CN116080900A

CN116080900A - Vertical take-off and landing aircraft and control method thereof

Info

Publication number: CN116080900A
Application number: CN202310203250.4A
Authority: CN
Inventors: 许兆华; 薛松柏; 向樊; 屠强; 沙永祥; 郭亮; 骆俊昌; 谢晒明
Original assignee: Chengdu Wofeitianyu Technology Co ltd; Zhejiang Geely Holding Group Co Ltd
Current assignee: Chengdu Wofeitianyu Technology Co ltd; Zhejiang Geely Holding Group Co Ltd
Priority date: 2023-03-03
Filing date: 2023-03-03
Publication date: 2023-05-09

Abstract

The invention provides a vertical take-off and landing aircraft and a control method of the vertical take-off and landing aircraft, and belongs to the field of aviation. The vertical takeoff and landing aircraft comprises: fuselage, 2N rotor and 2N fixed rotor that tilt. Wings are arranged on two sides of the fuselage, and tail wings are arranged on the tail of the fuselage; the 2N tilting rotors are symmetrically arranged on two sides of the fuselage, and the tilting rotors are respectively positioned on the front side and the rear side of the wing; the 2N fixed rotors are symmetrically arranged on wings on two sides of the fuselage, and the fixed rotors are respectively positioned on the front side and the rear side of the wings and are positioned on the outer sides of the tilting rotors; wherein N is a natural number greater than or equal to 2, and in a vertical take-off and landing state, the projections of all the tilting rotors on a horizontal plane are approximately centrosymmetric with respect to the gravity center of the vertical take-off and landing aircraft; the projections of all the fixed rotors on the horizontal plane are substantially centrosymmetric with respect to the centre of gravity of the vertical takeoff and landing aircraft. The vertical take-off and landing aircraft can take the advantages of the composite wing, the full-tilting layout and the partial-tilting layout into consideration.

Description

Vertical take-off and landing aircraft and control method thereof

Technical Field

The invention relates to the technical field of aircrafts, in particular to a vertical take-off and landing aircraft and a control method of the vertical take-off and landing aircraft.

Background

The vertical take-off and landing fixed wing aircraft (distributed propulsion type) not only has the vertical take-off and landing capability of a helicopter, but also has the horizontal efficient and high-speed flight capability of the fixed wing, is quieter, comfortable and economical compared with the helicopter, is more efficient and longer in voyage compared with a plurality of rotor wings, can take off and land vertically on a take-off and landing platform in a city compared with the fixed wing, and is an excellent choice for urban aerial travel. The main flow layout of a vertical take-off and landing fixed-wing aircraft generally comprises three types: the composite wing layout, the full-tilting layout and the partial-tilting layout have different advantages and disadvantages, and are difficult to obtain better balance. The weight of the power system is higher when the composite wing is in flat flight, so that the weight of the power system is larger, in addition, the flat flight resistance of the composite wing is also large due to the lift force paddle when the composite wing is in flat flight, and the maximum flight speed and the voyage performance of the composite wing are lower under the combined action of the two. The full-tilting layout is not only complex in mechanical structure, but also more complex in aerodynamic characteristics and control, generally speaking, the safety is inferior to that of a composite wing, and the partial tilting layout is expected to integrate the advantages of the composite wing, but the currently published partial tilting configuration cannot have the advantages of the composite wing and the partial tilting configuration at the same time, so that a new vertical take-off and landing fixed wing aircraft layout is required to be provided so as to balance the advantages and disadvantages, and the flight performance, the safety, the reliability, the technical difficulty and the like of the vertical take-off and landing fixed wing aircraft are balanced better.

Disclosure of Invention

In view of the above drawbacks of the prior art, the present invention provides a vertical take-off and landing aircraft and a control method of a vertical take-off and landing aircraft to optimize the layout of the vertical take-off and landing aircraft in the prior art.

To achieve the above and other related objects, the present invention provides a vertical takeoff and landing aircraft comprising: fuselage, 2N rotor and 2N fixed rotor that tilt. Wings are arranged on two sides of the fuselage, and a tail wing is arranged at the tail of the fuselage; 2N tilting rotors are symmetrically arranged on two sides of the fuselage, and the tilting rotors are respectively positioned on the front side and the rear side of the wing; the 2N fixed rotors are symmetrically arranged on the wings on two sides of the fuselage, and the fixed rotors are respectively positioned on the front side and the rear side of the wings and are positioned on the outer sides of the tilting rotors; wherein N is a natural number greater than or equal to 2, and in a vertical take-off and landing state, the projections of all the tilting rotors on a horizontal plane are approximately centrosymmetric with respect to the gravity center of the vertical take-off and landing aircraft; all the projections of the fixed rotor on the horizontal plane are substantially centrosymmetric with respect to the centre of gravity of the vertical takeoff and landing aircraft.

