CN220535945U - Aircraft system - Google Patents

Abstract

An aircraft system is presented. The aircraft system comprises: an aircraft having a fuselage, a fixed wing, and a power system; a takeoff assistance device configured to provide at least a portion of the power/lift of the flight during a takeoff phase of the aircraft; and a connection device configured for connecting the aircraft to the takeoff helping device. By means of the takeoff helping means, at least a part of the power/lift can be provided to the aircraft during the takeoff phase of the aircraft, whereby the energy consumption of the power system of the aircraft can be reduced.

Description

Aircraft system

Technical Field

The present application relates to the technical field of flight of aircraft.

Background

The statements in this section merely provide background information related to the present disclosure and may not necessarily constitute prior art.

In general, fixed wing aircraft include a fuselage, wings, landing gear arrangements, and a power system. The main function of the wing is to generate lift, i.e. the pressure difference between the upper and lower surfaces of the wing provides aerodynamic lift of the aircraft. The greater the speed of the aircraft, the greater the pressure differential across the wing, and the greater the aerodynamic lift. The power system is used for generating power for advancing the aircraft.

The flight of an aircraft includes take-off and climb phases (referred to herein as take-off phases), cruise phases, descent and landing phases (referred to herein as landing phases). For existing aircraft, the power to lift and travel forward is provided entirely by its own power system during all of its flight phases.

Disclosure of Invention

Technical problem

The inventors have found that a significant amount of fuel is consumed during the flight phases (in particular the takeoff phase) of the aircraft, except during the cruise phase. The takeoff phase refers to the flight phase from ground to air, including the takeoff and climb processes.

Technical proposal

In view of the above problems, the present application proposes a solution for reducing energy consumption and carbon emissions of an aircraft. In particular, a solution is proposed for reducing the energy consumption by providing auxiliary lift by means of a takeoff auxiliary device during certain phases of flight of the aircraft.

According to one aspect of the present disclosure, a method of flying an aircraft is provided, wherein the flight of the aircraft includes a take-off phase from ground to air, a cruise phase of flying in air, and a landing phase from air to ground. The flying method comprises the following steps: during a takeoff phase of the aircraft, providing at least a portion of the motive force/lift for flight by a takeoff auxiliary device; and during a cruise phase of the aircraft, only power for flight is provided by an onboard power system of the aircraft.

In some embodiments, during a takeoff phase of the aircraft, full power/lift for flight is provided by the takeoff helping means, lifting the aircraft substantially vertically from the ground to a predetermined altitude.

In some embodiments, the takeoff phase comprises the steps of: engaging an aircraft located on the ground with the takeoff helping means; locking the aircraft in position on the takeoff helping means; activating the takeoff helping means such that the takeoff helping means ascends substantially vertically with the aircraft to a predetermined altitude; unlocking the aircraft; and disengaging the aircraft from the takeoff helping means.

In some embodiments, after rising to the predetermined altitude and before unlocking the aircraft, the takeoff phase further includes: performing a flat flight by the takeoff helping means to provide a speed in a horizontal direction for the aircraft; and activating a power system of the aircraft to provide thrust in a horizontal direction such that the takeoff helping means and the aircraft reach a predetermined horizontal flight speed.

In some embodiments, the step of disengaging the aircraft from the takeoff helping means includes: and increasing the propulsion power of the power system of the aircraft to disengage the aircraft from the takeoff auxiliary device.

In some embodiments, the predetermined altitude is greater than the altitude of flight during the cruise phase.

In some embodiments, after the aircraft is disengaged from the takeoff helping means, the speed of flight of the aircraft is increased by gravity and the power system to a level flight threshold against which the aerodynamic lift experienced by the aircraft can resist gravity, so as to enter the cruise phase.

In some embodiments, one of a rotorcraft, airship, hot air balloon, and rocket is selected as the takeoff helping means.

In some embodiments, during the landing phase, the aircraft throws a parachute that controls the slow vertical landing of the fuselage attitude with the aid of the power system and attitude control system of the aircraft.

