WO2015101346A1 - Aéronef et procédé de conversion de la forme de la structure de l'aéronef pendant le vol - Google Patents

Aéronef et procédé de conversion de la forme de la structure de l'aéronef pendant le vol Download PDF

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Publication number
WO2015101346A1
WO2015101346A1 PCT/CN2015/070008 CN2015070008W WO2015101346A1 WO 2015101346 A1 WO2015101346 A1 WO 2015101346A1 CN 2015070008 W CN2015070008 W CN 2015070008W WO 2015101346 A1 WO2015101346 A1 WO 2015101346A1
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WIPO (PCT)
Prior art keywords
blade
aircraft
rotor
flight
wing
Prior art date
Application number
PCT/CN2015/070008
Other languages
English (en)
Chinese (zh)
Inventor
曹乃承
曹可瀚
Original Assignee
曹乃承
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Filing date
Publication date
Application filed by 曹乃承 filed Critical 曹乃承
Publication of WO2015101346A1 publication Critical patent/WO2015101346A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/22—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft
    • B64C27/24—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft with rotor blades fixed in flight to act as lifting surfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/04—Helicopters
    • B64C27/08—Helicopters with two or more rotors
    • B64C27/10—Helicopters with two or more rotors arranged coaxially
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/22—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft
    • B64C27/26—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft characterised by provision of fixed wings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/82—Rotorcraft; Rotors peculiar thereto characterised by the provision of an auxiliary rotor or fluid-jet device for counter-balancing lifting rotor torque or changing direction of rotorcraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U10/00—Type of UAV
    • B64U10/10—Rotorcrafts
    • B64U10/17—Helicopters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U30/00—Means for producing lift; Empennages; Arrangements thereof
    • B64U30/20—Rotors; Rotor supports
    • B64U30/21—Rotary wings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U30/00—Means for producing lift; Empennages; Arrangements thereof
    • B64U30/20—Rotors; Rotor supports
    • B64U30/24—Coaxial rotors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U30/00—Means for producing lift; Empennages; Arrangements thereof
    • B64U30/20—Rotors; Rotor supports
    • B64U30/29—Constructional aspects of rotors or rotor supports; Arrangements thereof
    • B64U30/296—Rotors with variable spatial positions relative to the UAV body
    • B64U30/297—Tilting rotors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/82—Rotorcraft; Rotors peculiar thereto characterised by the provision of an auxiliary rotor or fluid-jet device for counter-balancing lifting rotor torque or changing direction of rotorcraft
    • B64C2027/8236—Rotorcraft; Rotors peculiar thereto characterised by the provision of an auxiliary rotor or fluid-jet device for counter-balancing lifting rotor torque or changing direction of rotorcraft including pusher propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/82—Rotorcraft; Rotors peculiar thereto characterised by the provision of an auxiliary rotor or fluid-jet device for counter-balancing lifting rotor torque or changing direction of rotorcraft
    • B64C2027/8263—Rotorcraft; Rotors peculiar thereto characterised by the provision of an auxiliary rotor or fluid-jet device for counter-balancing lifting rotor torque or changing direction of rotorcraft comprising in addition rudders, tails, fins, or the like
    • B64C2027/8272—Rotorcraft; Rotors peculiar thereto characterised by the provision of an auxiliary rotor or fluid-jet device for counter-balancing lifting rotor torque or changing direction of rotorcraft comprising in addition rudders, tails, fins, or the like comprising fins, or movable rudders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/82—Rotorcraft; Rotors peculiar thereto characterised by the provision of an auxiliary rotor or fluid-jet device for counter-balancing lifting rotor torque or changing direction of rotorcraft
    • B64C2027/8263—Rotorcraft; Rotors peculiar thereto characterised by the provision of an auxiliary rotor or fluid-jet device for counter-balancing lifting rotor torque or changing direction of rotorcraft comprising in addition rudders, tails, fins, or the like
    • B64C2027/8281—Rotorcraft; Rotors peculiar thereto characterised by the provision of an auxiliary rotor or fluid-jet device for counter-balancing lifting rotor torque or changing direction of rotorcraft comprising in addition rudders, tails, fins, or the like comprising horizontal tail planes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U30/00—Means for producing lift; Empennages; Arrangements thereof
    • B64U30/10—Wings

Definitions

  • the invention relates to an aircraft and a method for converting the structure of the aircraft during flight, in particular to an aircraft having two flight modes of a rotor flight form and a fixed wing flight form, and a method for converting the flight form of the rotor and the flight form of the fixed wing.
  • the helicopter uses one or more rotors to rotate to produce a vertical upward lift, and relies on the tilt of the rotor plane to cause the lift of the rotor to generate a component in the horizontal direction to generate a propulsive force for advancement.
  • the advantage of the helicopter is that it can take off and land vertically, does not require a runway, can hover, and is flexible to use.
  • the downside of the helicopter is that the rotor generates a large resistance when flying in front of the helicopter, so its maximum flight speed is limited, and it requires a large power consumption and a short flight range.
  • the wing of a fixed-wing aircraft cannot rotate, relying on horizontal propulsion to generate horizontal propulsion to propel the aircraft forward, and airflow through the fixed wing to generate lift.
  • Fixed-wing aircraft are less resistant than helicopters in flying forward. Compared with fixed-wing aircraft, helicopters with the same take-off weight and cruising speed require less propulsion power and less fuel consumption when cruising. Therefore, fixed-wing aircraft are superior to comparable helicopters in terms of cruising range and flight speed. Fixed-wing aircraft require runways for take-off and landing, which is not as flexible as helicopters.
  • the US V-22 tilt-rotor is an aircraft with two forms of rotor flight and fixed-wing flight. It has two rotors at the end of the fixed wing.
  • the rotor can be horizontal and vertical. Convert between straight directions.
  • the aircraft takes off the rotor is in a vertical direction, and the rotation produces lift, which causes the aircraft to take off vertically like a helicopter.
  • the wing of the aircraft When the aircraft is flying in the horizontal direction, the wing of the aircraft generates lift, and the rotor rotates to the horizontal direction, generating the driving force for the aircraft to advance.
  • Rotors for tilting rotorcraft In order to balance both vertical takeoff and horizontal cruising, the diameter of the rotor cannot be as large as a helicopter or as small as a propeller. Therefore, when the tilting rotorcraft is in the flight state of the helicopter, the rotor efficiency is not as good as that of the helicopter rotor, and the rotor efficiency is not as good as that of the propeller in the horizontal flight state. Moreover, since the rotor diameter of the tilting rotorcraft is small, when the aircraft is rapidly descending, the rotor of the tilting rotorcraft easily falls into the lower washing airflow of its own rotor and loses the lift, causing the plane to crash. The fixed wing of the tilt-rotor does not provide any lift when it rises vertically, but instead becomes the load of the aircraft.
  • Sikorsky developed the X-wing research machine in the 1980s.
  • the basic idea is to build a bridge between the helicopter and the fixed-wing aircraft.
  • the X-shaped wing of the top can be rotated in the state of the helicopter to generate lift. After the fly reaches a certain speed, the X-wing is locked and fixed, and it is used as a wing, and the airplane is turned into the fixed wing state.
  • the X-shaped wing is rare in aerodynamics, it is not overwhelming. It is a pair of swept wings plus a pair of forward swept wings. In the helicopter state, the problem of anti-torsion has a tail rotor solution. It is more difficult to use a rigid single rotor to solve the problem of asymmetric lift.
  • the “ ⁇ ” has a duck-shaped front wing and a wide horizontal tail.
  • the top has a "one"-shaped rotor-wing.
  • the inline rotor-wing is equivalent to a two-blade rotor, which can be used for flapping and leading-lag motion with a seesaw hinge, so the compensation for asymmetric lift is normal.
  • the “ ⁇ ” power unit is a turbofan engine that draws high-pressure air from the compressor and delivers it through the pipeline to the wing-wing tip to drive the jet tip.
  • the flight configuration that is, the structural form of the aircraft during flight, is the structure of the aircraft.
  • the various components of the aircraft have a specific structural relationship, especially the rotor and rotor blades of the aircraft have a specific structural relationship in each flight form.
  • the flight form in the present invention may also be referred to as a flight state, a flight attitude, and an airplane mode.
  • the aircraft of the present invention is flying in a rotor flight configuration, and the aircraft of the present invention is flying in a fixed-wing configuration during cruise flight.
  • the invention provides an aircraft comprising at least one first rotor and at least one second rotor, the first rotor and the second rotor being arranged on a longitudinal symmetry plane of the aircraft or symmetrically distributed along the left and right sides of the aircraft body.
  • the rotor includes at least two blades, at least one of which is rotatable about the folding mechanism.
  • the first rotor includes at least one first blade and at least one second blade, and the second rotor includes at least one first blade and at least one second blade.
  • the blade adopts an asymmetrical airfoil, that is, the airfoil of the cross section of the blade is asymmetrical, the blade has a leading edge and a trailing edge; the leading edge of the blade is rounded, the trailing edge of the blade is sharp; the planar shape of the blade is the paddle
  • the planar projection shape of the leaf may be symmetrical or asymmetrical.
  • the aircraft has a rotor flight form. In the rotor flight form, the blades of the rotor are rotationally symmetrically distributed along the axis of rotation. The leading edge of the blade is oriented toward the direction of rotation of the rotor, and the rotor is rotated to generate lift.
  • the aircraft also has a fixed-wing flight pattern and is flying in the fixed wing.