In an example of the vertical takeoff and landing aircraft of the present invention, 2N of the tiltrotors are disposed at least partially on a front side of the center of gravity and at least partially on a rear side of the center of gravity.

In one example of a vertical takeoff and landing aircraft of the present invention, said tiltrotor on the front side of said center of gravity is mounted to said wing by a horn or to said fuselage on the front side of said wing by a boom.

In an example of the vertical takeoff and landing aircraft of the present invention, the vertical takeoff and landing aircraft includes four tiltrotors and four fixed rotors, the four fixed rotors are symmetrically installed at two sides of the fuselage, the four tiltrotors are distributed at inner sides of the four fixed rotors, and the tiltrotors are located at front and rear sides of the wing.

In an example of the vertical takeoff and landing aircraft of the present invention, the tail wing is any one of a V-type tail wing, a Y-type tail wing, an H-type tail wing, an X-type tail wing, a T-type tail wing, an H-type tail wing, or a U-type tail wing, wherein a part of the tilting rotor is mounted on the tail wing, and the tilting rotor on the tail wing is mounted on the upper side of the tail wing, so as to provide forward thrust for the aircraft to fly forward, and tilt upward to provide vertical thrust in the vertical takeoff and landing state of the aircraft.

In an example of the vertical takeoff and landing aircraft, the tail wing is a V-shaped tail wing, two tilting rotors are mounted on the tail wing, and the two tilting rotors are respectively mounted on wing tips on two sides of the upper part of the tail wing.

In an example of the vertical takeoff and landing aircraft of the present invention, the 2N fixed rotors are at least partially disposed on a front side of the center of gravity and at least partially disposed on a rear side of the center of gravity.

In an example of the vertical take-off and landing aircraft of the present invention, the wing on both sides of the fuselage is provided with an organic arm, and the 2N fixed rotors are symmetrically installed on the organic arms on both sides of the fuselage and are respectively located on the front and rear sides of the wing.

In an example of the vertical takeoff and landing aircraft of the present invention, the tilting rotor includes a tilting propeller and a tilting driving device, wherein a base of the tilting driving device is fixedly installed on the tail wing or the front side of the wing, and the tilting propeller is installed on a driving end of the tilting driving device.

The invention also provides a control method of the vertical take-off and landing aircraft, which comprises the following steps: the following transitions from vertical fly to horizontal fly and/or transition from horizontal fly to vertical drop:

the transition process from vertical fly to horizontal fly comprises:

tilting 2N tilting rotors forward according to a forward flight command power system;

configuring the tilting rates of 2N tilting rotors and the tension ratio of 2N tilting rotors and 2N fixed rotors according to a climbing instruction, so as to control the climbing speed and climbing gradient of the aircraft;

the transition process of the horizontal flying to the vertical landing comprises the following steps:

2N tilting rotors are tilted upwards to a vertical take-off and landing position according to a speed command power system;

and configuring the tilting rates of 2N tilting rotors and the tension ratio of 2N tilting rotors to 2N fixed rotors according to the sliding instruction, so as to control the sliding speed and the sliding gradient of the aircraft.

In one example of a vertical takeoff and landing aircraft of the present invention, the control method further includes the following accidental entry into a tail rotor or stall regulation process and/or encountering a crosswind regulation process:

the unexpected entry tail-spin or stall regulation process includes: starting 2N fixed rotors, and assisting in attitude control so as to change the tail rotor or stall state;

the process of encountering crosswind regulation comprises the following steps: yaw is controlled with 2N of said tiltrotor blades differentially assisted to resist crosswind when wind speed exceeds a set threshold.

In the vertical take-off and landing aircraft, a part of 2N tilting rotors are arranged on the tail wing, the rest of the 2N tilting rotors are arranged on the fuselage and/or the wing, and in a vertical take-off and landing state, the projections of all the tilting rotors on a horizontal plane are approximately centrosymmetric with respect to the gravity center of the vertical take-off and landing aircraft, meanwhile, fixed rotors are arranged on the outer sides of the tilting rotors on two sides, and the projections of all the fixed rotors on the horizontal plane are approximately centrosymmetric with respect to the gravity center of the vertical take-off and landing aircraft. The layout form can reduce the tension required to be output by the residual power group under the condition of failure of the single-engine rotor, and ensure the safe flight of the aircraft. In addition, the invention not only can take the advantages of composite wing layout, full-tilting layout and partial-tilting layout configuration into consideration through a special layout mode, but also can be more stable through the layout mode, and simultaneously reduces the design and installation difficulty of the vertical take-off and landing aircraft, thereby being beneficial to the rapid promotion of the commercialization process of products. In addition, in the layout form, all the tilting rotors are arranged on the inner side of the fixed rotor, and compared with the layout form of arranging the tilting rotors on the outer side, the yaw moment after the tilting rotors are partially failed can be reduced, the requirement on the vertical tail capacity (vertical tail area multiplied by vertical tail moment arm) is greatly reduced, and the safety flight envelope after the tilting rotors are partially failed is enlarged.