According to another aspect of the present disclosure, an aircraft system is provided. The aircraft system comprises: an aircraft having a fuselage, a fixed wing, and a power system; a takeoff assistance device configured to provide at least a portion of the power/lift of the flight during a takeoff phase of the aircraft; and a connection device configured for connecting the aircraft to the takeoff helping device.

In some embodiments, the connection device comprises a landing platform connected to or disposed on the takeoff helping means and a lifting device engageable with the landing platform, the lifting device being connected to or disposed on the aircraft.

In some embodiments, the mounting platform has a trapezoidal cross section.

In some embodiments, the lower surface of the carrying platform has an opening, sliding rails are provided on both sides of the opening, and the lifting device includes pulleys engageable with the sliding rails.

In some embodiments, the connection device comprises a locking device configured for locking the aircraft relative to the takeoff auxiliary device.

In some embodiments, the landing platform includes a stop device configured for positioning the aircraft relative to the takeoff helping means.

In some embodiments, the takeoff helping means is one of a rotorcraft, a airship, a hot air balloon, and a rocket.

In some embodiments, the landing platform comprises a load bar disposed on the landing platform for connecting to a docking interface disposed on the aircraft to further secure the connection of the takeoff auxiliary device to the aircraft.

In some embodiments, the aircraft system further comprises a parachute disposed on the aircraft for assisting in landing of the aircraft.

In some embodiments, the lifting device is disposed on the back of the fuselage.

In some embodiments, the lifting device is configured to be movable between a first position concealed within the fuselage and a second position protruding from the fuselage.

Technical effects

According to the flight method of the present disclosure, the vertical flight of the aircraft from the ground to the take-off stage in air is decoupled from the horizontal flight, and only the substantially vertical rising vertical flight, which can be provided with all or a portion of the power by the take-off assistance device, is possible during the take-off stage, whereby the need to accelerate the aircraft to the high speed required for conventional take-off is eliminated, whereby the need for the power system to provide power during the take-off stage can be reduced or eliminated, whereby the energy consumption of the aircraft can be significantly reduced, in other words, the carbon emissions can be advantageously reduced.

Since the takeoff helping means power the aircraft during the takeoff phase of the aircraft, the structure of the aircraft, in particular the components associated with the takeoff phase, can be simplified. For example, landing gear systems may not be required.

As the structure or the flight process of the aircraft is simplified, the airport infrastructure for operating the aircraft can accordingly be simplified. For example, the runway may be omitted.

In addition, noise and the like at take-off or landing of the aircraft can be reduced or eliminated. Accordingly, the set-up for noise can be simplified.

Furthermore, the weight of the aircraft itself may be reduced, or the fuel mass required to be carried for the same voyage may be increased, or the payload weight (i.e., payload) of the aircraft may be increased, and the voyage may be increased.

The foregoing and other objects, features and advantages of the present disclosure will be more fully understood from the following detailed description, which is given by way of illustration only, and thus is not to be taken in a limiting sense of the accompanying drawings of the present disclosure.

Drawings

The features and advantages of one or more embodiments of the present disclosure will become more readily appreciated from the following description, taken in conjunction with the accompanying drawings, in which:

FIG. 1 is a schematic illustration of a flight process of an aircraft according to an embodiment of the present disclosure;

FIG. 2 is a schematic view of a connection device according to an embodiment of the present disclosure;

FIG. 3A is a schematic longitudinal cross-sectional view of a pulley slide structure of a connecting device according to an embodiment of the present disclosure; and

fig. 3B is a schematic cross-sectional view of the pulley rail structure of fig. 3A.

Detailed Description

The present disclosure will be described in detail by way of exemplary embodiments with reference to the accompanying drawings. Like reference numerals refer to like parts and assemblies throughout the several views. The following detailed description of the present disclosure is merely for purposes of illustration and is in no way limiting of the disclosure, its application or uses. The embodiments described in this specification are not exhaustive and are only some of the many possible embodiments. The exemplary embodiments may be embodied in many different forms and should not be construed as limiting the scope of the present disclosure. In some example embodiments, well-known processes, well-known device structures, and well-known techniques may not be described in detail.

