WO2016062223A1

WO2016062223A1 - Vertical take-off and landing aircraft

Info

Publication number: WO2016062223A1
Application number: PCT/CN2015/092144
Authority: WO
Inventors: 吴建伟
Original assignee: 吴建伟
Priority date: 2014-10-19
Filing date: 2015-10-17
Publication date: 2016-04-28
Also published as: CN105584629A

Abstract

The present invention relates to a vertical take-off and landing aircraft, comprising a fuselage (1), a main wing, a main thrust apparatus (2) that can tilt between the horizontal position and the vertical position, a tilt apparatus that enables the main thrust apparatus to tilt, and an attitude control apparatus for controlling the flight attitude; the wing comprises a left wing and a right wing, and the main thrust apparatus uses a heat engine as the power apparatus; the invention is characterized in: the attitude control apparatus consists of at least two attitude-adjusting apparatuses (4), a power module (5), a speed adjustment module (9), and a flight control system (6); an attitude-adjusting apparatus consists of a motor (4a) and a propeller or a ducted fan (4b) that has a power connection with the motor; at least one attitude-adjusting apparatus is provided on the left wing, and at least one attitude-adjusting apparatus is provided on the right wing. The mechanical structure of the aircraft is thereby simplified, the reaction is more rapid and sensitive, and the operation is easier, thereby further stabilizing the aircraft attitude control.

Description

Manual Title: A Vertical Takeoff and Landing Aircraft

[0001] Technical Field

[0002] The present invention relates to a vertical takeoff and landing aircraft aircraft, and more particularly to a vertical takeoff and landing aircraft that can switch the thrust direction.

BACKGROUND

[0004] Tilting rotary-wing aircraft, Tilt Ducted Fan aircraft, and vertical take-off and landing jets are common vertical take-off and landing aircraft that can switch the thrust direction. This type of aircraft is equipped with organic wings and can also be The thrust direction is switched between the vertical direction and the horizontal direction. When the thrust direction is set in the vertical direction, the aircraft can take off and land vertically like a helicopter. When the thrust direction is set in the horizontal direction, the aircraft can fly like a fixed-wing aircraft, which has the advantages of helicopter and fixed wing. Tilt-rotor aircraft, Tilt Ducted Fan aircraft, vertical take-off and landing jets, etc. The vertical take-off and landing aircraft that can switch the thrust direction need to rely on attitude control devices to maintain the balance of the aircraft. It is necessary to rely on the attitude control device to realize the control of the flight attitude of the roll, pitch and yaw of the vertical take-off and landing process of the aircraft, and to realize the vertical and horizontal flight.

[0005] Conventional helicopters are equipped with an automatic recliner consisting of two main parts: a non-rotating ring and a rotating ring. The non-rotating ring is mounted on the rotor shaft and is connected to the cycle variable pitch and total distance manipulator through a series of push rods. It can tilt in any direction or vertically. The rotating ring is mounted on the non-rotating ring through the bearing and can rotate with the rotor shaft. The torsion arm is used to ensure that the rotating ring rotates synchronously with the blade. The anti-torsion arm is used to prevent rotation of the non-rotating ring. These two rings are tilted and up and down as a single unit. The rotating ring is connected to the variable pitch rocker arm by a tie rod. The helicopter controls the pitch attitude and the roll attitude by manipulating the automatic tilter by the cyclic pitch control device, and can also control the longitudinal attitude and the roll attitude; and control the automatic tilter to change the rotor by the total distance control device. The blade pitch is used to control the vertical speed of the helicopter. The conventional helicopter is also equipped with a tail rotor for balancing the rotor reaction torque, and the helicopter yaw speed can be controlled by changing the total tail rotor pitch.