Drawings

In order to more clearly illustrate the embodiments of the invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, it being obvious that the drawings in the following description are only some embodiments of the invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 is an isometric view of an embodiment of a vertical takeoff and landing aircraft according to the present invention in a vertical takeoff and landing state;

FIG. 2 is a top view of the vertical takeoff and landing aircraft of FIG. 1;

FIG. 3 is a front view of the vertical takeoff and landing aircraft of FIG. 1;

FIG. 4 is a right side view of FIG. 3;

FIG. 5 is an isometric view of the vertical takeoff and landing aircraft of FIG. 1 in a flat flight condition;

FIG. 6 is a top view of FIG. 5;

FIG. 7 is a front view of FIG. 5;

FIG. 8 is a side view of FIG. 7;

FIG. 9 is an isometric view of another embodiment of a vertical takeoff and landing aircraft according to the present invention in a vertical takeoff and landing state;

FIG. 10 is a top view of the vertical takeoff and landing aircraft of FIG. 9;

FIG. 11 is a front view of the vertical takeoff and landing aircraft of FIG. 9;

FIG. 12 is a side view of FIG. 11;

FIG. 13 is an isometric view of the vertical takeoff and landing aircraft of FIG. 9 in a flat flight condition;

FIG. 14 is a top view of FIG. 13;

fig. 15 is a front view of fig. 13;

FIG. 16 is a side view of FIG. 15;

FIG. 17 is a layout analysis of an embodiment of a vertical takeoff and landing aircraft according to the present invention;

FIG. 18 is a front view of another embodiment of a vertical takeoff and landing aircraft according to the present invention;

FIG. 19 is a top view of the vertical takeoff and landing aircraft of FIG. 18;

FIG. 20 is a side view of the vertical takeoff and landing aircraft of FIG. 18;

FIG. 21 is an isometric view of the vertical takeoff and landing aircraft of FIG. 18 in a vertical state;

FIG. 22 is an isometric view of the vertical takeoff and landing aircraft of FIG. 18 in a flat flight condition;

FIG. 23 is a front view of another embodiment of a vertical takeoff and landing aircraft according to the present invention;

FIG. 24 is a top view of the vertical takeoff and landing aircraft of FIG. 23;

FIG. 25 is a side view of the vertical takeoff and landing aircraft of FIG. 23;

FIG. 26 is an isometric view of the vertical takeoff and landing aircraft of FIG. 23 in a vertical state;

FIG. 27 is an isometric view of the vertical takeoff and landing aircraft of FIG. 23 in a flat flight condition;

FIG. 28 is a schematic diagram of an embodiment of a method of controlling a vertical takeoff and landing aircraft according to the present invention.

Description of element reference numerals

10. A body; 20. a wing; 30. a tail wing; 41. a first tilt rotor; 411. a third horn; 42. a second tilt rotor; 421. a fourth horn; 43. a third tilt rotor; 431. a fifth arm; 44. a fourth tilt rotor; 441. a sixth horn; 401. tilting the propeller; 51. a first stationary rotor; 511. a first horn; 52. a second stationary rotor; 521. a second horn; 53. a third stationary rotor; 54. a fourth stationary rotor; 60. a first arm; 70. a first circumference; 80. a second circumference; 90. a second support arm.

Detailed Description

Other advantages and effects of the present invention will become apparent to those skilled in the art from the following disclosure, which describes the embodiments of the present invention with reference to specific examples. The invention may be practiced or carried out in other embodiments that depart from the specific details, and the details of the present description may be modified or varied from the spirit and scope of the present invention. It should be noted that the following embodiments and features in the embodiments may be combined with each other without conflict. It is also to be understood that the terminology used in the examples of the invention is for the purpose of describing particular embodiments only, and is not intended to limit the scope of the invention. The test methods in the following examples, in which specific conditions are not noted, are generally conducted under conventional conditions or under conditions recommended by the respective manufacturers.

Where numerical ranges are provided in the examples, it is understood that unless otherwise stated herein, both endpoints of each numerical range and any number between the two endpoints are significant both in the numerical range. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs and to which this invention belongs, and any method, apparatus, or material of the prior art similar or equivalent to the methods, apparatus, or materials described in the examples of this invention may be used to practice the invention.

It should be understood that the terms such as "upper," "lower," "left," "right," "middle," and "a" and the like are used in this specification for descriptive purposes only and not for purposes of limitation, and that the invention may be practiced without materially departing from the novel teachings and without departing from the scope of the invention.

Referring to fig. 1 to 28, the present invention provides a vertical take-off and landing aircraft and a control method thereof, so as to optimize the layout of the vertical take-off and landing aircraft in the prior art, and particularly, the layout is suitable for the eVTOL manned aircraft.