Before explaining at least one embodiment of the utility model in detail, it is to be understood that the utility model is not necessarily limited in its application to the details of construction and to the arrangements of the components set forth in the following description or illustrated in the drawings. The utility model is capable of other embodiments and of being practiced or of being carried out in various ways and in combinations of the disclosed embodiments. Also, it is to be understood that the phraseology and terminology employed herein is for the purpose of description and should not be regarded as limiting.

The present application proposes a solution for reducing the fuel consumption of an aircraft. That is, decoupling the vertical flight of the aircraft from ground to air from horizontal flight utilizes the takeoff auxiliary devices to provide at least a portion of the power/lift of the vertical flight, thereby reducing the fuel consumption of the aircraft's own power system. The takeoff helping means and the aircraft together form an aircraft system according to the present application. The course of the flight of an aircraft according to the present application will be described below with reference to fig. 1 in order to understand the power assistance of the aircraft by the takeoff assistance apparatus according to the flight method of the aircraft of the present disclosure.

Referring to fig. 1, an aircraft system includes an aircraft 10 and a takeoff helping device 20. In fig. 1 (a), the aircraft 10 is on the ground and the aircraft 10 is docked, connected or otherwise joined with the takeoff helping means 20 by the connecting means 30 so as to ascend with the takeoff helping means 20. In fig. 1, an airship 21 is shown as an example of a takeoff helping means.

After the aircraft 10 has been docked, connected or coupled to the takeoff helping means 20, the takeoff helping means 20 is activated and ascends with the aircraft 10 to a predetermined altitude in the air, as shown at altitude in fig. 1 (b). At this stage, the power system of the aircraft may not be activated, but lift is provided by the takeoff helping means 20.

The takeoff helping means 20 carries the aircraft 10 to a predetermined altitude. In one example, the predetermined altitude may be higher than the flight altitude during the cruise phase, e.g., 10,000 meters. Alternatively, the takeoff helping means 20 may begin horizontal flight, i.e., provide an initial speed in the horizontal direction, before the aircraft 10 is disengaged from the takeoff helping means 20. In one example, the power system of the aircraft 10 may be simultaneously activated, the power system also providing power in the horizontal direction. The power in the horizontal direction brings the takeoff helping means 20 to a certain horizontal velocity with the aircraft 10, for example 100 km/h.

After the aircraft 10 and the takeoff helping means 20 together fly horizontally stable, the aircraft 10 is unlocked so that the aircraft 10 can be separated from the takeoff helping means 20. In one example, the propulsion power of the power system of the aircraft 10 may be increased. The separation of the aircraft 10 from the takeoff helping means 20 is made easier by the propulsion of the power system. As shown in fig. 1 (b), the aircraft 10 is detached from the takeoff helping means 20. When the aircraft 10 is detached from the takeoff helping means 20, the aircraft 10 reaches a certain horizontal velocity.

It will be appreciated that the horizontal velocity may be calculated from the target altitude, cruise altitude and aerodynamic characteristics of the aircraft. After separation of the aircraft 10 from the takeoff helping means 20, it can theoretically be reduced to a flat-cast motion with an initial acceleration. At this time, the aircraft 10 is subjected to the effects of its own weight, the lift of the air flow, the thrust of the power system and the air resistance. The flight trajectory of the aircraft 10 may be calculated by a calculus equation and will not be described in detail herein.

As shown in fig. 1 (c), after the aircraft 10 leaves the takeoff helping means 20, it descends slightly, during which the flying speed of the aircraft further increases, under the action of gravity and the power system, and aerodynamic lift increases with increasing flying speed. The cruise phase shown in fig. 1 (d) is entered when aerodynamic lift is at least able to balance the weight of the aircraft 10. During cruise phase, power for aircraft 10 is provided entirely by the onboard power system.

When the aircraft 10 is about to reach the destination, the parachute 31 is released from the aircraft 10 as shown in fig. 1 (e). The parachute controls the body to slowly and vertically drop under the assistance of a power system and a posture control system of the aircraft. The output power of the power system can be reduced by the parachute, so that the energy consumption of the power system can be further reduced. The parachute 31 descends together with the aircraft 10 and falls onto the ground. The parachute 31 is then retracted into the aircraft 10 as shown in fig. 1 (f). Preferably, the parachute is retractable into the fuselage 11 of the aircraft 10.