  • the first rotor and the second rotor stop rotating, and at least one blade of the rotor is folded to the direction in which the leading edge of the blade advances toward the aircraft. If the rotor stops at a position where the leading edge of one blade faces the direction of advancement of the aircraft, then the other blades are turned to a position where the leading edge is oriented toward the forward direction of the aircraft to generate lift or the position of the blade tip pointing to the front/rear of the aircraft to reduce drag . If the rotor stops at a position in which the blade or paddle is pointing in the forward and backward directions of the aircraft, at least one blade is turned to a position where the leading edge of the blade faces the advancing direction of the aircraft to generate lift.
  • one or both or all of the blades of the first rotor are distributed to the left side of the aircraft and the leading edge of the blade is oriented toward the forward direction of the aircraft to generate lift
  • one or both or all of the blades of the second rotor Distributed on the right side of the aircraft and the leading edge of the blade is oriented toward the aircraft to generate lift.
  • the first blade of the first rotor is distributed on the left side of the aircraft and the leading edge of the blade is oriented toward the forward direction of the aircraft to generate lift
  • the second blade is distributed on the left side of the aircraft and the leading edge of the blade is oriented toward the direction of the aircraft to generate lift or
  • the second blade is directed to the position of the aircraft in the front-rear direction to reduce the resistance
  • the first blade of the second rotor is distributed on the right side of the aircraft and the leading edge of the blade is oriented toward the forward direction of the aircraft to generate lift
  • the second blade is distributed on the right side of the aircraft
  • the side and the leading edge of the blade are oriented toward the forward direction of the aircraft to generate lift or the position of the second blade pointing in the forward and backward directions of the aircraft to reduce drag.
  • the blades of the first rotor and the blades of the second rotor are axially symmetrically distributed along the longitudinal centerline of the aircraft in a plan view.
  • the aircraft is capable of converting flight patterns between the rotor flight configuration and the fixed-wing flight configuration during flight.
  • the aircraft also includes at least one rotor start-stop device for stopping the rotation of the rotor and locking the position of the rotor when the aircraft transitions from the rotor flight configuration to the fixed-wing flight configuration while the flight speed of the aircraft is in the conversion speed domain, and the aircraft is from the fixed wing
  • the flight configuration is switched to the rotor flight configuration, the rotor rotation is initiated and the rotor rotation state is maintained.
  • the aircraft further includes at least one blade turning device for driving the blade to rotate to the leading edge of the blade toward the aircraft when the aircraft transitions from the rotor flight form to the fixed wing flight configuration when the flight speed of the aircraft is in the conversion speed domain
  • the position of the direction or the position of the blade pointing in the forward and backward directions of the aircraft, and the position at which the aircraft drives the blade to rotate to a rotationally symmetric distribution of the blade along the center of rotation of the rotor when the aircraft transitions from the fixed-wing flight configuration to the rotor flight configuration, and in the fixed-wing flight configuration Adjust the forward and/or sweep angle of the blade.
  • the aircraft also includes a rotating shaft angle adjustment device disposed on one or more of the rotating shafts for adjusting the direction of the blade when the aircraft is in a fixed-wing flight configuration.
  • the total moment and/or periodic moment adjustment means of the rotor can be used to adjust the upper and/or lower dihedral angles of the blades of the aircraft in the fixed-wing flight configuration.
  • the aircraft of the present invention may have a non-zero angle in the longitudinal direction of the blades on the same side in the fixed-wing flight configuration.
  • the aircraft of the present invention may also be provided with propulsion means on the blades which are capable of generating a propulsive force along the chord of the blade.
  • the aircraft of the present invention also includes at least one fixed wing for providing additional lift and/or roll control torque when the aircraft is flying forward.
  • the aircraft of the present invention can also employ a duck-like layout structure in which the canards are placed at the front of the aircraft.
  • the aircraft of the present invention is in the form of a coaxial twin paddle.
  • the aircraft of the present invention is a cross scull structure.
  • the aircraft of the present invention is a horizontal scull structure.
  • the aircraft of the present invention is a structure in which four rotors are symmetrically distributed on the front and rear sides of the aircraft fuselage.
  • the aircraft of the present invention also includes at least one horizontal propulsion device, which may be either pusher or pull.
  • the aircraft of the present invention may be an unmanned aerial vehicle or a manned aircraft.
  • the method for converting the structure of a flying aircraft during flight of the present invention comprises the steps of: a, the rotor stopping step, the rotor starting and stopping device Stopping the rotation of the rotor and locking the position of the rotor blade; b.
  • the blade folding step the blade folding device folding the blade of the rotor to the leading edge of the blade toward the forward direction of the aircraft.
  • the method for morphological transformation of a time-of-flight aircraft of an aircraft of the present invention comprises the steps of: a, paddle folding step, paddle The folding device rotates the blade to the position where the blade is oriented in a radial direction pointing to the rotating surface of the rotor; b, the rotor starting step, the rotor is unlocked, and the rotor starts to rotate under the driving of the power device.
  • the method for morphological transformation of a time-of-flight aircraft structure of an aircraft of the present invention comprises the steps of: a, braking device to the rotating shaft and/or The rotor performs braking deceleration; b.
  • the blade turning device of the blade leading edge toward the advancing direction of the aircraft is started, and the blade folding device is the same as the paddle
  • the angular rate turns the blade in the opposite direction of the rotation of the paddle to keep the blade always pointing to the left and right direction of the aircraft with the leading edge facing the front of the aircraft; the left and right direction is the side of the aircraft; c, the leading edge of the blade is facing the rear of the aircraft
  • the blade turning device of the blade is activated to fold the blade in the same direction as the rotation direction of the paddle to the locking position of the blade; d, the position of the locking paddle and the blade; wherein, steps b, c can At the same time. Step d can be omitted.
  • the method for morphological transformation of a time-of-flight aircraft structure of an aircraft of the present invention comprises the steps of: a, rotating shaft locking device and/or The blade lock device is unlocked; b, the rotating shaft is connected with the power device; c, the first quarter turn of the rotation of the rotating shaft starts, the blade folding device of the rear blade is activated, and the blade folding device rotates with The same angular rate of the shaft is rotated in the opposite direction of the rotation of the rotating shaft to the rear blade to maintain the leading edge of the rear blade toward the forward direction of the aircraft; d, the blade folding device of the front blade is activated, the paddle The leaf folding device is folded in the same direction as the direction of rotation of the rotating shaft in the initial position of the front blade to the front blade in the state of the rotor; wherein steps c, d can be performed simultaneously.
  • the method for morphing the structure of a flying aircraft during flight of the present invention includes the steps of: a, the locking device of the front blade Unlocking; b, the turning device of the preceding blade is activated, and the blade turning device is turned in the same direction as the direction of rotation of the rotor in the initial position of the front blade to the front blade in the state of the rotor; c, paddle ⁇ Locking device and/or unlocking at the rear blade locking device; d.
  • Step a can be omitted.
  • the structure of the blade used in the aircraft of the present invention the blade from the wing root to the wing tip including at least a wide chord section near the wing root and a narrow chord section near the wing tip, the chord length of the wide chord section being at least a narrow string
  • the chord length of the wing segment is 1.2 times or more.
  • the blade also includes a transitional wing section disposed between the wide-chord section and the narrow-chord section, the airfoil of the transitional wing section being connected to the wide-chord section, the transitional wing section and the narrow-chord section The airfoil at the connected position is the same.
  • the blade also wraps the wing root segment, and the wing root segment is disposed on a side of the wide chord segment near the wing root and is connected to the wide chord segment.
  • the chord length of the wing root segment at the wing root is shorter than the wing root segment and The chord length at which the wide chord segments are connected.
  • the chord length of the wing root section is shortened from the position where the wing root section is connected to the wide string section to the wing root direction, that is, the chord length of the wing root section becomes shorter from the wing tip to the wing root direction.
  • the length of the chord can be either a gradual change or a jump.
  • Ailerons are arranged on the wide string section.
  • the blades have different airfoils at different wingspans.
  • the aircraft of the present invention has the advantage of helicopter flexibility when the rotor is in flight state, and has the advantages of low power and long range of the fixed-wing aircraft in the fixed-wing flight state.
  • the aircraft of the present invention is lighter in weight, and at the same time, the diameter of the rotor is large when taking off, and it is not easy to fall into the lower washing airflow when it is lowered.
  • the blade/wing of the aircraft of the present invention adopts an asymmetric high-efficiency airfoil, which is more efficient and has a larger lift-to-drag ratio.
  • the aircraft of the present invention adopts a rotor flight form for vertical take-off and landing, has the same flexibility of a helicopter, and does not require a runway; in cruise flight, the aircraft of the present invention uses a fixed-wing flight form with fixed wings.
  • the aircraft has the advantages of fast flight speed and long flight range.
  • Figure 1 is a left side elevational view of a rotor flight configuration in accordance with one embodiment of the present invention
  • Figure 2 is a front elevational view of the rotor flight form of one embodiment of the present invention.
  • Figure 3 is a plan view showing a flight form of a rotor according to an embodiment of the present invention.