Referring to fig. 1 to 17, the vertical takeoff and landing aircraft includes: fuselage 10,2N tiltrotors, and 2N stationary rotors. The fuselage 10 is of a symmetrical structure and has a plane of symmetry extending along the length of the fuselage (i.e., the vertical plane along which the line AB in fig. 2 lies), and the remaining structure and shape of the fuselage 10 are not limited, and reference may be made to the structure of the fuselage 10 of an existing aircraft, for example, the fuselage 10 may include conventional operation systems of the aircraft such as avionics systems, flight control systems, electrical systems, navigation systems, etc. mounted on the fuselage 10. The wings 20 are disposed on two sides of the fuselage 10, the wings 20 on two sides are symmetrical with respect to the symmetry plane of the fuselage 10, and the structure of the wings 20 can also refer to the structure of the fixed wings 20 of the existing aircraft, which is not described herein. The tail part of the fuselage 10 is provided with a tail wing 30, and the tail wing 30 is integrally formed or mechanically connected with the fuselage 10 and is symmetrical relative to the symmetry plane of the fuselage 10. In the present invention, N is a natural number greater than or equal to 2, and 2N tiltrotors are symmetrically installed on both sides of the fuselage 10 and symmetrically disposed about a symmetry plane of the fuselage 10, wherein a part of the tiltrotors are installed on the tail wing 30, and the rest of the tiltrotors are installed on the fuselage 10 and/or the wing 20, and specific positions of the tiltrotors on the fuselage 10 and/or the wing 20 are not limited, so long as in a vertical lift state (i.e., when the rotation axes of all the tiltrotors are tilted upward to a vertical lift position), projections of all the tiltrotors on a horizontal plane are substantially centrally symmetrical about a center of gravity (i.e., a point G in fig. 2 or 17) of the vertical lift aircraft, for example, the tiltrotors may be directly installed on the wing 20, as shown in fig. 1 to 8, may be installed on the wing 20 through a horn, or may be installed on the fuselage 10 on a front side of the wing 20 through the first arm 60 as shown in fig. 9 to 16. Referring to fig. 2 and 10,2N, the fixed rotors are symmetrically installed at two sides of the fuselage 10 and located at the outer sides of the tilt rotors, a first horn 511 is installed on the wing 20 at one side of the fuselage 10, and a second horn 521 is installed on the wing 20 at the other side of the fuselage 10; the first horn 511 and the second horn 521 are symmetrically arranged about a plane of symmetry of the fuselage 10, and the 2N fixed rotors are symmetrically mounted on the first horn 511 and the second horn 521 at two sides of the fuselage 10, respectively, and are located at front and rear sides of the wing 20 and front and rear ends of the first horn 511 and the second horn 521, respectively, and at the same time, all projections of the fixed rotors on a horizontal plane are symmetrical about a center of gravity (G point) of the vertical takeoff and landing aircraft, which corresponds to each other approximately in a center. In the present invention, the fixed rotor is located at the outer side of all the tilt rotors, and may be located at the outer side in any direction, and the specific direction may not be limited, but it is preferable that 2N fixed rotors are located at the outer sides of all the tilt rotors in order to optimize the structure and reduce the weight.

In this embodiment, a part of 2N tilt rotors are mounted on the tail wing 30, the rest are mounted on the fuselage 10 and/or the wing 20, and in the vertical take-off and landing state, the projections of all the tilt rotors on the horizontal plane are approximately centrosymmetric with respect to the center of gravity of the vertical take-off and landing aircraft, the fixed rotors are arranged on the outer sides of the tilt rotors on the two sides, and the projections of all the fixed rotors on the horizontal plane are approximately centrosymmetric with respect to the center of gravity of the vertical take-off and landing aircraft, so that the layout form can reduce the pulling force required to be output by the rest power set in the case of failure of a single rotor. The invention not only can give consideration to the advantages of composite wing layout, full-tilting layout and partial-tilting layout configuration, but also can reduce the problem of transition corridor shrinkage caused by tilting by the layout mode, and simultaneously reduces the design and installation difficulty of the vertical take-off and landing aircraft, thereby being beneficial to the rapid promotion of the commercialization process of products. In addition, in the layout form, all the tilting rotors are arranged on the inner sides of the fixed rotors, and compared with the layout mode of arranging the tilting rotors on the outer sides, the yaw moment after the tilting rotors are partially disabled can be reduced, the requirement on the vertical tail capacity is greatly reduced, and the safe flight envelope after the tilting rotors are partially disabled is enlarged.