In alternative embodiments, the aircraft may be fitted with a conventional landing gear system. When the aircraft reaches the destination, it is landed in a gliding manner by the landing gear system.

In the example shown in fig. 1, the takeoff helping means 20 are involved in the takeoff phase of the aircraft 10 from ground to air. However, it should be understood that the present disclosure should not be limited to the specific example shown in fig. 1.

The solution according to the present disclosure may be applied to aircraft flying over long distances (e.g. over 200 km) or to aircraft with large payload (e.g. over 200 kg). An aircraft as described herein includes medium or large sized aircraft with fixed wings, such as a freight or passenger aircraft. An aircraft as described herein includes unmanned or manned aircraft.

Aircraft 10 includes a fuselage 11, fixed wings 12 and 13, and a power system 14, see FIG. 2. The fixed wings 12 and 13 protrude from both sides of the fuselage 11, respectively. It should be understood that the configuration of the aircraft should not be limited to the specific examples shown or described herein. For example, an aircraft may employ an flying wing configuration. The power system 14 may include an engine that is suspended from the underside of a fixed wing, or may include a plurality of electric blade paddles arranged in a pattern or array. The power system of an aircraft refers to a device or system that is fitted to the aircraft and provides thrust in both horizontal and vertical directions for the flight of the aircraft. It should be understood that the power system of the aircraft should not be limited to the examples described herein or shown in the drawings, but may vary.

It should be appreciated that the takeoff helping devices described herein may be any suitable device and aerodynamic configuration capable of performing the functions described herein. The takeoff helping means may include airships, rockets, rotorcraft, hot air balloons, or any aircraft capable of providing vertical lift or power, etc. For example, when a takeoff helping device is used to power the aircraft 10 during a takeoff phase, the takeoff helping device may include an autonomously controllable powered device, such as a airship, rocket, or rotorcraft. Preferably, the takeoff helping means may provide thrust in both the vertical and horizontal directions. Furthermore, during the landing phase, the parachute may be activated to provide additional resistance, thereby further reducing the energy consumption of the power system.

Next, an example of a connection device according to the present disclosure will be described with reference to fig. 2. The structure of the connection means should not be limited to the specific examples shown in the drawings, but may be changed as long as it can realize the functions described herein.

Fig. 2 is a schematic view of a connection device 30 according to an embodiment of the present disclosure. The takeoff helping means 20 are omitted in fig. 2. As shown in fig. 2, the connection device 30 includes both the mounting platform 22 and the lifting device 16. The mounting platform 22 is connected to or disposed on the takeoff helping means 20. The lifting device 16 is connected to or arranged on the aircraft 10. Aircraft 10 is coupled to takeoff helping devices 20 by docking, connecting or engaging lifting devices 16 to a mounting platform 22.

The mounting platform 22 may be secured to the underside of the takeoff helping means 20. The appearance of the aircraft is not interfered with the envelope line of the carrying platform, so that the separation safety and efficiency are prevented from being influenced. Referring to fig. 2, mounting platform 22 may have a generally trapezoidal cross section. The mounting platform 22 has an upper surface 23 adjacent the takeoff helping means 20 and a lower surface 24 adjacent the aircraft 10, wherein the width of the upper surface 23 is greater than the width of the lower surface 24.

The lower surface 24 of the mounting platform 22 may have an opening 25. The connection device 30 may be provided with pulley rail structures 26 (described later with reference to fig. 3A and 3B) on both sides of the opening 25 of the lower surface 24 of the mounting platform 22. The aircraft 10 and the takeoff helping means 20 can be easily coupled together by means of the pulley and skid structure 26. In addition, the connection device 30 further comprises a locking device 17 (as shown in fig. 3A), the locking device 17 being configured for locking the aircraft relative to the takeoff auxiliary device.