[0006] The V-22 Osprey tilt-rotor aircraft jointly designed and manufactured by American Bell and Boeing is connected to an engine compartment at each end of the wing. The engine compartment can be tilted between a horizontal position and a vertical position. A rotor is attached to the engine compartment. The flight attitude control of the V-22 tilt-rotor aircraft is similar to that of the helicopter. It is also used to control the flight attitude of the aircraft by changing the rotor blade period and synchronizing the rotor blade pitch by the periodic variable distance control device and the total distance control device. The V-22 tilt-rotor aircraft produces a longitudinal thrust differential between the rotors by tilting at least one of the engine compartments to control the yaw speed of the aircraft. Because the attitude control devices for helicopters or tilt-rotor aircraft use complex mechanical components, they require high production materials, are difficult to manufacture, complicated to install, and costly to maintain; and such attitude control devices are only suitable for An aircraft that uses a rotor connected to the engine power as a thrust device is used, and most of these aircraft employ a turboshaft engine or a piston engine.

[0007] Tilt Ducted Fan aircraft have the same advantages and disadvantages as tilt-rotor aircraft, such as Bell's X-22 tilting ducted fan aircraft, propellers placed in ducted ducts, forming ducted fans (D ucted Fan), the initial look is not much different from the ordinary propeller, but the airflow inside and outside the duct has a speed difference. Under the action of the shell effort principle, the high airflow in the duct can drag the low-speed airflow outside the duct, which can be generated. An additional thrust of up to 50% more than the flow in the duct. The Bell X-22 uses four turboshaft engines, two on each side of the vertical tail, and drives all four ducted fans through a cross-linked synchronous shaft. Different from the V-22 Osprey tilt-rotor aircraft, the X-22 tilting ducted fan aircraft is equipped with a pneumatic control rudder surface as an attitude control device for each duct exit, which is used to provide a vertical flight and flight attitude. control. However, since this pneumatic control rudder surface is a complicated mechanical component, the mechanical parts are expensive to produce and maintain, and are prone to mechanical failure. In addition, pneumatic control of the rudder surface is used to control the take-off, landing, and hovering of the aircraft. The aircraft is less balanced and less sensitive.

[0008] The "鹞" fighter developed by British Hawker Aircraft Company and Bristol Aero Engine Company, the basic principle of vertical/short-range landing and landing is the use of a "Pegasus" turbofan with four rotatable nozzles. The engine is used to provide the lift required for landing and the thrust required for transitional and normal flight. The two pairs of nozzles are symmetrical to the center of gravity of the aircraft, and are placed on both sides of the fuselage. The control lever of the engine and the throttle lever of the engine are controlled by the nozzle to control the thrust vector of the engine to change the magnitude and direction of the thrust. The nose, fuselage and wingtips are equipped with a jet reaction control system that bleeds from the engine to control the flight attitude of vertical, short-range landing or hovering, and can also be used in normal flight to improve the maneuverability of the stall. Because the attitude control device for the vertical take-off and landing jet aircraft also uses complex mechanical components, especially the rotatable spout, it not only requires high material requirements, but also is difficult to produce, thus increasing the cost of production and maintenance; Such posture The state-controlled device is only suitable for aircraft using a vector nozzle or a lift engine or even a lift fan connected to the engine power through a transmission as a vertical thrust device. This type of aircraft uses a special turbofan or turbojet engine.

[0009] The attitude control devices of the above-mentioned type of vertical take-off and landing aircraft used for flight attitude control are all complicated mechanical structures, and a large number of mechanical components not only increase the manufacturing difficulty but also increase the cost of production and maintenance; Moreover, such an aircraft using a complex mechanical structure attitude control device is not flexible enough and is not easy to operate.

SUMMARY OF THE INVENTION

The technical problem to be solved by the present invention is to provide a vertical take-off and landing aircraft capable of more flexibly controlling a flight attitude without an attitude control device having a complicated mechanical structure.