  • Figure 4 is a schematic view showing the position of the blade folding device and the paddle when the rotor is flying;
  • Figure 5 is a schematic view showing the position of the blade folding device and the paddle in the fixed-wing flight mode
  • Figure 6 is a left side elevational view of the aircraft structure in the fixed-wing flight configuration of the embodiment of Figure 1;
  • Figure 7 is a front elevational view of the structure of the aircraft in the fixed-wing flight configuration of the embodiment of Figure 1;
  • Figure 8 is a top plan view of the aircraft structure in the fixed-wing flight configuration of the embodiment of Figure 1;
  • Figure 9 is a left side elevational view of the aircraft structure in the longitudinal direction of the blade in the fixed-wing flight configuration of the embodiment of Figure 1;
  • Figure 10 is a front elevational view of the structure of the aircraft having an angle in the longitudinal direction of the blade in the fixed-wing flight configuration of the embodiment of Figure 1;
  • Figure 11 is a plan view showing the structure of the aircraft having an angle in the longitudinal direction of the blade in the fixed-wing flight form of the embodiment of Figure 1;
  • Figure 12 is a side elevational view of the rotor flight configuration of an embodiment of a cross scull structure of the present invention.
  • Figure 13 is a front elevational view of the rotor flight configuration of an embodiment of a crossed double paddle structure of the present invention.
  • Figure 14 is a top plan view of a rotor flight configuration of an embodiment of a crossed double paddle structure of the present invention.
  • Figure 15 is a partial cross-sectional view of the rotary shaft angle adjusting device of the crossed double-propeller structure aircraft of Figure 13;
  • Figure 16 is a side elevational view of the fixed-wing flight configuration of the aircraft of Figure 12;
  • Figure 17 is a front elevational view of the fixed-wing flight configuration of the aircraft of Figure 12;
  • Figure 18 is a top plan view of the fixed-wing flight pattern of the aircraft of Figure 12;
  • Figure 19 is a front elevational view of the rotor flight pattern of an aircraft arranged in two rotor courses;
  • Figure 20 is a top plan view of the rotor flight form of the aircraft of Figure 19;
  • Figure 21 is a front elevational view of the fixed-wing flight configuration of the aircraft of Figure 19;
  • Figure 22 is a top plan view of the fixed-wing flight pattern of the aircraft of Figure 19;
  • Figure 23 is a plan view of an aircraft having four rotors
  • Figure 24 is a plan view showing the flight form of the rotor of the aircraft on which the propulsion device is disposed on the blade;
  • Figure 25 is a side elevational view of the fixed-wing flight form of the aircraft of Figure 24;
  • Figure 26 is a front elevational view of the fixed-wing flight configuration of the aircraft of Figure 24;
  • Figure 27 is a top plan view of the fixed-wing flight configuration of the aircraft of Figure 24;
  • Figure 28 is a structural view of a rotor having a blade turning device on one side in a flight form of the rotor;
  • Figure 29 is a structural view of a rotor having a blade turning device on one side in a fixed-wing flight configuration
  • Figure 30 is a schematic view showing the structure of a rotor having three blades in a flight form of a rotor
  • Figure 31 is a schematic view showing the structure of a rotor having three blades in a fixed-wing flight configuration
  • Figure 32 is a plan view showing the structure of a blade applied to an aircraft of the present invention.
  • Figure 33 is a plan view of another type of blade applied to the aircraft of the present invention.
  • FIG. 1, 2, and 3 are three views of a rotor flight configuration of a coaxial twin-blade embodiment of the aircraft of the present invention, wherein the rotor flight configuration is a helicopter flight mode.
  • 1 is a left side view
  • FIG. 2 is a front view
  • FIG. 3 is a plan view.
  • Short wings 2 are arranged on both sides of the fuselage 1 of the aircraft, and the short wings 2 can provide auxiliary lift when flying in front of the aircraft.
  • the ailerons are arranged on the short wing 2 to provide a roll control torque when flying in front of the aircraft.
  • a landing gear 3 is arranged below the fuselage 1.
  • An elevator is arranged on the horizontal tail 5 .
  • a rudder is arranged on the vertical tail 6 .
  • a propulsion device 7 is arranged at the rear of the fuselage 1, and the propulsion device 7 is a propeller, and the propulsion device 7 is capable of providing thrust in the horizontal longitudinal direction of the fuselage, that is, in the x-axis direction.
  • the aircraft of the present invention may also be arranged in other positions, such as the front of the fuselage, or on the short wing. Other forms of propulsion devices, such as jet engines, may also be employed with the aircraft of the present invention.
  • the aircraft in this embodiment is a coaxial twin-blade structure.
  • a rotating shaft 20 is disposed on the upper portion of the fuselage. The rotating shaft 20 is connected to the power unit and is rotatable under the driving of the power unit.
  • the propeller and the rotating shaft 20 can share a set of power devices, and a clutch is arranged between the power unit and the rotating shaft and the propeller shaft for disconnecting or connecting the power output of the power unit as needed.
  • the power unit can also be disposed separately for the propeller and the rotating shaft 20.
  • the rotating shaft 20 is a quill shaft, and the outer shaft of the quill shaft is connected to the lower rotor, and the inner shaft of the quill shaft is connected to the upper rotor.
  • the coaxial double propeller uses a sleeve shaft to drive the upper and lower rotors to rotate in opposite directions.
  • the lower rotor includes two blades, a blade 11 and a blade 12.
  • the paddle 11 is connected to the paddle 41 by a folding hinge 31.
  • the paddle 12 is connected to the paddle 41 by a folding hinge 32.
  • the blades 11 and the blades 12 are directed in the radial direction of the rotating surface of the rotor, and the blades 11 and the blades 12 are rotationally symmetrically distributed about the axis of rotation.
  • the blade 11, the blade 12 and the paddle 41 are in a straight line.
  • the upper rotor includes two blades, a blade 13 and a blade 14.
  • the paddle 13 is connected to the paddle 43 by a folding hinge 33, and the paddle 14 is connected to the paddle 43 by a folding hinge 34.
  • the paddles 13 and the blades 14 are in a straight line.
  • the upper and lower rotors form a pair of lift wings.
  • the lift wing pair is two rotors whose opposite directions of rotation and balance of inertia are balanced with each other. Usually, the two rotors of the pair of lift wings rotate at the same rate.
  • the upper rotor rotates clockwise and the lower rotor rotates counterclockwise.
  • the upper and lower rotors are provided with a periodic moment and total moment control mechanism that provides the periodic moment and total moment control of the rotor.
  • the aircraft of the present invention can fly vertically in the flight mode of the helicopter in the flight mode of the helicopter, and the flight control method is the same as that of the coaxial twin-blade helicopter. By increasing or decreasing the total moment, the lift of the rotor changes and the aircraft can rise or fall vertically.
  • the aircraft of the present invention is also capable of flying forward under the propeller.
  • Both the upper and lower rotors are two-bladed rotors, replacing the flapping and oscillating hinges with a single "saw” hinge.
  • a limit device is arranged on the "seesaw” hinge to limit the upper and lower swing amplitude of the blades.
  • a rigid connection can be used in place of the "seesaw" hinge, ie the paddle is rigidly connected to the rotating shaft without waving and shimmy. Because the rotation directions of the upper and lower rotors are opposite, although the lift of a single rotor is uneven in the plane of rotation of the rotor when flying in front of the helicopter, the unevenness of the lift of the upper and lower rotors is symmetrical, even if the blades are not flapped and shimmy. There will be no roll. In the present embodiment, the short wing 2 is also arranged.
  • the ailerons on the short wing 2 can also generate the rolling moment, which can balance the imbalance of the rolling moment generated by the upper and lower rotors.
  • the blades of the rotor of the aircraft of the present invention are preferably of a wide chord, rigid or semi-rigid configuration.
  • the folding hinge can be combined with the swinging hinge For one.
  • a separate hinge hinge is required.
  • the paddle adopts a rigid paddle structure, and the paddle and the blade are connected by a hinge.
  • the upper and lower rotors of the twin-blade layout are controlled by the total distance and the periodic distance. All the blades have their own “three hinges”, that is, variable pitch hinges, flapping hinges, pendulum hinges, or corresponding elastic elements that serve the same function.
  • the upper and lower rotors have two blades, and the upper and lower rotors may have more than two blades.
  • the connection structure between the upper rotor and the paddle is the same as the connection structure of the lower rotor and the paddle.
  • the paddle 41 is rigidly fixedly coupled to the rotating shaft 20, and the paddle 41 is rotatable together with the rotating shaft 20.
  • the paddle 11 is connected to the folding hinge 31 by a blade beam 51.
  • the folding hinge is a type of folding mechanism, and other known folding mechanisms can also be used.
  • the paddle shaft 61 is disposed in the paddle 41 in the radial direction of the rotor. One end of the paddle shaft 61 is connected to the folding hinge 31, and the other end is connected to the rocker arm 71.
  • the paddle shaft 61 is rotatable within the paddle 41 along the axis of the paddle shaft 61 itself.
  • the paddle shaft is a form of a torque hinge, and other known forms of torque hinges can also be used.
  • One end of the rocker arm 71 is a fulcrum, the fulcrum is connected with the connecting rod, the connecting rod is connected with the upper swash plate, and the upper swash plate rotates with the rotor.
  • the upper swash plate is in close contact with the lower swash plate, and the ball can also be mounted on the contact surface to reduce the frictional resistance.
  • the inclination angle of the upper swash plate is determined by the lower swash plate.
  • the lower swash plate does not rotate with the rotor, but the tilt angle can be controlled by a mechanical link or a hydraulic ram.
  • the lower swash plate drives the upper swash plate to tilt, and the upper swash plate drives the rocker arm 71 through the connecting rod, and the rocker arm 71 drives
  • the paddle shaft 61 rotates.
