive concept in connection with the present application.

Examples:

1-3, a semi-lift airship comprising an inflated flat airbag 1 and a front thrust/pitch drive assembly, a rear thrust/pitch drive assembly, a left yaw/roll drive assembly, and a right yaw/roll drive assembly disposed within the airbag 1;

wherein the front thrust/pitch drive assembly comprises a front thrust/pitch duct 2, and a front thrust/pitch propeller 3 and a front thrust/pitch engine arranged in the front thrust/pitch duct 2; the back thrust/pitch drive assembly includes a back thrust/pitch duct 4, and a back thrust/pitch propeller 5 and a back thrust/pitch engine disposed within the back thrust/pitch duct 4.

As shown in fig. 4 and 5, the front thrust/pitch duct 2 is disposed parallel to the rear thrust/pitch duct 4 and is disposed obliquely rearward with respect to the horizontal center plane of the airbag 1, and the inclination angle thereof can be selected according to the design speed of time, and in general, the higher the design speed of time, 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. Arranging the front thrust/pitch duct 2 in parallel with the rear thrust/pitch duct 4 in order to better exploit the thrust produced by the two propellers; the air bag 1 is in an upward inclined posture (as shown in fig. 4) in the ascending process by the inclined arrangement, so that forward incoming wind can be utilized to provide power for the ascending of the airship; meanwhile, when the airship advances, the air bag 1 is restored to a 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 lift force and the forward power of the airship can be simultaneously provided because the two propellers are in an inclined state at the moment. In addition, when the airship needs to be stopped, the posture of the air bag 1 can be adjusted to be in an inclined state by adjusting the thrust generated by the two propellers, 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, and a right yaw/roll propeller 9 and a right yaw/roll engine which 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 with respect to the vertical central plane of the air bag containing the front thrust/pitch drive assembly and the rear thrust/pitch drive assembly and are each inclined to the inclination of this central plane, which in other embodiments may be modified according to the requirements for mobility and stability, preferably with reference to a range of 5-10 °, in this embodiment 6 ° with respect to the vertical central plane of the air bag.

The left yaw/roll driving assembly and the right yaw/roll driving assembly are used as balance steering mechanisms of the airship and are used for providing power for yaw, roll, adjustment of flight postures 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 as to realize the completion of attitude adjustment such as yaw and roll by improving the thrust difference between the two propellers (as shown in fig. 7); meanwhile, in the plane flying process, the two propellers can jointly provide lifting force and meanwhile the generated lateral component forces can be mutually offset, so that the generation of rotating moment is avoided, and the airship is unnecessarily rotated.

To further increase the forward power, the left yaw/roll duct 6 and the right yaw/roll duct 8 are each disposed inclined rearward with respect to the horizontal center plane of the balloon 1, and the degree of inclination corresponds to the forward thrust/pitch duct 2.

The ducts extend from the upper surface of the air bag 1 to the lower surface of the air bag 1 to form a fluid penetrating channel, and the upper port of the duct positioned on the upper surface of the air bag 1 and the lower port of the duct positioned on the lower surface of the air bag 1 are horn-shaped ports which are smoothly extended outwards so as to facilitate the inflow and outflow of the air and reduce the flow resistance.

To ensure stability during sailing, the connection between the front thrust/pitch propeller 3 and the rear thrust/pitch propeller 5, and the connection between the left yaw/roll propeller 7 and the right yaw/roll propeller 9 are not lower than the airship center of gravity.

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

And secondly, due to the influence of vertical airflow and altitude, even the buoyancy force reduced by air leakage in the long-term operation process of the airship is influenced, the resultant force of gravity and buoyancy force borne by the airship can be changed, and the total change of gravity force and buoyancy force can be balanced by adjusting the output of the two propellers.

Similarly, as for the influence of the side surface on the airflow, as shown in fig. 6, the rolling angle of the airship is in a dynamic balance state by adjusting the output of the two propellers.

In addition, if the output power of the yaw/roll engines is different from each other in the hovering state, since the engines have the same backward mounting inclination angle, if the engines use symmetrical wing profiles, the forward and backward direction components (i.e., the x direction component in fig. 1) of the thrust forces of the engines are opposite in direction, a moment about the z method in fig. 1 is generated, so that the airship is turned in the hovering state. In this embodiment, in addition to creating a moment in the vertical direction, a roll moment is also created, which tilts the airship hull. It is necessary to control the output of the engine to avoid excessive rollover.

When the half-lift airship advances, the head of the airship is depressed to be in the state shown in fig. 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 windward resistance is fulfilled.

When the present semi-lift airship advances, the two lateral forces may be varied by adjusting the output power of the two yaw/roll engines (as shown in fig. 7). Thereby creating a centripetal force to complete the steering during the forward motion.

The previous description of the embodiments is provided to facilitate a person of ordinary skill in the art in order to make and use the present invention. It will be apparent to those skilled in the art that various modifications can be readily made to these embodiments 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-described embodiments, and those skilled in the art, based on the present disclosure, should make improvements and modifications without departing from the scope of the present invention.

Claims

1. The 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 yaw/rolling driving assembly and a right yaw/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 yaw/rolling driving assembly and the right yaw/rolling driving assembly all comprise a duct penetrating through the upper surface and the lower surface of the air bag (1) and a propeller arranged in the duct;

the front thrust/pitch driving assembly comprises a front thrust/pitch duct (2) and a front thrust/pitch propeller (3) arranged in the front thrust/pitch duct (2);

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

the front thrust/pitch duct (2) and the rear thrust/pitch duct (4) are arranged in parallel;

the front thrust/pitch duct (2) and the rear thrust/pitch duct (4) are obliquely arranged backwards relative to the horizontal center surface of the air bag (1);

the left yaw/roll driving 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 the vertical central plane of the air bag with the front thrust/pitch driving assembly and the rear thrust/pitch driving assembly and respectively incline towards the central plane;

the left yaw/roll duct (6) and the right yaw/roll duct (8) are obliquely arranged backwards along the horizontal center surface of the air bag (1);

the left yaw/roll duct (6) is inclined backwards relative to the horizontal center plane of the air bag (1).

2. A semi-lift airship according to claim 1, characterised in that the air-bag (1) is a flat air-bag.

3. A semi-lift airship according to claim 1, characterised in that the left yaw/roll duct (6) is inclined to the centre plane by an angle of 5-10 °.

4. The semi-lift airship according to claim 1, wherein the duct comprises an upper port arranged on the upper surface of the air bag (1) and a lower port arranged on the lower surface of the air bag (1), and the upper port and the lower port are horn-shaped ports which are smoothly extended outwards.

5. A semi-lift airship according to claim 1, characterized in that the line between the front thrust/pitch propeller (3) and the rear thrust/pitch propeller (5), the line between the left yaw/roll propeller (7) and the right yaw/roll propeller (9) are not lower than the centre of gravity of the airship.