[0012] In order to solve the above technical problem, the vertical take-off and landing aircraft of the present invention includes a fuselage, a main wing, a main thrust device that can tilt between a horizontal position and a vertical position, and a tilting device that tilts the main thrust device, An attitude control device for controlling a flight attitude; the main wing includes a left half wing and a right half wing, and the main thrust device uses a heat engine as a power device; wherein the attitude control device is composed of a power module, at least two posture adjustment devices, a governor module, The flight control system is composed of a motor, a propeller or a Ducted Fan connected to the motor power; the governor module is used to respectively adjust the output power of the motor of each position adjusting device, and the governor module accepts Control of the flight control system; the power module is used to provide power; at least one of the position adjustment devices is disposed in the left half wing, and at least one of the position adjustment devices is disposed on the right half wing

[0013] The flight control system controls the governor module by providing a position adjustment device on the left and right half wings of the main wing, and the governor module separately adjusts the output power of each group of motors, by adjusting each posture. The difference in thrust generated by the device realizes the control of the rolling attitude of the aircraft; the balance control of the pitch attitude can be realized by tilting the main thrust device to generate a vector component of the vertical thrust and the longitudinal thrust. This has the advantage that the use of an attitude control device that uses electrical energy eliminates the need for previously complex mechanical components and simplifies the mechanical structure of the aircraft. The attitude control device with motor-powered control controlled by the flight control system is more sensitive, quicker and easier to operate, thus making the attitude control of the aircraft more stable.

[0014] As a further improvement of the vertical take-off and landing aircraft of the present invention, the position adjusting device is disposed at the end of the main wing. The propeller or ducted fan of the position adjustment device is disposed at the end of the left and right halves of the main wing, so that the propeller or ducted fan of the attitude adjustment device can be moved away from the center of gravity of the aircraft, which can improve the efficiency of attitude control of the attitude adjustment device. .

[0015] As another improvement of the vertical take-off and landing aircraft of the present invention, the aircraft is further provided with at least one attitude adjusting device placed at the head or the tail of the aircraft. The pointing device can be connected to the fuselage or connected to the head or tail of the aircraft by means of a wing, a connecting shaft or the like. In this way, the attitude of the aircraft can be controlled by the position adjustment device; the attitude control device controlled by the flight control system with the motor as the power device is more sensitive, quicker and easier to operate, thereby making the attitude control of the aircraft more stable.

[0016] Further improved, the aircraft is further provided with a horizontal tail, the horizontal tail includes a left tail and a right tail; each of the positioning devices are respectively disposed at the ends of the left tail, the right tail, the left half wing, and the right half wing. Such an arrangement allows the propeller or ducted fan of the position adjustment device to be away from the center of gravity of the aircraft, which improves the efficiency of the attitude control of the attitude control device.

[0017] As another improvement of the vertical take-off and landing aircraft of the present invention, the main wing is a two-wing structure, wherein the first main wing is placed on the side of the front half of the aircraft near the nose, and the second main wing is placed in the second half of the aircraft. The tail side; each of the first main wing and the second main wing is provided with a position adjusting device. As a further improvement, each of the attitude adjusting devices is disposed at an end of each of the first main wing and the second main wing. As a further improvement, the first main wing can also be set as a forward swept wing. By adopting the main wing of the double-wing structure, the stability of the longitudinal flight of the aircraft can be improved and the lift of the fixed wing can be increased. By using the aircraft of the main wing of the double-wing structure, the position of the main thrust device that generates the vertical thrust and the position of the wing that generates the fixed wing lift It is not necessary to concentrate on the vicinity of the center of gravity, and the main thrust device does not conflict with the position of the wing, which makes the arrangement of the main thrust device more convenient; in addition, the propeller or ducted fan of the attitude adjusting device is respectively disposed on each half of the first main wing and the second main wing. The end portion can improve the efficiency of the attitude control device. The first main wing is set as a forward swept wing, and the second main wing is set as a swept wing to increase the maneuverability and lift-to-drag ratio of the aircraft, and also to increase the space between the first main wing and the second main wing.

[0018] As a further improvement of the vertical take-off and landing aircraft of the present invention, the articulation device can be movably connected, and the propeller or ducted fan is arranged to be tiltable between a horizontal position and a vertical position; the posture adjustment device further includes tilting Device. As a further improvement, the power module includes an electric power storage device, a generator, and a The motor is electrically coupled to the electric power storage device; the propeller or ducted fan of the position adjusting device is connected to the power of the generator; the motor includes a rotor and a stator, and the rotor of the motor also serves as a rotor of the generator. In this way, the direction of the thrust generated by the posture adjusting device can be switched between the vertical direction and the horizontal direction by the tilting posture adjusting device, and the utilization efficiency of the posture adjusting device can be improved; and the yaw can be performed by the tilting posture adjusting device. control. The propeller or ducted fan of the position adjustment device is connected to the generator power, so that the propeller or the ducted fan can be used as the power input device of the generator to generate electricity and charge the power module.