  • the rotation of the paddle shaft 61 causes the blade to rotate about the rotor beam 51.
  • the paddle shaft 61 is capable of transmitting total moment and period torque control.
  • the blade folding device includes an action mechanism and a folding mechanism.
  • the action mechanism includes a motion tube or other form of mechanism capable of producing a linear displacement or angular displacement.
  • the folding mechanism includes a hinge or other form of mechanism capable of generating an angular displacement.
  • the paddle 11 and the blade 12 are each coupled to a set of paddle folding devices.
  • An action cylinder 81 and an action cylinder 82 are disposed on one side of the paddle 41. One end of the action cylinder 81 is connected to the blade beam 51, and the other end is connected to the paddle 41.
  • the ends of the action cylinder connected to the blade beam and the paddle are spherical hinges that are rotatable in three dimensions.
  • the action tube can be a hydraulic action tube, or other forms of action cylinders such as air pressure, electromagnetic, mechanical, etc., and the action tube can be elongated and shortened.
  • One end of the action cylinder 82 is connected to the paddle 41, and the other end is connected to the blade beam 52.
  • the action cylinder 81 is shortened, the blade 11 can be rotated about the folding hinge 31 in the counterclockwise direction, that is, in the same direction as the rotation direction of the rotor.
  • the blade 12 can be rotated about the folding hinge 32 in the clockwise direction, that is, in the opposite direction to the rotation direction of the rotor.
  • the action cylinder can act as a damper to attenuate the vibration of the blade, or a separate damping mechanism can be used to attenuate the vibration of the blade.
  • the balancer 22 is disposed on the other side of the paddle 41 opposite to the action cylinder, and the balancer 22 can balance the moment of inertia imbalance caused by the action cylinder to make the rotor rotate smoothly.
  • Two paddle folding mechanisms can also be arranged on different sides of the paddle.
  • the folding mechanism of the blade When the folding mechanism of the blade is arranged on different sides of the blade, when the rotor shape is changed from the rotor shape to the fixed wing shape, the action cylinder on one side pulls the blade to rotate around the hinge, and the action cylinder on the other side pushes the blade to rotate.
  • the hinge rotates.
  • the paddle 11 and paddle 12 rotate counterclockwise about the axis of rotation 20, creating an upward lift.
  • the upper rotor has the same structure as the lower rotor.
  • the upper rotor and the lower rotor have the same blade folding device.
  • the positive direction of x in the figure is the front of the aircraft.
  • FIG. 5 is a schematic view showing the positional arrangement of the blade turning device and the paddle in the fixed-wing flight mode of the aircraft embodiment of Figures 1, 2, and 3.
  • the rotating shaft 20 stops rotating and locks the holding position.
  • the paddle 41 is in a position parallel to the x-axis of the aircraft, i.e., the paddle 41 is directed in the direction of the front and rear of the aircraft.
  • the action cylinder 81 is shortened, and the driven blade 11 is rotated counterclockwise around the folding hinge 31 to the direction in which the leading edge of the blade 11 advances toward the aircraft, that is, the positive direction of the x-axis, and remains stationary.
  • the blade 11 may be perpendicular to the fuselage or may have a certain sweep angle.
  • the action cylinder 82 is shortened, and the blade 12 is rotated clockwise around the folding hinge 32 to the front edge of the blade 12 toward the forward direction of the aircraft. At this time, the blade 11 and the blade 12 are located on the right side toward the advancing direction of the aircraft.
  • the blade 12 may be perpendicular to the fuselage or may have a certain forward sweep angle.
  • the angle of the sweep angle of the blade 11 may be the same as or different from the angle of the forward sweep angle of the blade 12.
  • the two blades of the upper rotor are folded by the blade turning mechanism of the upper rotor, the two blades facing the left side of the advancing direction of the aircraft, the leading edges of the two blades being oriented in the direction of advancement of the aircraft.
  • the paddle shaft 61 drives the blade 11 to rotate counterclockwise about the x-axis, and the blade tip of the blade 11 moves upward, and the blade 11 has an upper reverse
  • the paddle shaft 62 drives the blade 12 to rotate clockwise about the x-axis, the blade tip of the blade 12 moves downward, and the blade 12 has a downwardly opposite angle.
  • the blade 11 and the blade 12 create an angle in the vertical direction, which can prevent the airflow flowing through the blade 12 from interfering with the blade 11.
  • the rocker arms 71 and 72 are pushed up, the angle between the blades is reduced.
  • a position locking device can be placed between the blade and the paddle to define and maintain the position of the blade in the rotor state and the fixed wing state.
  • Position locking devices are well known in the art.
  • the action tube can be an action device and at the same time function as a locking device.
  • the conversion process for the rotor with two blades is as follows: the rotation axis is locked The first quarter turn, that is, when the paddle is pointing to the left and right direction of the aircraft, the blade leading edge of the blade toward the blade in front of the aircraft is started, and the blade turning device rotates at the same angular rate as the rotating shaft.
  • the blade is turned in the opposite direction of rotation to keep the blade always pointing to the left and right direction of the aircraft and the leading edge is toward the front of the aircraft, which can provide lift for the aircraft; at the same time, the leading edge of the blade is turned toward the blade of the blade behind the aircraft.
  • the device is activated, and the blade turning device folds the blade to the locking position of the blade in the same direction as the direction of rotation of the rotating shaft.
  • the conversion process for a rotor having two blades is as follows: at the first quarter turn of the rotation of the rotating shaft, the blades of the trailing blade The folding device is activated, and the blade folding device folds the blade in the opposite direction to the rotation of the rotating shaft at the same angular rate as the rotating shaft to keep the blade pointing to the left and right direction of the aircraft and the leading edge toward the front of the aircraft to provide the aircraft At the same time, the blade folding device of the preceding blade is activated, and the blade folding device folds the blade in the same direction as the rotation direction of the rotating shaft until the blade and the paddle are in a straight line.
  • FIG. 6 is a side view
  • Fig. 7 is a front view
  • Fig. 8 is a plan view.
  • the paddle 43 of the upper rotor and the paddle 41 of the lower rotor are locked in the direction of the head and tail of the aircraft, that is, in the x-axis direction.
  • a rotor start and stop device is disposed on the rotating shaft 20.
  • the inner shaft and the outer shaft may respectively be arranged with one set of rotor start and stop devices, or a set of rotor start and stop devices may be shared.
  • the rotor start-stop device includes a clutch disposed between the rotor and the power unit.
  • the clutch can be any type of clutch.
  • the rotor start-stop device includes a rotary shaft reduction device that can decelerate the rotary shaft in a rotating state to a stationary state.
  • the rotary shaft reduction device includes a brake device disposed on the rotary shaft.
  • the brake device can be a disc brake, a drum brake, or an electromagnetic brake.
  • the rotor start-stop device includes a rotary shaft locking device that can lock the position of the rotating shaft.
  • the rotating shaft locking device can be the same device as the braking device, and the rotating device can lock the rotating shaft while maintaining the braking state.
  • the rotary shaft locking device can also be other known forms of shaft locking devices.
  • the locking device of the rotating shaft can be a locking mechanism of the inner shaft and the outer shaft synchronizing device.
  • the synchronizing gear that locks the inner shaft and the outer shaft can simultaneously lock the inner shaft and the outer shaft.
  • the rotary shaft locking device can also be two separate locking devices arranged on the inner and outer shafts, respectively.
  • the rotating shaft 20 in this embodiment is a sleeve shaft, and both the inner shaft and the outer shaft of the sleeve shaft are locked and remain stationary.
  • the blades 13 and blades 14 are in line with the paddles 43.
  • the rotor start-stop device stops the rotation of the rotating shaft and locks the rotating shaft to the position of the paddle toward the front-rear direction of the fuselage, that is, the x-axis direction.
  • the blade 13 of the upper rotor is rotated clockwise with respect to the paddle 43 by its own blade turning device to the leading edge of the blade 13 toward the advancing direction of the aircraft and held in a fixed position.
  • the paddle 14 is driven counterclockwise with respect to the paddle 43 by the blade turning device to a position in which the leading edge of the blade faces the advancing direction of the aircraft and remains fixed.
  • the paddles 13 and blades 14 are located on the right side of the aircraft fuselage.
  • the blade 13 has a certain sweep angle and the blade 14 has a certain forward sweep angle.
  • the paddle 13 and the paddle 14 are in the same horizontal plane.
  • the blade 11 and the blade 12 are respectively folded by the blade folding device to the leading edge of the blade toward the advancing direction of the aircraft.
  • the blades 11 and blades 12 are directed to the left side of the aircraft and are in the same horizontal plane.
  • the blade 11 has a sweep angle and the blade 12 has a forward sweep angle.
  • the blades 11, 12, 13, 14 are axially symmetrically distributed along the central axis of the aircraft, and the blades become fixed wings.
  • the two blades of the lower rotor extend to the left side of the fuselage, and the two blades of the upper rotor extend toward the right side of the fuselage.
  • the propulsion device 7 provides the power to fly forward of the aircraft.
  • the horizontal tail 5 provides horizontal stability control and the elevator on the horizontal tail provides aircraft pitch control.
  • the vertical tail 6 provides direction stability control and the rudder on the vertical tail provides aircraft yaw control.
  • the aircraft flies in the form of a fixed-wing aircraft.
  • the blades of the helicopter rotor adopt a narrow-chord, large aspect ratio structure, and generate sufficient lift by the high-speed rotation of the rotor.
  • the preferred blades 11, 12, 13, 14 employ a wide-chord rigid configuration.