In one embodiment of the inventive vertical takeoff and landing aircraft, at least a portion of the 2N tiltrotors are disposed forward of the center of gravity and at least a portion of the tiltrotors are disposed aft of the center of gravity. Of the 2N stationary rotors, at least part is disposed on a front side of the center of gravity of the vertical takeoff and landing aircraft, and at least part is disposed on a rear side of the center of gravity of the vertical takeoff and landing aircraft. Therefore, the balance of multiple couples can be realized, and the vertical take-off and landing process of the vertical take-off and landing aircraft can be more stable. Preferably, referring to fig. 2 and 10, in one embodiment, the vertical takeoff and landing aircraft includes four tilting rotors and four fixed rotors, wherein the four fixed rotors are symmetrically installed at both sides of the fuselage 10, the four tilting rotors are located at inner sides of the four fixed rotors, and the two tilting rotors are installed at the tail wing 30, and the two tilting rotors are installed at the fuselage 10 or the wing 20 at front sides of the wing 20. The four tiltrotors are divided into two equal sets, labeled as a first set of tiltrotors mounted on the fuselage 10 or wing 20 on the front side of the vertical takeoff and landing aircraft center of gravity G, and a second set of tiltrotors mounted on the tail wing 30 on the rear side of the vertical takeoff and landing aircraft center of gravity G. The first set of tilt rotors includes a first tilt rotor 41 and a second tilt rotor 42, and the second set of tilt rotors includes a third tilt rotor 43 and a fourth tilt rotor 44. A third arm 411 is arranged on the wing 20 on one side of the fuselage 10; a fourth symmetrical horn 421 is provided on the wing 20 on the other side of the fuselage 10, the first tilting rotor 41 is mounted on said third horn 411, and the second tilting rotor 42 is mounted on said fourth horn 421 and symmetrical to said first tilting rotor 41 with respect to the plane of symmetry of the fuselage 10. A fifth arm 431 is arranged on the tail wing 30 at one side of the machine body 10; a symmetrical sixth horn 441 is arranged on the tail wing 30 at the other side of the fuselage 10, a third tilting rotor 43 is mounted on the fifth horn 431, and a fourth tilting rotor 44 is mounted on the sixth horn 441 and is symmetrically arranged with the third tilting rotor 43 about the plane of symmetry of the fuselage 10. The third tilt rotor 43 and the fourth tilt rotor 44 are symmetrically disposed with respect to the plane of symmetry of the fuselage 10, and in the vertical take-off and landing state, the rotation axes of the four tilt rotors are all tilted upward in the vertical direction, and the first tilt rotor 41, the second tilt rotor 42, the third tilt rotor 43 and the fourth tilt rotor 44 are all distributed in the vicinity of the first circumference 70 centered on the center of gravity G of the electric vertical take-off and landing aircraft. The projections of the first and

third tiltrotors

41, 43 on the horizontal plane are substantially centered about the center of gravity of the vertical takeoff and landing aircraft, and the projections of the second and

fourth tiltrotors

42, 44 on the horizontal plane are substantially centered about the center of gravity of the vertical takeoff and landing aircraft. The four fixed rotors are divided into two groups of equal numbers, and are respectively marked as a first group of fixed rotors and a second group of fixed rotors, wherein the first group of fixed rotors are installed on the wing 20 on the front side of the center of gravity of the vertical take-off and landing aircraft, and the second group of fixed rotors are installed on the wing 20 on the rear side of the center of gravity of the vertical take-off and landing aircraft. The first set of fixed rotors comprises a first fixed rotor 51 and a second fixed rotor 52, the second set of fixed rotors comprises a third fixed rotor 53 and a fourth fixed rotor 54, and the first fixed rotor 51, the second fixed rotor 52, the third fixed rotor 53 and the fourth fixed rotor 54 are all distributed near a second circumference 80 which takes the center of gravity G of the electric vertical takeoff and landing aircraft as the center. The first fixed rotor 51 and the second fixed rotor 52 are symmetrical about the plane of symmetry of the fuselage 10, the third fixed rotor 53 and the fourth fixed rotor 54 are also symmetrical about the plane of symmetry of the fuselage 10, the axes of rotation of the four fixed rotors all extend upwards in the vertical direction, the projections of the first fixed rotor 51 and the third fixed rotor 53 on the horizontal plane are approximately centrosymmetric about the center of gravity of the vertical-takeoff and landing aircraft, and the projections of the second fixed rotor 52 and the fourth fixed rotor 54 on the horizontal plane are approximately centrosymmetric about the center of gravity of the vertical-takeoff and landing aircraft. In the present application, the front side means the extending direction toward the nose, and the rear side means the extending direction toward the tail 30.