[0019] As a further improvement of the vertical take-off and landing aircraft of the present invention, two sets of main thrust devices are respectively disposed on the left and right sides of the middle section of the fuselage, and the main thrust device is a turbofan engine, a turbojet engine, and a power connection engine. Any of the rotor or ducted fans. The top of the middle section of the fuselage is provided with a ridge, and the main thrust device is connected to the ridge. There are two sets of main thrust devices connected to the left and right sides of the middle section of the fuselage, which can make the main thrust device more concentrated near the center of gravity of the aircraft, which can improve the stability of the flight of the aircraft. At the same time, reduce the thrust difference caused by the left and right main thrust devices. The risks caused by the shackles make the aircraft safer. The top of the middle section of the fuselage is provided with a ridge portion, and the main thrust device is connected to the ridge portion, so that the main thrust device can be tilted to a horizontal state. The main thrust device does not touch the ground, so that the aircraft can take off and land in a sliding manner.

BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The present invention will be further described in detail below in conjunction with the drawings and specific embodiments.

1 is a working principle diagram of an attitude control device of a vertical take-off and landing aircraft according to the present invention.

2 is a schematic structural view of a vertical take-off and landing aircraft of the present invention.

3 is a schematic view of a tilting device connection tilting device of a vertical take-off and landing aircraft of the present invention. [0024] FIG.

4 is a schematic view showing a ridge portion at the top of a middle portion of a fuselage of a vertical take-off and landing aircraft of the present invention. [0025] FIG.

5 is a schematic view of a vertical landing gear of the present invention connecting a wing and a propeller through an elongated shaft.

DETAILED DESCRIPTION

[0028] A vertical take-off and landing aircraft of the present invention includes a fuselage 1, a main wing, a main thrust device 2 that can tilt between a horizontal position and a vertical position, a tilting device that tilts the main thrust device 2, An attitude control device for controlling a flight attitude; the main wing includes a left half wing and a right half wing, and the main thrust device 2 uses a heat engine as a power device; and the attitude control device is configured by the power module 5, at least Two posture adjustment devices 4, a governor module 9, and a flight control system 6; the posture adjustment device 4 is composed of a motor 4a, and The propeller or ducted fan 4b of the motor 4a is connected to the power; the governor module 9 is configured to respectively adjust the output power of the motor 4a of each of the position adjusting devices 4, and the governor module 9 accepts the flight control system Controlling the power supply module 5 for providing power; at least one of the positioning devices 4 is disposed on the left half wing, and at least one of the positioning devices 4 is disposed in the Right half wing. The posture device 4 can be disposed at the end of the main wing.

[0029] The power module 5 is used to supply power to the motor 4a, and can also provide power for the power unit such as the governor module 9, the flight control system 6, and the like. The power module 5 can be an electric power storage device, such as a rechargeable battery, a super capacitor, a nuclear battery, etc., and the rechargeable battery can be a lithium ion battery, or other types of rechargeable batteries such as a nickel-cadmium battery, a nickel-hydrogen battery, a lithium-lithium battery, or the like. The power module 5 can also be a power generating device, including a power input device for the generator and the power connection generator, the power input device can be a heat engine or a fan blade; and the power module 5 can also be an electric power storage device to which the power generating device is connected. The motor 4a uses a brushless motor as the best, but it is not limited. It can also be other types of motors, such as brush motors, AC motors, DC motors, single-phase motors, three-phase motors, and so on. The governor module 9 can adopt a device including an electronic governor, an electron speed controller, a DC motor governor, an AC motor governor, etc., which can adjust the output power of the motor; the governor module 9 can be a motor 4a or other device. A module combined together can also be an independent governor, which can be a single-group output governor for controlling a single motor, or a multi-group output governor for controlling multiple motors separately; type of governor It should match the type of motor 4a, such as brushless motor with brushless electronic governor, brushed motor with brushed electronic governor, and so on. The governor module 9 is controlled by the flight control system 6, and the governor module 9 can be signally or electrically coupled to the flight control system 6; the flight control system 6 is an automatic control system for performing flight attitude and motion parameter control, flight control system 6 Electronic flight control system, digital flight control system, fly-by-wire control system and other flight control systems with automatic control capability can be used; flight control system 6 can be used to collect flight attitude data, analyze and process data, automatically issue control signals, and adjust The speeder module 9 controls the output power of the motor 4a to achieve attitude control of the aircraft.