  • the rotor of the aircraft of the present invention rotates at a slower speed than an ordinary helicopter.
  • the aircraft of the present invention uses the rotor flight only during the take-off and landing phases, and uses the fixed-wing flight during cruise because the aircraft is flying in front of the aircraft.
  • the resistance to the flight is much less than the resistance of the aircraft flying in front of the rotor, so the efficiency of the aircraft is greatly improved when the wing is flying.
  • the blades of the upper rotor and the blades of the lower rotor are not in one horizontal plane in the fixed-wing flight configuration.
  • the aircraft of the present invention has a conversion speed domain, and the conversion speed domain is a speed range.
  • the lower limit speed of the conversion speed domain is the lowest stable flight speed when the aircraft is flying in a fixed-wing flight form, that is, the stall speed. If the speed of the aircraft is lower than the lower limit speed, the aircraft cannot fly in a fixed-wing form, but only in the form of a rotor.
  • Flight speed The upper limit speed of the range is the highest flight speed when the aircraft is flying in rotor form. When the speed of the aircraft is higher than the upper limit speed, the aircraft can only fly stably in the form of a fixed wing.
  • the lower speed value of the conversion speed domain is lower than the upper speed value.
  • the aircraft can fly in the form of a rotor, and can also fly in a fixed-wing form, and the aircraft can be converted between the rotor flight form and the fixed-wing flight configuration.
  • the lower limit speed value is lower than the upper limit speed value by rationally designing the chord length, length and shape of the blade. The usual fixed-wing aircraft needs to take off and take off.
  • the aircraft In order to shorten the take-off and running distance, the aircraft will try to make the aircraft generate a large lift at low speed and lift off. In order to generate greater lift at low speeds, measures taken include increasing the angle of attack of the wing during takeoff and increasing the wing area. When a fixed-wing aircraft is flying at a high speed, because of its high speed, it can generate more lift, and the area of the wing does not need to be as large as it needs to take off. In a preferred embodiment of the invention, the lower speed of the conversion speed domain is 140 km/h, while the takeoff speed of a fixed-wing aircraft of the same take-off weight is 90 km/h.
  • the required wing area of the aircraft at 140 km/h is only 0.42 times the required wing area at a speed of 90 km/h.
  • the area of the blades of the aircraft of the present invention is greatly reduced relative to comparable fixed-wing aircraft.
  • the reduction in the area of the wing will shorten the chord length of the wing, the thickness of the wing will become smaller, and the resistance to the wing will be smaller.
  • the aircraft of the present invention will fly faster and have a longer range.
  • the short wing 2 can provide additional lift when the aircraft has horizontal speed.
  • the short wings can be folded in such a way that the short wings are deployed when additional lift is required and the short wings are folded when not needed.
  • the rotational speed of the rotor gradually decreases, and the generated lift is reduced.
  • the increase of the lift angle can be compensated by increasing the angle of attack of the entire aircraft, and the thrust of the propulsion device is increased to maintain Flight speed.
  • the lift angle can be increased by increasing the angle of attack of the aircraft to complete the conversion of the flight form and ensure the stability of the flight.
  • the blades in the two blades of the same rotor that are near the head of the aircraft are the preceding blades, referred to as the front blades; the blades near the rear of the aircraft are in the rear.
  • the blade referred to as the rear blade.
  • the blades of the rotor can also be folded to the position where the blade is oriented in the forward and backward directions of the aircraft to reduce the resistance, which is equivalent to a blade sweep angle of 90 degrees.
  • Figures 9, 10, and 11 are three views of the fixed-wing flight configuration of the aircraft embodiment of Figure 1, and the angle between the longitudinal directions of the blades.
  • Figure 9 is a side view
  • Figure 10 is a front view
  • Figure 11 is a plan view.
  • the blade 13 of the upper rotor has an upper contra-angle and the blade tips of the blade are offset upward.
  • the blade 14 of the upper rotor has a lower dihedral angle, and the wing tips of the blade are offset downward.
  • the blade 13 and the blade 14 have an angle of not zero in the longitudinal direction.
  • the blade 11 of the lower rotor has an upper contra-angle and the blade 12 has a lower dihedral angle.
  • the blade 11 and the blade 12 have an included angle in the longitudinal direction.
  • the blades 13 and blades 14 of the upper rotor are located on the same side of the fuselage, and if the two blades have no angle in the longitudinal direction, the wake of the preceding blade 14 interferes with the subsequent blade 13. While the two blades have an angle in the longitudinal direction, the air flow in the front blade avoids adverse interference with the rear blade. Especially when the front blade has an upper contra-angle, and when the rear blade has a lower dihedral, the vortex generated by the wake of the preceding blade flows through the upper surface of the subsequent blade, which can increase the trailing blade The lift.
  • the preceding blade and the trailing blade maintain an angle of at least 10 degrees or more in the longitudinal direction, preferably at least an angle of 15 degrees or more.
  • the periodic moment control for adjusting the tilting direction of the rotating surface of the rotor can adjust the longitudinal deflection angle of the two blades in the same direction in the fixed-wing flight configuration.
  • FIG 12, 13, and 14 are three views of a rotor flight form of the cross scull structure aircraft of the present invention.
  • Figure 12 is a side view
  • Figure 13 is a front view
  • Figure 14 is a plan view.
  • the aircraft in this embodiment has a fuselage 1 having two tail beams 4 at the rear of the fuselage, two tail fins 6 disposed at the tail end of the tail beam, and a rudder at the rear end of the vertical tail.
  • a horizontal tail 5 is arranged between the two tail beams, and an elevator is arranged at the rear end of the horizontal tail.
  • This embodiment can also be arranged with a canard at the front of the aircraft.
  • the aircraft has a propulsion device 7, and the propulsion device in this embodiment is a propeller.
  • the aircraft in this embodiment is a cross-propeller structure with two rotors.
  • the rotating shafts of the two rotors are V-shaped, and the angle between the rotating shafts is greater than 0 degrees.
  • the two rotors are symmetrically distributed along the longitudinal center plane of the aircraft. .
  • the two rotors of this embodiment constitute a pair of lift wings.
  • the left side rotor is rotated about a rotating shaft 21 having blades 11 and blades 12.
  • the rotor on the right side rotates about a rotating shaft 20 having blades 13 and blades 14.
  • the blade is rigidly connected with the paddle, and the paddle is connected with the rotating shaft by a seesaw hinge. A rigid connection can also be used between the paddle and the rotating shaft.
  • Helicopters with crossed sculls usually have two blades per rotor and more than two blades.
  • the two rotors rotate in opposite directions, and there is an angular difference between the blades, so the blades of the two rotors do not collide.
  • the angular difference between the two rotors may be 90 degrees, that is, when the blades of one rotor are directed to the front and rear direction of the fuselage, the blades of the other rotor are directed to the left and right of the fuselage.
  • Rotary shaft 20 and rotating shaft 21 There is a synchronization device between them.
  • the resultant force of the two rotors When the aircraft of the present embodiment is flying in the state of the rotor, the resultant force of the two rotors generates a vertical upward lift, which drives the aircraft to rise vertically.
  • the rotor has periodic moments and total moment control. When the rotor is tilted forward by the periodic moment adjustment, the aircraft can fly forward.
  • the aircraft can also be advanced by the horizontal thrust generated by the propulsion device 7. When the horizontal flight speed reaches the lower limit speed value of the conversion speed domain, it is possible to convert the flight form from the rotor flight form to the fixed wing flight form.
  • Figure 15 is a partial cross-sectional view of the rotor angle adjusting device of the crossed double-propeller structure aircraft of Figure 12;
  • the angle adjustment device may be arranged on the rotating shaft or may be arranged between the paddle of the rotor and the rotating shaft.
  • An angle adjusting device is disposed on the rotating shaft 21.
  • the angle adjusting device is used to adjust the angle of the rotating shaft when switching from the rotor flying form to the fixed wing flying form and the fixed wing flying form, so as to adjust the direction of the paddle when the fixed wing flying form, that is, the pointing.
  • the angle adjustment device includes a sleeve shaft and a motion locking mechanism.
  • the sleeve shaft includes an outer sleeve 212 and an inner shaft 211.
  • the inner shaft 211 is slidably engaged with the outer sleeve 212, and the inner shaft 211 is rotatable in the outer sleeve 212.
  • a turbine 213 is concentrically fixedly coupled to the inner shaft 211.
  • a worm mount 215 is fixedly coupled to the outer sleeve 212, the worm 214 is mounted on the worm mount 215, and the worm drive is also disposed on the worm mount 215.
  • the turbine 213 and the worm 214 are meshed together to lock the inner shaft 211 and the outer sleeve 212 together, and the inner shaft 211 and the outer sleeve 212 rotate at the same speed.
  • the turbine 213, the worm 214, the worm seat 215, and the worm drive rotate together with the rotating shaft 21.
  • the rotating shaft 20 and the rotating shaft 21 rotate in synchronization.
  • the rotary shaft 20 and the inner shaft 211 are locked by the rotor start/stop device and remain stationary.
  • the worm 214 rotates under the driving of the worm driving device to drive the turbine 213. Since the inner shaft 211 connected to the turbine 213 is locked and cannot rotate, the worm 214 drives the worm seat 215 and the outer sleeve 212 to rotate together, thereby driving the rotor to rotate.