Referring to fig. 18 to 22, the present invention further provides a vertical takeoff and landing aircraft, which is different from the vertical takeoff and landing aircraft in fig. 2 in that the tail wing 30 of the vertical takeoff and landing aircraft is T-shaped, and the third tilt rotor 43 and the fourth tilt rotor 44 are not mounted on the tail wing 30, but mounted on the fuselage between the tail wing 30 and the wing 20 through the second arm 90. The four tilting rotors on the inner side of the scheme are approximately symmetrical in center with respect to the gravity center of the vertical take-off and landing aircraft in pairs, and the four fixed rotors on the outer side are approximately symmetrical in center with respect to the gravity center of the vertical take-off and landing aircraft in pairs. This layout can also have the advantage of the vertical takeoff and landing aircraft of fig. 2.

Referring to fig. 23 to 27, there is also provided a vertical takeoff and landing aircraft according to the present invention, which differs from the vertical takeoff and landing aircraft of fig. 2 in that the third tilt rotor 43 and the fourth tilt rotor 44 are not mounted on the V-shaped tail 30, but are mounted on the fuselage between the tail 30 and the wing 20 through the second arm 90. The four tilting rotors on the inner side of the scheme are approximately symmetrical in center with respect to the gravity center of the vertical take-off and landing aircraft in pairs, and the four fixed rotors on the outer side are approximately symmetrical in center with respect to the gravity center of the vertical take-off and landing aircraft in pairs. This layout can also have the advantage of the vertical takeoff and landing aircraft of fig. 2.

In the invention, in order to realize distribution on the front side and the rear side of the center of gravity and realize plane symmetry and approximate center symmetry respectively, the number of the tilting rotors is at least four, and naturally, if energy is not considered, six, eight or more even numbers can be also adopted, so long as the tilting rotors are added on the basis of the four tilting rotors, and the newly added tilting rotors also can meet the plane symmetry and center symmetry relation. The number of the fixed rotors is at least four, and of course, if energy is not considered, the number of the fixed rotors can be six, eight or more even numbers, so long as the fixed rotors are added on the basis of the four fixed rotors, the fixed rotors are positioned on the outer sides of all the tilting rotors, and the newly added fixed rotors also meet the plane symmetry and approximate center symmetry relationship.

In the present invention, the tail wing 30 may be any one of a V-type tail wing, a Y-type tail wing, an H-type tail wing, an X-type tail wing, a T-type tail wing, an H-type tail wing, or a U-type tail wing, and the tilt rotor on the tail wing 30 is mounted on the upper side of the tail wing 30 and is tilted upward in a vertical take-off and landing state. This reduces the likelihood of injury to the occupant as the occupant enters and exits the aircraft. Referring to fig. 1 to 17, in an embodiment of the vertical takeoff and landing aircraft of the present invention, the tail wing 30 is a V-shaped tail wing, two tilt rotors are mounted on the tail wing 30, and the two tilt rotors are respectively mounted on two wing tips of the upper portion of the tail wing 30. In other embodiments, any of the shapes described above may be used.

Referring to fig. 12, it should be noted that, in the present invention, the tilt rotor includes a tilt propeller 401 and a tilt driving device (not shown), a base of the tilt driving device is fixedly installed on the tail wing 30 or on the front side of the wing 20, the tilt propeller 401 is installed on a driving end of the tilt driving device and can be tilted and locked between a horizontal direction and a vertical direction, and specific structures of the tilt driving device and the tilt propeller 401 may be referred to the prior art, and will not be described in detail herein.

In one embodiment of the vertical takeoff and landing aircraft of the present invention, the tiltrotor on the front side of the wing 20 is mounted to the fuselage 10 on the front side of the wing 20 by a first arm 60, the shape of the first arm 60 corresponding to the shape of the tail 30. The tiltrotors on the tail wing 30 are higher than the tiltrotors on the front side of the wing 20.

In one embodiment of the invention, each of the stationary rotors includes a folding rotor (not shown) and a stationary rotor drive (not shown). The fixed rotor driving device in the invention can be in a motor or a combination form of the motor and a speed reducer, in the embodiment, the folding rotor comprises fixed blades (not shown) and floating blades (not shown), when the aircraft is in a hovering stage, the fixed blades and the floating blades are driven by the fixed rotor driving device to rotate in a cross shape in a crossed state, when the aircraft is in a horizontal cruising stage, the fixed blades and the floating blades are closed to form a straight line shape in a downstream direction, and the extending direction of each fixed blade and each floating blade is consistent with the heading of the aircraft, so that the arrangement mode can reduce the resistance in the cruising process. It should be noted that, in the present invention, the fixed blade and the floating blade rotate in a crossed state when rotating, and the folding implementation manner when stopping can be implemented by all existing suitable folding rotor forms, which are not described herein again. It will be understood by those skilled in the art that all of the stationary rotors of the present invention may not take the form of foldable blades, if preferred results are not considered.