[0030] The propeller or ducted fan of the attitude adjusting device 4 may form a reaction torque after the rotation, and may adopt a device that balances the setting of the reaction torque or sets the balance reaction torque. It is possible to balance the reaction torque by setting the rotation direction of the propeller or ducted fan of each position adjusting device 4 to the forward and reverse directions, the coaxial positive and negative scull by the reaction torque, and the tilting attitude device 4. setting. Balance reaction The torque device can be a tail rotor, a rudder surface placed below the airflow, or other types of devices, such as the NOTAR tail rotor used by the Boeing MD600N helicopter, which is formed by the favorable interaction between the jet ejector and the rotor downflow. Anti-torque device; A device that balances the reaction torque is not required. It is also possible to implement the yaw control by means of a method of setting the balance reaction torque or a device for balancing the reaction torque. The propeller referred to in the present invention refers to a device that converts engine rotational power into propulsive force by rotation in air, and fans, blades, rotors, and the like also fall within the scope of the propeller of the present invention.

[0031] The thrust device refers to a device that converts engine power into thrust, and the main thrust device 2 can be used to provide the main thrust to the aircraft. The main thrust device 2 may be a rotor connected to the engine, a ducted fan, or other thrust devices, such as a vector engine, a turbofan engine, etc., which can provide a vertical thrust; a rotor or a ducted fan may be used. Turbine shaft engine or piston engine; the number of main thrust devices 2 is not limited and may be one set, two sets or multiple sets. The main thrust device 2 adopts a power-connected engine rotor or a ducted fan. The reaction torque can be balanced by referring to the balance reaction torque of the above-described posture device 4, and the reaction torque of the attitude adjusting device 4 can be integrated to balance the reaction torque by the above method. Here, the repetitive description will not be repeated; similarly, it is not necessary that the main thrust device 2 is a device that uses a power-connected rotor or a ducted fan to balance the reaction torque. It is also possible to implement the yaw control by means of a method of balancing the reaction torque or a device for balancing the reaction torque. Although the resultant force of the vertical lift generated by the main thrust device 2 deviates from the center of gravity of the aircraft, the balance of the aircraft can be achieved by the attitude control device, but this increases the burden of the attitude control device, so the preferred connection position of the main thrust device 2 can be all the main thrusts. The resultant force of the lift generated by the device 2 can act at a position at the center of gravity of the aircraft, i.e., the position at which the main thrust device 2 is disposed substantially balances the aircraft; of course, this is only one of the preferences and is not limiting.

[0032] The above-mentioned "focusing device 4 may be disposed at the end of the main wing", mainly referring to the propeller or ducted fan 4b of the posture device 4 being disposed at the end of the main wing. The motor 4a may be connected to the propeller or ducted fan 4b through an output shaft or a transmission device, and the motor 4a is disposed at the end of the main wing together with the propeller or ducted fan 4b; or the motor 4a is driven by a transmission shaft or the like with a propeller or a culvert The duct fan 4b is connected, the motor 4a is disposed at other parts of the aircraft, and only the propeller or ducted fan 4b is connected to the end of the main wing; "the portion of the position adjusting device 4" or "all of the position adjusting device 4" is disposed at the end of the main wing These two simple transformations are all within the spirit and scope of the "the position of the position adjusting device 4 disposed at the end of the main wing" of the present invention. The position where the main wing is connected to the fuselage is The root portion, the end portion of the main wing mentioned above refers to the outermost end of the main wing away from the root, and the expressions "the tip, the tip of the main wing" and the like are all within the spirit and scope of the "end of the main wing" of the present invention.