Referring to fig. 2, the lifting device 16 may be provided at the back of the body 11. Preferably, the lifting device 16 is movable between a first position hidden within the fuselage 11 and a second position protruding from the fuselage 11. After the aircraft 10 has been disengaged from the takeoff helping means 20, the lifting means 16 can be retracted to the first position, at which point the resistance to air flow can be reduced.

The connection means 30 may also comprise a load-bearing bar 27. A load bar 27 is provided on the mounting platform 22 and is intended to be connected to a docking interface provided on the aircraft 10 in order to further secure the connection of the takeoff helping means 20 to the aircraft 10. The load bar 27 interfaces or interfaces with a docking interface on the aircraft 10. The load carrying bars 27 may be bars or truss structures. Furthermore, the number of load bars 27 may be one or more, depending on the actual requirements.

The attachment device 30 may also include a stop device 15 (shown in fig. 3A), the stop device 15 being configured to position the aircraft 10 relative to the takeoff helping device 20.

Referring to fig. 3A and 3B, one example of a pulley slide structure 26 of a connecting device 30 is schematically illustrated.

As shown in fig. 3A and 3B, the pulley slide rail structure 26 may include a slide rail 29 provided on the mounting platform 22 and a pulley 19 provided on the lifting device 16. The pulley 19 is capable of rolling on a slide rail 29.

Pulley 19 may be accessible from one end of a slide rail 29. A limiting device 15 for limiting the pulley 19 may be provided at the other end of the slide rail 29.

For example, the limit device 15 may be a limit switch. When the pulley 19 approaches the limit switch, the limit switch may signal to activate the locking device 17.

It should be appreciated that the locking device 17 may have any suitable structure capable of locking the pulley 19 in place on the slide rail 29.

It should be understood that the structure of the connection device 30 may be varied as desired so long as it is capable of performing the functions described herein.

While the present disclosure has been described with reference to exemplary embodiments, it is to be understood that the present disclosure is not limited to the specific embodiments described and illustrated in detail herein. Various changes may be made to the exemplary embodiments by those skilled in the art without departing from the scope defined by the claims. Features from the various embodiments may be combined with one another without conflict. Alternatively, a certain feature of the embodiment may be omitted.

Claims (11)

1. An aircraft system, the aircraft system comprising:

an aircraft having a fuselage, a fixed wing, and a power system;

a takeoff assistance device configured to provide at least a portion of the power/lift of the flight during a takeoff phase of the aircraft; and

a connection device configured for connecting the aircraft to the takeoff helping device.

2. The aircraft system according to claim 1, characterized in that the connection device comprises a landing platform and a lifting device engageable with the landing platform, the landing platform being connected to or provided on the takeoff auxiliary device, the lifting device being connected to or provided on the aircraft.

3. The aircraft system according to claim 2, wherein the landing platform has a trapezoidal cross section.

4. An aircraft system according to claim 3, wherein the lower surface of the mounting platform has an opening, on both sides of which a slide rail is provided, and the lifting device comprises a pulley engageable with the slide rail.

5. The aircraft system according to any one of claims 1 to 4, characterized in that the connection device comprises a locking device configured for locking the aircraft with respect to the takeoff auxiliary device.

6. The aircraft system according to any one of claims 2 to 4, wherein the mounting platform comprises a stop device configured for positioning the aircraft relative to the takeoff auxiliary device.

7. The aircraft system of any one of claims 1 to 4, wherein the takeoff helping means is one of a rotorcraft, a airship, a hot air balloon, and a rocket.

8. An aircraft system according to any one of claims 2 to 4, wherein the mounting platform comprises a load bar provided on the mounting platform for connection to a docking interface provided on the aircraft in order to further secure the connection of the takeoff helping means to the aircraft.

9. The aircraft system according to any one of claims 1 to 4, further comprising a parachute provided on the aircraft for assisting in the landing of the aircraft; or alternatively

The aircraft also includes a landing gear system.

10. The aircraft system according to any of claims 2 to 4, characterized in that the lifting device is arranged on the back of the fuselage of the aircraft.

11. The aircraft system of any one of claims 2 to 4, wherein the lifting device is configured to be movable between a first position concealed within the fuselage and a second position protruding from the fuselage.