In consideration of various factors such as installation, the present application adopts a substantially centrosymmetric expression because 100% cannot be ideally made centrosymmetric. Referring to fig. 17, in the present invention, the "substantially centrosymmetric" tilt rotor represents that, in an ideal state, the center of gravity of the vertical takeoff and landing aircraft is taken as the center, and the actual installation position of the tilt rotor is located in a first ring 71 of ±20% d1 based on a first circumference 70 where the central symmetry of the tilt rotor is located in an ideal state, and the width E1 of the first ring 71 is 40% d1; the "substantially centrosymmetric" fixed rotor means that, in an ideal state, the actual installation position of the fixed rotor is located in the second ring 81 of ±20% d2 with respect to the second circumference 80 where the center of gravity of the vertical takeoff and landing aircraft is located, in an ideal state, the center of gravity of the vertical takeoff and landing aircraft is located as a center, and the width E2 of the second ring 81 is 40% d2.

the transition process from vertical fly to horizontal fly comprises:

2N tilting rotors on the inner side of the front tilting power system according to the front flying command;

In one embodiment of the control method of the present invention, the following accidental entry into the tail-rotor or stall regulation process and/or encountering a high crosswind regulation process are also included:

the unexpected entry tail-spin or stall regulation process includes: and starting 2N fixed rotors, and assisting in attitude control so as to change the tail rotor or stall state. It should be noted that tail rotor is a continuous automatic rotational movement that occurs after the angle of attack (angle of attack) of an aircraft exceeds a critical angle of attack. In the tail spin generation process, the aircraft rotates along a small-radius spiral track, descends sharply, and simultaneously continuously rotates around three axes of roll, pitch and yaw. Stall is a phenomenon in which the lift coefficient decreases as the angle of attack increases after the angle of attack of an aircraft (multi-fingered aircraft) wing exceeds a certain threshold value. When stall occurs, the aircraft can generate uncontrolled pitching movement, the engine vibrates, and a driver feels abnormal manipulation.

The process of encountering high crosswind regulation comprises the following steps: yaw is controlled with 2N of said tiltrotor blades differentially assisted to resist crosswind when wind speed exceeds a set threshold.

Of course, the control method of the present invention may also include more control procedures, and referring to fig. 28, in the following, four fixed rotors and four tilting rotors are taken as examples, a control method is provided, which includes:

starting four tilting rotors and four fixed rotors to confirm system state, sending take-off instructions if the system state is normal, enabling the four fixed rotors and the four tilting rotors at vertical take-off and landing positions to keep rotating until an aircraft leaves the ground and vertically ascends to a set height, sending forward flight instructions, controlling the inner four tilting rotors to automatically incline forward according to the forward flight instructions, automatically configuring the tilting speeds of the four tilting rotors and the tension ratios of the four tilting rotors and the four fixed rotors according to the climbing instructions, controlling the climbing speed and the climbing gradient until the transition from vertical flying to horizontal flying is completed, sending a transition instruction from horizontal flying to vertical landing, automatically tilting the inner four tilting rotors upwards according to the transition instruction from horizontal flying to vertical landing, automatically configuring the tilting speeds of the four tilting rotors and the tension ratios of the four fixed rotors according to the downward flight instructions, controlling the downward sliding speeds and the downward sliding speeds, completing the transition from horizontal flying to vertical landing, and starting the vertical landing, and closing power.

In the process of the flat flight, if the tail rotor or the stall is accidentally entered, the tail rotor or the stall is accidentally entered to regulate and control the process. The unexpected entry tail-spin or stall regulation process includes: and starting four fixed rotors to assist in attitude control so as to change the tail rotor or stall state.

If a large crosswind is encountered, the wind speed of which exceeds a set threshold value, the process of regulating and controlling the crosswind can be also involved. The process of encountering crosswind regulation comprises the following steps: yaw is controlled with the four tiltrotor pull differential assistance to resist crosswind when wind speed exceeds a set threshold.

Taking an electric vertical take-off and landing aircraft with four fixed rotors and four tilting rotors as an example, the vertical take-off and landing aircraft has the following advantages:

1) In the transition process, the gesture adjustment can be carried out by adopting four fixed rotors and four tilting rotors, and the pitching control can be realized by adopting four fixed rotors through the tension differential of front and rear fixed rotors, the rolling control is realized by the tension differential of left and right fixed rotors, one set of independent dissimilar triaxial channel control complete functional redundancy is added, so that the safety is improved, and the control algorithm is simplified.

2) In the flat flight process, after any single failure, the additional yaw moment can be balanced through a rudder, so that the residual power can be reserved to the maximum extent, the performance after the single failure is still higher, even two and even three failures are supported in extreme cases, and the flying is continued after the three failures.

3) In the flat flight process, abnormal conditions such as control failure, stall or tail rotor occur, compared with a full-tilting configuration and a front half-tilting configuration, the control of six rotation vectors can be realized through the fixed rotor wings (the symmetrically arranged fixed rotor wings can realize the control of six rotation vectors), the advantages of the composite wing are well inherited, and the safety of the flat flight process (especially when the height storage is insufficient) is improved.