[0033] The posture device 4 may be embedded in the main wing or may be connected to the main wing outside the main wing. However, since the posture device 4 is embedded in the main wing and is limited by the size of the main wing, the posture device 4 is on the main wing. Connecting to the main wing outside is a preferred solution; of course, this is only preferred and not limiting. FIG. 5 is a schematic view showing a wing of a vertically ascending and descending aircraft according to the present invention connected to a wing and a propeller through an elongated shaft. The position adjusting device 4 is connected to the motor 4a by a propeller, and the extension shaft 14 can be used to connect the wing and the propeller. The downwash flow generated by the propeller is not blocked by the wing; the elongated shaft 14 may be aerodynamically shaped cylindrical, diamond shaped or the like.

[0034] As a further improvement of the vertical take-off and landing aircraft of the present invention, the aircraft is further provided with at least one attitude adjusting device 4 placed at the head or the tail of the aircraft. The position adjusting device 4 can be directly connected to the body 1, or connected to the body 1 of the head or the tail of the aircraft through a mechanism such as a empennage, a canard, and an extension shaft 14. As a further improvement, the aircraft is also provided with a horizontal tail, which includes a left tail and a right tail; each of the attitude devices 4 is disposed at the ends of the left tail, the right tail, the left half, and the right half.

2 is a schematic structural view of a vertical take-off and landing aircraft according to the present invention, wherein the main wing may be a two-wing structure, wherein the first main wing 3a is placed in the front half of the aircraft near the nose side, and the second main wing 3b is placed on the aircraft. The rear half is near the tail side; the respective half wings of the first main wing 3a and the second main wing 3b are respectively provided with the posture adjusting device 4. As a further improvement, each of the attitude adjusting devices 4 may be disposed at the ends of the respective half wings of the first main wing 3a and the second main wing 3b, respectively. The first main wing 3a can also be configured as a forward swept wing. Each half wing refers to each of the left and right wings.

[0036] As a further improvement of the vertical take-off and landing aircraft of the present invention, the attitude adjusting device 4 can be movably connected, and the propeller or ducted fan 4b is set to be tiltable between a horizontal position and a vertical position; the posture adjusting device 4 is also Includes tilting device. The servo actuator 11 can be used as a tilting device, and the servo actuator 11 can be connected or electrically connected to the flight control system 6; the servo actuator is an actuator of a flight control system, also called a steering gear; The control surfaces of the aircraft can be directly controlled (such as composite steering gear type) or indirect (such as auxiliary steering gear type) according to the output command of the flight control computer. There are many types of servo actuators, which can be operated by electro-hydraulic servo. Other types of servo actuators, such as electric servo actuators or pneumatic servo actuators, etc., can also be used. It is also possible to use a device such as a motor-connected gear set as a tilting device. The posture device 4 can be movably connected by a hinge device 13 or a hinge or the like. 3 is a schematic view showing a tilting device connected to a tilting device of a vertical take-off and landing aircraft according to the present invention, which may be provided with a nacelle 10 for loading a motor 4a or a transmission device, and the motor 4a is output through a motor. The shaft is connected to the propeller or connected to the propeller through a transmission; the nacelle 10 is movably connected to the wing through the shaft device 13, and of course, the movable connection between the nacelle and the wing can be realized by means of a hinge or the like; the nacelle 10 and the servo actuate The servo 11 is operatively coupled, and the servo actuator 11 can be directly coupled to the nacelle 10 or can be coupled to the nacelle 10 via the crankshaft 12 to effect tilting of the position adjusting device 4. Of course, the nacelle 10 may not be provided, and the motor 4a and the wing may be directly connected. The motor 4a is connected to the propeller or the ducted fan 4b through the motor output shaft; and the motor 4a is operatively connected with the servo actuator 11, thereby realizing Tilting of the propeller or ducted fan 4b. When the posture adjusting device 4 is connected to the motor 4a by the ducted fan, the duct can be movably connected through the shaft device 13 or the hinge, and the duct is operatively connected with the servo actuator 11, thereby realizing the tilting of the ducted fan.

[0038] When the propeller or ducted fan 4b is tilted, the motor 4a does not have to be tilted with the propeller or ducted fan 4b.

For example, the motor 4a is connected to the propeller or ducted fan 4b through a transmission device such as a transmission shaft, and the motor 4a is disposed at a different position from the propeller or ducted fan 4b, so that only the propeller or ducted fan 4b can be tilted; when the motor 4a passes through the motor The output shaft is coupled to the propeller or ducted fan 4b, and the motor 4a can be tilted with the propeller or ducted fan 4b; this simple transformation is still within the spirit and scope of the present invention.

[0039] As a further improvement of the vertical take-off and landing aircraft of the present invention, the power module 5 includes an electric power storage device, a generator, and the generator is electrically coupled with the electric power storage device; the propeller or ducted fan 4b of the attitude adjusting device 4 and the power generation device The machine power is connected; the motor 4a includes a rotor and a stator, and the rotor of the motor 4a also serves as a rotor of the generator.

[0040] As a further improvement of the vertical take-off and landing aircraft of the present invention, two sets of main thrust devices 2 are respectively disposed on the left and right sides of the middle portion of the fuselage 1, and the main thrust device 2 is a turbofan engine, a turbojet engine, and power. Connect any of the engine's rotor or ducted fan. Fig. 4 is a schematic view showing the ridge portion of the middle portion of the fuselage of the vertical take-off and landing aircraft of the present invention. The top portion of the middle portion of the fuselage 1 may be provided with a ridge portion 7 to which the main thrust device 2 is connected. The ridge portion 7 is raised on the top of the fuselage 1 for raising the height of the main thrust device 2; the ridge portion 7 can be arranged to be aerodynamically streamlined.

[0041] When the main thrust device 2 is any one of a turbofan engine, a turbojet engine, and a ducted fan of a power connection engine, the main thrust device 2 can be directly connected to the body 1 through an engine or a duct. Main thrust The device 2 is a rotor 功率 that is electrically connected to the engine, and the main thrust device 2 can be connected to the body 1 through a mechanism such as a short wing 8 or a connecting shaft. It is also possible to provide the main thrust device 2 with a nacelle for loading the engine or the transmission; the engine or the duct or the nacelle can be connected via the hinge device 13 or the articulated movement, and then the servo actuator and the engine or nacelle Or an operative connection of the ducts to effect tilting of the main thrust device 2.

[0042] The position where the wing is connected to the fuselage is the root, and the end of the main wing or the horizontal tail of the present invention refers to the outermost end of the wing away from the root, the tip of the main wing or the horizontal tail, The expression "points" are within the spirit and scope of the "end" of the main wing or horizontal tail of the present invention. The expression "set" or "set in" with respect to the position of the position setting device 4 referred to in the present invention includes the range of "embedded within" and "connected outside"; by direct or It is still within the scope of the technical solution of the present invention to indirectly connect the position adjusting device 4 without substantially changing the position of the aircraft in which the position adjusting device 4 of the present invention is located.

[0043] As a further improvement of the vertical take-off and landing aircraft of the present invention, the main wing and the horizontal tail may be provided with ailerons or flaps, or the ailerons and the flaps may be provided at the same time; the ailerons of the second main wing may also serve as the elevator. Further, the aircraft may also be provided with a vertical tail, and the vertical tail may also be provided with a rudder; the rudder control system may also be equipped with a damper to stop the yaw phenomenon, rudder and damper of the aircraft during high-altitude high-speed flight. Not required. The aircraft is also provided with a landing gear device, which may also include a bearing strut, a shock absorber, a retracting mechanism, a front wheel damper and a turning steering mechanism.

The above embodiments are only intended to illustrate the technical solutions of the present invention and are not intended to be limiting, and the present invention will be described in detail with reference to the preferred embodiments. The technical solutions of the present invention are modified or equivalent, without departing from the spirit and scope of the technical solutions of the present invention; any simple modifications, equivalent changes and modifications made to the above embodiments in accordance with the technical spirit of the present invention still belong to the technical solutions of the present invention. In the range.

technical problem

Problem solution

Advantageous effects of the invention

Claims

Claim

[Claim 1] A vertical take-off and landing aircraft comprising a fuselage (1), a main wing, a main thrust device (2) that can tilt between a horizontal position and a vertical position, and the main thrust device (2) a tilting tilting device, an attitude control device for controlling a flight attitude; the main wing includes a left half wing and a right half wing, and the main thrust device (2) uses a heat engine as a power device; The attitude control device is composed of a power module (5) and at least two attitude adjusting devices

(4), governor module (9), flight control system (6); said attitude adjustment device (4) by motor (4a), propeller or ducted fan connected to motor (4a)

(4b) composition; the governor module (9) is used for respectively adjusting the output power of the motor (4a) of each position adjusting device (4), and the governor module (9) accepts the flight control system (6) control; the power module (5) is for providing power; at least one of the positioning devices (4) is disposed on the left half wing, and at least one of the positioning devices (4) Set in the right half wing as described.

[Claim 2] The VTOL aircraft according to claim 1, wherein: the aligning device (4) is disposed at an end of the main wing.

[Claim 3] The VTOL aircraft according to claim 1, wherein: the aircraft is further provided with at least one of said pointing devices (4) placed at the head or tail of the aircraft

[Claim 4] The vertical take-off and landing aircraft according to claim 3, wherein: the aircraft is further provided with a horizontal tail, the horizontal tail includes a left tail and a right tail; and each of the posture devices (4) ) are respectively disposed at the ends of the left rear wing, the right rear wing, the left half wing, and the right half wing.

[Claim 5] The VTOL aircraft according to claim 1, wherein: the main wing is a two-wing structure, wherein the first main wing (3a) is placed in the front half of the aircraft near the nose side, and the second The main wing (3b) is placed on the side of the rear half of the aircraft near the tail; the respective half-wings of the first main wing (3a) and the second main wing (3b) are respectively provided with the positioning device (

[Claim 6] The VTOL aircraft according to claim 5, wherein: each of the tones The attitude devices (4) are respectively disposed at ends of the respective half wings of the first main wing (3a) and the second main wing (3b).

The VTOL aircraft according to claim 5, characterized in that: said first main wing (3a) is provided as a forward swept wing.

A vertical hoisting and landing aircraft according to any one of claims 1 to 7, characterized by: movably connecting said aligning device (4), said propeller or ducted fan (4b) being arranged to be horizontally The tilting is performed between the vertical positions; the pointing device (4) further includes a tilting device.

The VTOL aircraft according to claim 8, wherein: the power module (5) comprises an electric power storage device, a generator, and the generator is electrically coupled to the electric power storage device; a propeller or ducted fan (4b) of the position adjusting device (4) is connected to the generator power; the motor (4a) includes a rotor and a stator, and a rotor of the motor (4a) doubles as a rotor of the generator .

The vertical take-off and landing aircraft according to claim 8, characterized in that: two sets of main thrust devices (2) are respectively disposed on the left and right sides of the middle portion of the fuselage (1), and the main thrust device (2) is a vortex Any of a fan engine, a turbojet engine, a rotor that powers the engine, or a ducted fan.

The vertical take-off and landing aircraft according to claim 10, characterized in that: the top of the middle portion of the fuselage (1) is provided with a ridge portion (7), and the main thrust device (2) is connected to the ridge portion (7).

A vertical hoisting and landing aircraft according to any one of claims 1 to 7, characterized in that: two sets of main thrust devices (2) are respectively disposed on the left and right sides of the middle section of the fuselage (1), said main thrust device ( 2) Any of a turbofan engine, a turbojet engine, a power-connected engine rotor or a ducted fan.

The vertical take-off and landing aircraft according to claim 12, characterized in that: the top of the middle portion of the fuselage (1) is provided with a ridge portion (7), and the main thrust device (2) is connected to the ridge portion (7).