  • the rotating shaft 20 is locked at a position in which the paddles are directed in the front-rear direction of the fuselage, and at this time, the paddle pointing machine at the top of the rotating shaft 21
  • the position of the body in the left-right direction; the outer sleeve 212 of the upper end of the worm pushing the rotating shaft 21 is rotated 90 degrees to the position of the top end of the paddle pointing in the front-rear direction of the fuselage, so that the blades and paddles of the two rotors face along the longitudinal center of the fuselage Said.
  • the worm can be driven by a servo motor or hydraulically.
  • the two rotors can be adjusted to the position where the rotors are symmetrical with each other by the angle adjusting device.
  • Other forms of angle adjustment devices such as telescoping cylinders, may also be employed.
  • One end of the telescopic action cylinder is connected to the inner shaft through a ball joint, and the other end is connected to the outer sleeve by a ball joint.
  • the elongation and shortening of the telescopic action cylinder will drive the inner shaft to slide in the outer sleeve to achieve the purpose of adjusting the angle.
  • a rotational inertia balancing device 210 is disposed on the rotating shaft 20 for keeping the rotational inertia of the rotating shaft 20 and the rotating shaft 21 the same.
  • FIG. 16 is a side view
  • Figure 17 is a front view
  • Figure 18 is a plan view.
  • the rotating shaft 20 and the rotating shaft 21 are locked and held still, the rotating shaft 20 is locked at a position in which the paddle is directed in the front-rear direction of the body, and the rotating shaft 21 also rotates the paddle to the front and rear directions of the fuselage by the angle adjusting device.
  • a blade turning device is disposed on each of the four blades, and the blade can be folded to the leading edge of the blade toward the forward direction of the flight and the blade is fixed.
  • the paddles 13 and the blades 14 are distributed on the right side of the fuselage, and the blades 11 and the blades 12 are distributed on the left side of the fuselage.
  • the leading edges of the blades 11, 12, 13, 14 are directed toward the direction of flight of the aircraft, generating lift.
  • the blade 13 and the blade 14 have an angle in the longitudinal direction, the blade 14 may have a forward sweep angle, and the blade 13 may have a sweep angle.
  • the blade 11 and the blade 12 have an angle in the longitudinal direction, and the blade 11 and the blade 12 may also have a forward sweep angle and/or a sweep angle.
  • the paddle 11 and the paddle 13, the paddle 12 and the paddle 14 are respectively axially symmetrically distributed along the longitudinal centerline of the fuselage.
  • the lift centerlines of the blades 11 and 13 are equal to the center of gravity of the aircraft, and the lift centerlines of the blades 12 and 14 are equally equal to the center of gravity of the aircraft, so even if the blades have an upper dihedral and/or a lower dihedral, the oars
  • the roll moments produced by the blades are also balanced, and the aircraft can be stabilized without the need to introduce additional roll moment control measures.
  • the advantage of the crossed sculls relative to the coaxial sculls is that the blades/wings are completely symmetrical in the fixed-wing flight configuration, and the control of the aircraft is relatively simple.
  • the disadvantage is that the angle adjustment device needs to be introduced to adjust the angle of the rotor, which increases the complexity of the mechanism. degree.
  • a fairing can be added outside the rotating shaft and the blade to reduce the resistance.
  • Figure 19 is a front view of the rotor flight form of the aircraft in two rotor course arrangements;
  • Figure 20 is a top plan view of the rotor flight form of the aircraft of Figure 19.
  • the flying device organic wing 8 of Figures 19 and 20
  • two nacelles are arranged at both ends of the wing 8, and one rotor is arranged on each of the nacelles.
  • the two rotors form a pair of lift wings.
  • Propellers 71 and 72 are respectively arranged at the rear of the two nacelles, and the propellers 71 and 71 provide power for flying forward of the aircraft.
  • the aircraft can also be propelled by jet.
  • the propulsion device of the aircraft can also be arranged at the front of the nacelle.
  • the rotating shafts 20 and 21 are respectively located at the upper portions of the two nacelles.
  • the top end of the rotating shaft 20 has a rotor, and the both ends of the rotor blade are arranged with a blade 13 and a blade 14.
  • the tip end of the rotating shaft 21 is arranged with a paddle 11 and a paddle 12.
  • Propeller 71 and propeller 72 propel the aircraft forward.
  • the aircraft has a vertical tail and a horizontal tail to provide various flight controls for the aircraft.
  • the wing 8 can also provide a portion of the lift when the aircraft has a flight speed.
  • Ailerons can be placed on the wing 8.
  • Figure 21 is a front elevational view of the fixed-wing flight configuration of the aircraft of Figure 19; and Figure 22 is a top plan view of the fixed-wing flight configuration of the aircraft of Figure 19.
  • the blades 13 and blades 14 When flying in a fixed-wing flight configuration, the blades 13 and blades 14 extend to the right outer side of the wing 8, with the leading edges of the blades 13 and blades 14 facing the front of the aircraft.
  • the blade 13 is in a horizontal position and the blade 14 is reversed and swept back.
  • the blade 11 and the blade 12 extend to the left outer side of the wing 8, and the leading edge of the blade 11 and the blade 12 faces the front of the aircraft.
  • the blade 12 is in a horizontal position and the blade 11 is reversed and swept back.
  • the pattern in which one blade remains horizontal and the other blade is reversed can be achieved by coordinated control of the total moment and the periodic moment.
  • the blades 11, 12, 13, 14 and the wing 8 together provide the lift of the aircraft.
  • Figure 23 is a top plan view of an aircraft with four rotors.
  • the aircraft has two wings with a rotor at each end of each wing.
  • the rotors at the ends of the front wing form a pair of lift wings, and the rotors at the ends of the rear wing form another pair of lift wings.
  • a horizontal propulsion device is arranged on the rear wing.
  • the rotor When flying in a rotor flight form, the rotor provides lift for the vertical takeoff and landing of the aircraft.
  • the rotors on either side of each wing are folded in the same manner as the rotors of the embodiment of Figures 19 and 20, and the leading edge of each blade is turned toward the aircraft.
  • Eight blades of the four rotors provide lift.
  • the aircraft can also take the form of more rotors with 6 rotors, 8 rotors and so on.
  • Figure 24 is a top plan view of a rotor flight configuration of a coaxial twin-blade structure with an aircraft on which propellers are disposed.
  • the present embodiment is an aircraft with a wing tip jet structure, and a propulsion device is arranged on the blade, and the propulsion device can generate a propulsive force along the chord direction of the blade, that is, a propulsive force perpendicular to the direction in which the blade is oriented, and a direction of the propulsive force. It is perpendicular to the length of the blade.
  • the power unit is not connected to the rotating shaft of the aircraft, and the rotor is rotated by the pushing of the propulsion device on the blade to generate vertical lift.
  • the propulsion device can be a jet propulsion device or a propeller propulsion device.
  • the rotating shaft of the aircraft is a quill shaft, the lower rotor is connected to the outer shaft, and the upper rotor is connected to the inner shaft.
  • the lower rotor has a blade 11 and a blade 12, and the upper rotor has a blade 13 and a blade 14.
  • a propulsion device 151 is arranged on the blade 11, a propulsion device 152 is arranged on the blade 12, a propulsion device 153 is arranged on the blade 13, and a propulsion device 154 is arranged on the blade 14.
  • the blade 13 and the blade 14 are rotated clockwise under the push of the propulsion device, and the blades 11 and 12 are rotated counterclockwise under the push of the propulsion device.
  • the horizontal propulsion device provides the power to fly forward of the aircraft.
  • the horizontal propulsion unit can be cancelled.
  • Total moment and periodic moment control are arranged on the upper and lower rotors, wherein the periodic moment control can be
  • Figures 25, 26 and 27 are three views of the flight pattern of the aircraft fixed wing of Figure 24.
  • Figure 25 is a side view
  • Figure 26 is a front view
  • Figure 27 is a plan view.
  • the blades 13, 14 of the upper rotor extend toward the right side of the fuselage, the leading edge of the blade faces the advancing direction of the aircraft, and the jet propulsion devices 153, 154 make a jet forward, providing forward The thrust of the lower rotor extends to the left side of the fuselage.
  • the propulsion device on the blades of the aircraft of the present embodiment can propel the aircraft forward.
  • the aircraft of the crossed double-propeller structure of the present invention can also adopt a manner in which a propulsion device is disposed on the blades.
  • Fig. 28 is a structural view showing a rotor having a blade turning device on one side in a flight form of a rotor.
  • the spar of the paddle 11 is fixedly connected to the paddle shaft 61, and may be of a unitary structure.
  • the paddle 11 cannot be folded around the paddle 41.
  • the spar 52 of the paddle 12 is coupled to a hinge hinge 32 that is coupled to the paddle shaft 62.
  • the spar 52 is fixedly coupled to the turbine 93.
  • a worm seat 90 is fixedly coupled to the paddle 41, and the worm 91 meshes with the turbine 93 through the worm seat.
  • the blades 11 and the blades 12 are rotationally symmetrically distributed about the axis of rotation 20, and the rotation of the rotor produces lift.
  • the turbine and worm have self-locking properties and are themselves locking devices that lock the position of the blades.
  • Figure 29 is a structural view of a rotor having a blade turning device on one side in a fixed-wing flight configuration.
  • the rotating shaft 20 is locked, the blade 11 is held at a position with a certain sweep angle, and the leading edge of the blade 11 is oriented in the direction in which the aircraft advances.
  • the paddles 41 are distributed obliquely along the body.
  • the worm driving device drives the worm 91 to rotate, the worm 91 drives the turbine 93 to rotate, and the turbine 93 drives the blade 12 to rotate clockwise to a position where the leading edge of the blade faces the advancing direction of the aircraft.
  • the blade 12 has a certain forward sweep angle.
  • the structure with a blade turning device on one side can save a set of blade turning devices and simplify the structure.
  • FIG. 30 is a schematic view showing the structure of a rotor having three blades in a flight form of the rotor.
  • the paddle 40 is coupled to the rotating shaft 20 and rotates together with the rotating shaft.
  • the paddle 40 has three branches spaced 120 degrees apart.
  • the spar 52 is coupled to the paddle 40 by a hinge hinge 32, and an action cylinder 82 is juxtaposed between the paddle 40 and the spar 52.
  • the spar 53 is coupled to the paddle 40 by a hinge 33, and an action cylinder 83 is disposed between the paddle 40 and the spar 53.
  • the spar 51 is directly connected to the paddle 40, and a weight 23 is arranged on the branch where the paddle 40 is connected to the spar 51.
  • the three blades are rotationally symmetrically spaced from each other by 120 degrees.
  • Figure 31 is a schematic view showing the structure of a rotor having three blades in a fixed-wing flight configuration.
  • the rotating shaft 20 stops rotating, and the paddle 40 is locked to the square at the leading edge of the blade connected to the branch where the blade folding device is not connected, that is, the x-axis square
  • the position that is, the position of the leading edge of the blade to which the spar 51 is connected, is toward the flight direction.
  • the wing beam 53 is rotated counterclockwise by the action cylinder 83 to the position where the leading edge of the blade faces the front of the aircraft and is locked.
  • the spar 52 is rotated clockwise about the pivot hinge 32 by the action cylinder 82 to a position where the leading edge of the blade faces the front of the aircraft.
  • the three blades are all facing the front of the aircraft, generating lift.
  • the rotor may also include more than three blades.
  • Figure 32 is a plan view showing the structure of a blade applied to an aircraft of the present invention.
  • the blades rotate around the axis of rotation.
  • the speed of the wing tip can be close to the speed of sound, and the speed at the root of the blade is very low.
  • the lift is mainly generated in the outer segment of the blade, that is, the blade segment near the wing tip.
  • the airflow flows through the blade roots and the wingtips at the same speed.
  • the chord length if the chord length is longer, the wing area is larger. The more lift generated by the segment wing.
  • the shorter the chord length the smaller the wing area of the section, and the less lift the wing produces.
  • the blade adopts the planar shape shown in FIG.
  • the blade has a blade beam 50 that is coupled to the paddle by a hinge 30.
  • the blade includes a wide chord segment 113 and a narrow chord segment 117 from the wing root to the wing tip.
  • the wide chord segment and the narrow chord segment are compared to each other, and the chord length of the wide chord segment is greater than the chord length of the narrow chord segment.
  • the chord length of the wide chord section is at least 1.2 times longer than the chord length of the narrow chord section.
  • chord length of the wide chord section is at least 1.5, 1.8, 2, 3, 4 of the chord length of the narrow chord section. 5 or more times.
  • the chord length of a wide chord segment can vary.
  • the chord length of the narrow string segments can also vary.
  • the wide-chord segment is close to the wing root. When the rotor is flying, the circumferential speed of the wing segment is lower, so although the chord length is longer, the resistance of the wide-chord segment is smaller, and the generated lift is greater than the same A narrow-chord blade at a radius; in the form of a fixed-wing flight, because of the larger wing area of the wide-chord segment, it is possible to generate lift greater than the narrow-string wing.
  • the narrow chord section is close to the wing tip, and the circumferential linear velocity is higher when the rotor is flying, which can generate a larger lift with less resistance.
  • a transition wing segment 115 is disposed between the wide chord segment 113 and the narrow chord segment 117.
  • the airfoil of the transitional wing section 115 is connected to the wide-chord section 113 at the same position, and the airfoil of the position where the transitional wing section 115 is connected to the narrow-chord section 117 is the same.
  • the transitional wing section enables a smooth transition between the wide chord section and the narrow chord section, improving the flow field flowing through the blade and reducing the induced drag.
  • the airfoil of different wingspan of the blade may be different.
  • the airfoil of the wide-chord segment preferably fixes the airfoil of the wing, and the airfoil of the narrow-chord segment preferably has the airfoil of the rotor blade to maximize the wing segment. effect.
  • the narrow chord segments have the same chord length at different spans, and the narrow chord segments have a rectangular shape.
  • the planar shape of the wide chord section may be a rectangle with a leading edge and/or a trailing edge being straight, a trapezoid, or other shape in which the leading edge and/or the trailing edge are curved.
  • the wide chord section is located between the wing roots and the 1/4 to 3/4 extension, and the preferred wide chord section is located between the wing roots and the 1/3 to 3/5 extension, further preferably wide.
  • the string wing section is located between the wing roots and 1/3 to 1/2 of the length.
  • a movable rudder surface 121 is disposed at a trailing edge of the wide chord section 113.
  • the thickness of the wide chord section is relatively large, and a hydraulic or electric servo mechanism can be disposed inside the wing to drive the movable rudder surface 121.
  • the movable rudder surfaces on the different blades can be differential to generate the rolling moment, which can be used to compensate for the rolling moment caused by the reverse and/or the reverse of the blade when the fixed wing is in flight. In the flight mode conversion, when the blade rotation speed is low, the movable rudder surface can be deflected downward to generate additional lift to keep the aircraft flying smoothly.
  • Figure 33 is a plan view of another type of blade applied to the aircraft of the present invention.
  • a wing root section 119 is disposed on a side of the wide chord section 113 near the wing root, the chord length of the wing root section 119 at the root of the wing being shorter than the chord length of the position where the wing root section is connected to the wide string section.
  • the chord length of the wing root section 119 is gradually shortened from the wing tip to the wing root direction, and the chord length is closer to the rotary shaft blade.
  • the side of the wing root wing section that is close to the axis of rotation narrows to avoid collision and interference between the wing roots of the plurality of blades of the same rotor in the fixed-wing flight configuration, while reducing the induced drag at the wing root.
  • the wing root segments may be trapezoidal or other shapes having curved edges, such as an elliptical shape.
  • the wide chord section 113 is located between the wing root section and the 1/4 to 3/4 extension, and the preferred wide chord section is located between the wing root section and the 1/3 to 3/5 extension. Further preferred wide chord segments are located between the wing root segments and between 1/3 and 1/2 of the length.
  • the aircraft of the present invention When the aircraft of the present invention is used, it takes off vertically in the form of rotor flight, the rotor forward tilting or propulsion device pushes the aircraft forward, and when the speed reaches the conversion speed domain, the aircraft turns to the fixed-wing flight form cruise flight; when landing, the aircraft flies from the fixed wing The form is converted to the rotor flight form and falls vertically.
  • the aircraft of the present invention transitions from the rotor flight form to the fixed-wing flight configuration when the flight speed is in the conversion speed domain, including a rotor stopping step and a blade folding step: in the rotor stopping step, the rotor coupled to the rotating shaft The stopping device stops the rotation of the rotor and the rotating shaft and locks the position of the rotor blade; in the blade folding step, the blade folding device folds the blade of the rotor to the leading edge of the blade toward the direction of the aircraft and maintains the position of the blade The aircraft enters the fixed-wing flight form.
  • the rotor shaft is disconnected from the power unit, and the brake device brakes the rotating shaft, and the locking device is used to lock the rotating shaft in the correct position and keep the rotating shaft stationary.
  • a clutch may be provided between the rotating shaft and the power unit to disconnect or couple the connection between the rotating shaft and the power unit.
  • the rotor start and stop device includes a clutch.
  • the clutch can be an electromagnetic clutch or a mechanical clutch.
  • the brake device may be a disc brake device or a drum brake device, or may be an electromagnetic brake device.
  • the brake disc of the brake device is arranged on the rotating shaft and is fixedly connected concentrically with the rotating shaft.
  • the rotor start and stop device includes a brake device.
  • the device can be integral with the brake device or it can be a separate device.
  • the positioning hole can be opened on the brake disk and then positioned by inserting the positioning pin into the positioning hole.
  • the rotor start and stop device includes a locking device.
  • the folding of the blades can be achieved by a blade folding device. Clutches, brakes, and locking devices are well known in the art.
  • the rotor start-stop device can employ a well-known shaft start-stop device.
  • the aircraft of the present invention transitions from a fixed-wing flight configuration to a rotor flight configuration when the flight speed is in the conversion speed domain, including a blade folding step and a rotor starting step: in the blade folding step, the blade is at the blade The rotation of the folding device is rotated to a position where the blade is oriented in a radial direction pointing to the rotating surface of the rotor, that is, a state in which the blades are rotationally symmetrically distributed around the rotating shaft, and the blades are evenly distributed along the circumferential direction of the rotating shaft; At this time, the rotating shaft and the rotor locking device are unlocked, the rotating shaft and the rotor braking device are released, the clutch engages the rotating shaft and the power device, and the rotating shaft and the rotor start to rotate under the driving of the power device. The aircraft enters the rotor flight mode.
  • the following steps can also be taken when switching from the rotor flight configuration to the fixed-wing flight configuration: First, the rotary shaft of the rotor is disconnected from the power unit. Then, the brake device brakes the rotating shaft and/or the rotor. Next, at the last quarter turn before the rotation axis and the paddle stop rotating, the blade folding device of the blade leading edge toward the advancing direction of the aircraft is started, and the blade folding device is engaged with the paddle/rotation The same angular rate of the shaft folds the blade in the opposite direction of rotation of the paddle/rotary shaft to keep the blade always pointing in the left and right direction of the aircraft with the leading edge facing the front of the aircraft, providing lift to the aircraft.
  • the other blade that is, the blade turning device of the blade leading edge toward the blade behind the aircraft is started, and the blade is folded into the locking position of the blade in the same direction as the rotating shaft, which The steps may also not be performed simultaneously with the previous step. Finally, the position of the rotating shaft, the paddle and the blade are locked.
  • the aircraft enters the fixed-wing flight form from the rotor flight form.
  • the following steps can be taken when switching from the fixed-wing flight configuration to the rotor flight configuration: first, the rotary shaft locking device and/or the blade locking device are unlocked; then, the clutch engages the rotary shaft The connection with the power unit, the rotary shaft is started, and the rotary shaft starts to rotate; next, at the first quarter turn of the start of the rotation of the rotary shaft, the blade folding device of the rear blade is activated, and the blade folding device is The same angular velocity as the paddle/rotation axis folds the blade in the opposite direction of the paddle/rotation axis rotation to maintain the leading edge of the blade toward the forward direction of the aircraft and the wing tip pointing to the left and right direction of the aircraft; The blade turning device of the blade is activated, and the blade turning device folds the blade in the same direction as the rotating direction of the rotating shaft to the blade and the paddle in a straight line, that is, the initial position of the blade in the state of the rotor This step may also not
  • the change from the rotor flight form to the fixed wing flight form includes a rotor stopping step and a blade folding step: in the rotor stopping step, stopping the rotation of the rotor and locking the position of the rotor paddle; In the blade folding step, the blade folding device folds the blade of the rotor to the leading edge of the blade toward the forward direction of the aircraft and maintains the position of the blade, and the aircraft enters the fixed-wing flight configuration.
  • the aircraft on which the propulsion device is arranged on the blade does not require a rotating shaft to drive the rotor, so there is no need to arrange a clutch on the rotating shaft.
  • the brake device and the locking device can be arranged on the rotating shaft. If only the paddle rotates and the rotating shaft does not rotate, the brake device and the locking device can be placed on the paddle.
  • the conversion process from the fixed-wing flight configuration to the rotor flight configuration for the aircraft on which the propulsion device is disposed on the blade includes a blade folding step and a rotor starting step: in the blade folding step, the blade is at the blade folding device and/or Or the initial position when the propulsion device is driven to the state of the rotor, that is, the position of the blade toward the radial direction of the rotor, that is, the state in which the blades are rotationally symmetrically distributed around the rotation axis, and the blades are evenly distributed along the circumference of the rotation axis. Distribution; in the rotor starting step, the locking device is unlocked, the brake device releases the brake, and the rotor begins to rotate under the driving of the propulsion device. The rotor begins to rotate and the aircraft enters the rotor flight mode.
  • the following steps can be taken for the aircraft on which the propulsion device is arranged on the blade to change from the rotor flight form to the fixed-wing flight configuration: first, the brake device brakes the rotating shaft and/or the rotor slow down. Then, at the last quarter turn before the paddle stops rotating, the blade turning device of the blade leading edge toward the advancing direction of the aircraft is started, and the blade turning device approaches the paddle at the same angular rate as the paddle The blade is turned in the opposite direction of the rotation to keep the blade always pointing in the left and right direction of the aircraft and the leading edge is toward the front of the aircraft, which can provide lift to the aircraft, and the propulsion device on the blade can provide forward thrust.
  • the following steps can be adopted for the aircraft in which the propulsion device is arranged on the blade to change from the fixed-wing flight mode to the rotor flight configuration: first, the locking device of the front blade is unlocked, Then, the turning device of the front blade is activated, the blade The folding device folds the blade in the same direction as the rotation direction of the rotor to a position where the blade and the paddle are in a straight line, that is, the initial position of the blade in the state of the rotor, and the paddle does not start to rotate; , the paddle lock and/or the subsequent blade lock is unlocked; next, at the first quarter turn of the start of the paddle rotation, the blade folding device of the latter blade is activated, the blade is folded The rotating device folds the blade in the opposite direction to the rotation of the paddle at the same angular rate as the paddle to the same line as the paddle. The rotor begins to rotate and the aircraft enters the rotor flight form.

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  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
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  • Toys (AREA)

Abstract

L'invention concerne un aéronef comprenant plus de deux rotors, chaque rotor comprenant au moins deux pales. L'aéronef possède deux modes de vol: une attitude de vol par rotor et une attitude de vol à ailes fixes. L'aéronef peut être converti entre l'attitude de vol par rotor et l'attitude de vol à ailes fixes pendant le vol. Dans l'attitude de vol par rotor, l'aéronef peut décoller verticalement en attitude rotor, et possède les performances de manœuvre d'un hélicoptère; dans l'attitude de vol à ailes fixes, les pales des rotors de l'aéronef sont repliées sur les deux côtés de l'aéronef afin de devenir les ailes de l'aéronef, et l'aéronef vole selon un mode d'ailes fixes et possède la vitesse de vol et la portée de vol d'un aéronef à ailes fixes. À l'état rotor, l'aéronef peut comporter des pales doubles coaxiales, des pales doubles se croisant, des pales doubles côte-à-côte, et analogue.
PCT/CN2015/070008 2014-01-05 2015-01-02 Aéronef et procédé de conversion de la forme de la structure de l'aéronef pendant le vol WO2015101346A1 (fr)

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WO2017172448A1 (fr) * 2016-03-29 2017-10-05 Amazon Technologies, Inc. Hélice de levage convertible pour véhicule aérien sans pilote
EP3297909A4 (fr) * 2016-03-10 2018-06-06 Yoav Netzer Aéronef à voilure tournante convertible
EP3459843A1 (fr) * 2017-09-22 2019-03-27 The Boeing Company Ensemble de rotor pliable pour avion à décollage et à atterrissage verticaux à voilure fixe
CN111470040A (zh) * 2020-05-04 2020-07-31 西北工业大学 一种旋翼机身一体化的旋转机翼飞机
CN111498099A (zh) * 2020-05-04 2020-08-07 西北工业大学 一种用于旋转机翼飞机的阶梯式桨榖系统
CN111806681A (zh) * 2020-06-19 2020-10-23 中国科学院地理科学与资源研究所 一种无人机复飞装置及无人机
WO2023122109A1 (fr) * 2021-12-20 2023-06-29 Blainjett Aviation Llc Aéronef et procédé de pilotage dudit aéronef

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CN104216413B (zh) * 2014-09-15 2017-02-15 湖北三江航天红林探控有限公司 一种姿态控制装置
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US9944387B2 (en) * 2016-05-24 2018-04-17 Kitty Hawk Corporation Stopped rotor aircraft
CN107054637B (zh) * 2017-05-25 2023-08-15 桂艳春 一种多旋翼直升机折叠系统
CN108196565B (zh) * 2018-03-04 2020-11-06 西北工业大学 一种基于投射与多旋翼相结合的新型无人机及其姿态控制方法
CN109050908A (zh) * 2018-08-24 2018-12-21 安徽云翼航空技术有限公司 一种复合翼航空飞行器及其飞行控制方法
RU2706430C1 (ru) * 2019-02-26 2019-11-19 Дмитрий Сергеевич Дуров Гибридный реактивный самолет-вертолет
JP2020168911A (ja) * 2019-04-02 2020-10-15 正 星野 飛行体
CN111470039B (zh) * 2020-05-04 2022-09-13 西北工业大学 一种适用于具有阶梯式桨毂的重载型旋转机翼飞机的旋翼控制系统
CN114954932B (zh) * 2021-09-28 2023-09-26 熊磊 一种基于可变桨翼技术与双桨翼布局的垂直起降飞行器
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EP3297909A4 (fr) * 2016-03-10 2018-06-06 Yoav Netzer Aéronef à voilure tournante convertible
US10518873B2 (en) 2016-03-10 2019-12-31 Yoav Netzer Convertible rotor aircraft
WO2017172448A1 (fr) * 2016-03-29 2017-10-05 Amazon Technologies, Inc. Hélice de levage convertible pour véhicule aérien sans pilote
EP3459843A1 (fr) * 2017-09-22 2019-03-27 The Boeing Company Ensemble de rotor pliable pour avion à décollage et à atterrissage verticaux à voilure fixe
CN109533305A (zh) * 2017-09-22 2019-03-29 波音公司 用于固定翼垂直起降飞行器的可折叠旋翼组件
CN111470040A (zh) * 2020-05-04 2020-07-31 西北工业大学 一种旋翼机身一体化的旋转机翼飞机
CN111498099A (zh) * 2020-05-04 2020-08-07 西北工业大学 一种用于旋转机翼飞机的阶梯式桨榖系统
CN111498099B (zh) * 2020-05-04 2022-08-19 西北工业大学 一种用于旋转机翼飞机的阶梯式桨榖系统
CN111806681A (zh) * 2020-06-19 2020-10-23 中国科学院地理科学与资源研究所 一种无人机复飞装置及无人机
CN111806681B (zh) * 2020-06-19 2022-03-22 中国科学院地理科学与资源研究所 一种无人机复飞装置及无人机
WO2023122109A1 (fr) * 2021-12-20 2023-06-29 Blainjett Aviation Llc Aéronef et procédé de pilotage dudit aéronef

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