4) If the tilting action function is completely disabled or the tilting rotor pulling force is completely lost, the safety is improved through the controllable emergency landing of the fixed rotor.

5) If the power system is completely lost in the hovering or transitional process, the controllable emergency landing (the control of six rotation vectors can be completed) can be realized by adjusting the total distance of the inner-side-tilting rotor wings, and the autorotation and downslide capability similar to that of a helicopter can be realized.

6) And compared with the structure of the front four tilting rotors of the wing, the four tilting rotors at the inner side reduce the windward area of the fixed rotor, thereby being beneficial to reducing the resistance.

7) Compared with a full tilting configuration, the climbing or sliding gradient is adjusted by adjusting the tension ratio of the four tilting rotors at the inner side and the four fixed paddles at the outer side, and the climbing or sliding gradient is beneficial to taking off and landing in a complex environment in a city.

In summary, the invention not only can take the advantages of composite wing, full-tilting layout and partial-tilting layout into consideration through a special layout mode, but also can widen a transition corridor through the layout mode, simultaneously reduces the research and development difficulty of the vertical take-off and landing aircraft, and is beneficial to the rapid promotion of the commercialization process of products. Therefore, the invention effectively overcomes some practical problems in the prior art, thereby having high utilization value and use significance.

The above embodiments are merely illustrative of the principles of the present invention and its effectiveness, and are not intended to limit the invention. Modifications and variations may be made to the above-described embodiments by those skilled in the art without departing from the spirit and scope of the invention. Accordingly, it is intended that all equivalent modifications and variations of the invention be covered by the claims, which are within the ordinary skill of the art, be within the spirit and scope of the present disclosure.

Claims

1. A vertical takeoff and landing aircraft, comprising:

the wing-shaped aircraft comprises an aircraft body, wherein wings are arranged on two sides of the aircraft body, and tail wings are arranged at the tail part of the aircraft body;

2N tilting rotors symmetrically arranged on two sides of the fuselage and respectively positioned on the front side and the rear side of the wing;

2N fixed rotors symmetrically arranged on the wings at two sides of the fuselage, respectively positioned at the front and rear sides of the wings and positioned at the outer sides of the tilting rotors;

wherein N is a natural number greater than or equal to 2, and in a vertical take-off and landing state, the projections of all the tilting rotors on a horizontal plane are approximately centrosymmetric with respect to the gravity center of the vertical take-off and landing aircraft; all the projections of the fixed rotor on the horizontal plane are substantially centrosymmetric with respect to the centre of gravity of the vertical takeoff and landing aircraft.

2. The vertical takeoff and landing aircraft according to claim 1, wherein of 2N of said tiltrotors, at least a portion is disposed forward of said center of gravity and at least a portion is disposed aft of said center of gravity.

3. The vertical takeoff and landing aircraft according to claim 2, characterized in that said tiltrotor on the front side of the center of gravity is mounted on the wing by a horn or on the fuselage on the front side of the wing by a boom.

4. The vtol aerial vehicle of claim 1, wherein the vtol aerial vehicle comprises four tiltrotors and four fixed rotors, the four fixed rotors are symmetrically mounted on both sides of the fuselage, the four tiltrotors are located on the inner sides of the four fixed rotors and distributed on both front and rear sides of the wing.

5. The vertical takeoff and landing aircraft according to claim 1, wherein the tail is any one of a V-type tail, a Y-type tail, an H-type tail, an X-type tail, a T-type tail, an H-type tail, or a U-type tail, wherein a portion of the tilt rotor is mounted on the tail to provide forward thrust for forward flight of the aircraft and is tilted upward to provide vertical thrust in a vertical takeoff and landing condition of the aircraft.

6. The vertical takeoff and landing aircraft according to claim 5, wherein the tail is a V-shaped tail, two of the tilting rotors are mounted on the tail, and the two tilting rotors are mounted on wing tips on both sides of an upper portion of the tail, respectively.

7. The vertical takeoff and landing aircraft according to claim 1, wherein of 2N of said fixed rotors, at least a portion is disposed forward of said center of gravity and at least a portion is disposed aft of said center of gravity.

8. The vertical takeoff and landing aircraft according to claim 1, wherein said wings on both sides of said fuselage are each provided with an organic arm, and 2N of said fixed rotors are symmetrically mounted on said arms on both sides of the fuselage and are located on both front and rear sides of said wings, respectively.

9. A control method of a vertical takeoff and landing aircraft according to any of claims 1 to 8, characterized by, comprising: the following transitions from vertical fly to horizontal fly and/or transition from horizontal fly to vertical drop:

the transition process from vertical fly to horizontal fly comprises:

10. A control method according to claim 9, further comprising the following accidental entry into a tail-spin or stall regulation process and/or encountering a crosswind regulation process: