WO2018072757A1

WO2018072757A1 - Self-spinning control system and flight vehicle

Info

Publication number: WO2018072757A1
Application number: PCT/CN2017/107313
Authority: WO
Inventors: 刘德庆
Original assignee: 刘德庆
Priority date: 2016-10-21
Filing date: 2017-10-23
Publication date: 2018-04-26
Also published as: CN106379534A; CN106379534B

Abstract

A flight vehicle (100) comprising a drive unit that does circular motions, an air inlet ring (30), and an air outlet ring (40). When the drive unit spins, the airflows in the air inlet ring and the air outlet ring are in communication. The air outlet ring is provided with several air outlet ring airflow interruption wings (41), the air outlet ring airflow interruption wings changing the direction of the airflow of the drive unit from tangential to radial. The aerial vehicle uses the air outlet ring airflow interruption wings to convert the airflow that has been suctioned in, held, and made to spin at a high speed by the drive unit to become an airflow discharged radially, thereby enabling the balance of the self-spinning momentum of the self-spinning airflow, and ensuring normal flight.

Description

Spin control system and aircraft

Cross-reference to related applications

The present application claims priority to Chinese Patent Application No. Serial No. No. No. No. No. No. No. No. No. No. No.

Technical field

The present invention relates to the field of aircraft, and in particular to a spin control system and an aircraft.

Background technique

The more common aircraft currently available are fixed-wing aircraft and helicopters. A fixed-wing aircraft is an aircraft that produces forward thrust or tension from a power unit, generates lift from a fixed wing of the fuselage, and is heavier than air in the atmosphere. However, fixed-wing aircraft have to undergo long acceleration or deceleration during take-off or landing, and it is difficult to turn and cannot realize immediate steering.

The helicopter is lifted off by a pair or several rotors and can take off and land in heavy air. Although the helicopter can take off and land vertically, the airflow induced by the helicopter rotor will diverge around, resulting in a large loss of airflow power and a slower flight speed. Moreover, the helicopter rotor is huge and exposed, and it is easy to cause serious accidents due to touching objects.

Summary of the invention

In view of this, the object of the present invention is to overcome the deficiencies in the prior art and to provide a spin control system and an aircraft that can resolve spin stress and improve kinetic energy utilization.

In order to solve the above problems, the first solution provided by the present invention is as follows:

A spin control system is applied to an aircraft, the aircraft comprising a power unit for circular motion, the spin control system comprising an air inlet ring and an air outlet ring, the air intake ring when the power unit rotates And the airflow of the air outlet ring,

The air outlet ring is provided with a plurality of air outlet ring spoilers, and the air outlet ring spoiler converts the tangential air flow of the power unit into a radial air flow.

The airflow that is sucked in and entangled by the airflow ring to convert the high-speed rotating airflow into the radial jetted airflow achieves the spin momentum balance of the spin airflow itself, and fully utilizes the kinetic energy it carries. The spin control system resolves the self-rotation of the aircraft caused by the power unit on the aircraft, reducing the loss of kinetic energy due to self-rotation.

In an exemplary embodiment, further comprising a servo motor and an annular guide vane, the guide vane ring being disposed on the air outlet ring, the air flow flowing from the air outlet ring to the air guiding wing The servo motor drives a shape change of the guide vane.

The flow of air ejected radially from the air outlet ring guides the flow wing, which is equivalent to the direction control unit of the aircraft, and the direction of the air flow is guided by the change of the shape of the air guide wing so that the aircraft has different flight directions. The shape of the guide vane is controlled by the servo motor. Since the guide vane ring is arranged on the air outlet ring, the guide vane is annular, and the shape change is continuous, so that the aircraft can be reversed in all directions to achieve the right Precise control of the flight direction of the aircraft.

In an exemplary embodiment, the outlet ring spoiler is shaped such that one end is tangent to a circle of circular motion of the power unit and the other end is in the same radial direction as the circular motion of the power unit.

The circular motion of the power unit drives the airflow to rotate. The rotating airflow is introduced through the tangential end of the airflow ring spoiler and the direction of rotation of the power unit, and is derived from the same end in the radial direction of the circular motion of the power unit, which is subtly suppressed. The self-rotation of the aircraft, while at the same time wasted the gas flow energy of the power unit.

In an exemplary embodiment, the inlet ring is circumferentially provided with a plurality of inlet ring spoilers, the direction of inclination of the inlet ring spoiler being the same as the steering of the power unit.

When the power unit rotates, it induces the same airflow, which causes the indirect rotation of the aircraft body in the opposite direction, which makes the aircraft unable to fly normally. An air inlet ring spoiler is provided on the air inlet ring of the aircraft body in the same oblique direction as the power unit steering. When the power unit induces the flow of the gas, the air intake ring turbulence wing causes the aircraft body to obtain a rotation similar to the direction of rotation of the power unit, thereby balancing the above-mentioned non-autonomous self-rotation.

In an exemplary embodiment, the angle of inclination of the air inlet ring spoiler is variable, and the angle of inclination of the air inlet ring is controlled by a motor.

Since the rotational speed of the power unit is variable, the inclination angle of the air inlet ring is variable to ensure that the aircraft body can always obtain a suitable spin stress.

To solve the above problems, the second solution provided by the present invention is as follows:

An aircraft, including an aircraft body, further comprising the spin control system described above.

In an exemplary embodiment, the control system further includes a servo motor and an annular guide vane disposed on an outer edge of the aircraft body, the air flow flowing from the air outlet ring The servo motor drives a shape change of the guide vane on the guide vane.

In an exemplary embodiment, the spin control system further includes a servo motor and an annular guide vane, the guide vane ring is disposed on the air outlet ring, and the air flow flows from the air outlet ring The servo motor drives a shape change of the guide vane on the guide vane.

Since the rotational speed of the power unit is variable, in order to ensure that the aircraft body can always obtain a more appropriate self Spiral stress, the inclination angle of the air inlet ring is variable.

In an exemplary embodiment, the spin control system further includes an energy storage unit and a drive unit, the drive unit including a fan, the energy storage unit being evenly distributed on the aircraft body to power the fan.

In an exemplary embodiment, the spin control system further includes a power disk and a support disk, the power disk and the support disk being in the shape of a disk, both of which are disposed on the aircraft body.

In an exemplary embodiment, the power disk and the support disk are both annular and both are integrally formed; the power disk is rotatably coupled to the support disk.

In an exemplary embodiment, one side of the power disk is provided with a plurality of turbine blades and the other side is provided with a plurality of drive blades.

In an exemplary embodiment, the support disk is provided with an annular air collecting ring, and a gap is formed between the air collecting ring and the power disk, and the driving blade is disposed in the gap.

In an exemplary embodiment, the air collecting ring is an annular arch on the support plate

In an exemplary embodiment, the support disk is circumferentially provided with a plurality of rollers for supporting the power disk, the axis of the roller being parallel to the contact surface of the power disk.

In an exemplary embodiment, the contact surface of the power disk and the roller is a slope, and the power disk is in line contact with the roller.

The above described objects, features and advantages of the present invention will become more apparent and understood.

DRAWINGS

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the embodiments will be briefly described below. It should be understood that the following drawings show only certain embodiments of the present invention, and therefore It should be seen as a limitation on the scope, and those skilled in the art can obtain other related drawings according to these drawings without any creative work.

1 is a schematic cross-sectional view showing an essential part of an aircraft according to an embodiment of the present invention;

2 is a schematic view showing an aircraft parked on a water surface according to an embodiment of the present invention;

3 is a schematic enlarged structural view of a flight power system according to an embodiment of the present invention;

Figure 4 shows a top perspective view of an aircraft provided by an embodiment of the present invention;

Figure 5 is a plan view showing a power disk according to an embodiment of the present invention;

Figure 6 is a front elevational view showing a power disk according to an embodiment of the present invention;

Figure 7 is a bottom plan view of a power disk according to an embodiment of the present invention;

FIG. 8 is a partially enlarged schematic view showing the power disk support of the flight power system according to the embodiment of the present invention; FIG.

Figure 9 is a plan view showing an aircraft provided by an embodiment of the present invention;

Figure 10 is a bottom plan view of an aircraft provided by an embodiment of the present invention;

FIG. 11 is a schematic structural diagram of a spin control system according to an embodiment of the present invention;

12 is a schematic structural view of an air outlet ring spoiler and a power disk steering provided by an embodiment of the present invention;

FIG. 13 is a schematic diagram showing the structure of a flat aircraft motion control of an aircraft according to an embodiment of the present invention; FIG.

FIG. 14 is a schematic view showing a direction of a flat flying airflow of an aircraft according to an embodiment of the present invention; FIG.

FIG. 15 is a schematic diagram showing a structure of a helicopter control system according to an embodiment of the present invention; FIG.

Figure 16 is a schematic view showing the structure of the head of the aircraft according to the embodiment of the present invention;

FIG. 17 is a schematic diagram showing a structure of a dive maneuver control of an aircraft according to an embodiment of the present invention; FIG.

FIG. 18 is a schematic structural view showing the steering ring of the air inlet ring and the steering of the power disk according to the embodiment of the present invention; FIG.

FIG. 19 is a schematic structural view showing the inclination adjustment of the air inlet ring spoiler wing according to the embodiment of the present invention.

The main component symbol description:

100-aircraft; 10-aircraft body; 11-cabin door; 12-landing gear; 20-flight power system; 21-energy storage unit; 22-fan; 23-power disk; 231-turbine blade; 24-supporting disc; 241-winding ring; 242-air inlet; 25-roller; 30-intake ring; 31-intake ring spoiler; 311, 61-servo motor; 40-exhaust ring; Outlet ring spoiler; 50-spin control system; 60-diver.

detailed description

To facilitate an understanding of the present invention, a spin control system and an aircraft will be described more fully hereinafter with reference to the associated drawings. Preferred embodiments of the spin control system and aircraft are given in the drawings. However, spin control systems and aircraft may be implemented in many different forms and are not limited to the embodiments described herein. Rather, the purpose of providing these embodiments is to make the disclosure of the spin control system and aircraft more thorough and comprehensive.

It should be noted that when an element is referred to as being "fixed" to another element, it can be directly on the other element or the element can be present. When an element is considered to be "connected" to another element, it can be directly connected to the other element or. In contrast, when an element is referred to as being "directly on" another element, there is no intermediate element. The terms "vertical", "horizontal", "left", "right" as used herein. And similar expressions are for illustrative purposes only.

All technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs, unless otherwise defined. The terminology used herein in the specification of the spin control system and the aircraft is for the purpose of describing the specific embodiments and is not intended to limit the invention. The term "and/or" used herein includes any and all combinations of one or more of the associated listed items.

The specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

Example

As shown in FIG. 1, the aircraft 100 includes an aircraft body 10 having a dome-shaped dish shape similar to a flying saucer in a film and television work, or similar in shape to a dome hat. The structural material of the aircraft body 10 can be made of the same material as the aircraft. When the aircraft 100 is flying at a high altitude, the aircraft body 10 is subjected to internal pressure, and a hard aluminum having high tensile strength and fatigue resistance is required as a skin material. The frame of the aircraft body 10 is made of super-hard aluminum, and the reinforcing frame subjected to a large load is made of high-strength structural steel or titanium alloy.

The aircraft body 10 is hollow, and the hollow interior is an accommodation space. The interior of the aircraft body 10 can be divided into several parts, such as a cockpit, a passenger compartment, a storage compartment, a restroom, and the like. The dove side of the aircraft body 10 is provided with a hatch 11 for accessing and exiting the aircraft body 10. After the hatch 11 is opened, a ladder (not shown) can be retracted for the occupants to return to the ground.

A giant parachute is also darkly placed on the top of the aircraft body 10, and is ejected in an emergency to achieve safe landing of the aircraft 100.

The underside of the aircraft body 10 is provided with a landing gear 12 for attachment means for supporting the aircraft 100 and for ground movement when taking off or landing on the ground. The landing gear 12 of the aircraft 100 can be received in the aircraft body 10 after take-off.

It should be noted that the aircraft 100 can not only take off and descend on the ground, but also can be applied to the water surface due to its light and circular infinite structure performance. The aircraft 100 parked on the surface of the water can be used as a leisure platform and a mother ship. Figure 2 shows a schematic view of the aircraft 100 moored to the surface of the water.

Referring to FIGS. 3 and 4 together, the aircraft 100 further includes a flight power system 20 that powers the aircraft 100 to drive the aircraft 100 to fly. The flying power system 20 includes an energy storage unit 21, a drive unit, a power disk 23, and a support disk 24.

The flying power system 20 includes an energy storage unit 21 and a driving unit. The driving unit in this embodiment is a plurality of fans 22, and the fan is specifically an axial fan, which will be described in detail below. It can be understood that the fan 22 can be used in addition to In addition to the axial flow fan, it can also be a turbofan engine.

The energy storage unit 21 provides power to the blower 22. The energy storage unit 21 may be electric energy, fuel or compressed air, and provides the flight power of the aircraft 100 by converting the electric energy or thermal energy of the energy storage unit 21 into the kinetic energy of the fan 22 .

It can be understood that the energy storage unit 21 has the advantages of being safe and pollution-free, but the energy stored by the energy storage unit 21 is relatively low. The fuel energy storage unit 21 has the advantages of high energy storage and strong power supply, but the flammability and explosiveness of the fuel make it low in carrying safety, and the combustion also generates certain pollution. Therefore, different types of energy storage units 21 should be selected according to actual use requirements. The energy storage unit 21 is evenly distributed on the aircraft body 10, so that the force of the aircraft 100 is more balanced, which is advantageous for the balance and stability of the flight.

The power disk 23 and the support disk 24 are in the shape of a disk, and both are disposed on the aircraft body 10. The support disk 24 is concentrically disposed on the outer edge of the aircraft body 10, and the support disk 24 is fixed relative to the aircraft body 10. The power disk 23 is rotatably coupled to the support disk 24, i.e., the power disk 23 is rotatable relative to the support disk 24, and the rotation relative to the support disk 24 is relative to the rotation of the aircraft body 10.

Specifically, both the power disk 23 and the support disk 24 are annular, and both are integrally formed profiles. The integrally formed power disk 23 is compact and complete, and has less air leakage during the entrainment of the airflow, reducing kinetic energy loss. The material of the power disk 23 can be made of carbon fiber, which has the characteristics of light weight and high strength.

Referring to FIG. 5 to FIG. 7 together, one side of the power disk 23 is provided with a plurality of turbine blades 231, and the other side is provided with a plurality of driving blades 232. A plurality of fans 22 are disposed on the aircraft body 10 and drive the power disk 23 to rotate by the drive blades 232.

As described above, the driving blade 232 is for increasing the force receiving area of the power disk 23, that is, increasing the driving force applied to the power disk 23. The turbine blades 231 are used to generate a directionally stable wind. The drive unit is a plurality of fans 22, and when a single fan 22 fails, the flight is hardly affected, and the failure of the plurality of fans 22 is minimal. The power source of the aircraft 100 is more stable and the flight is safer. In addition, the fan 22 is evenly disposed on the circumference of the power disk 23, so that the driving force of the power disk 23 is relatively stable and the dynamic balance is better.

In this embodiment, eight fans 22 are uniformly disposed on the aircraft body 10 in a circumferential direction, and the fan 22 is an axial fan. The aircraft body 10 is uniformly provided with 32 electric energy storage units 21 on the circumference. It can be understood that the number of the fans 22 can also be 6, 12, etc., and the energy storage unit 21 can also be other numbers.

The wind of the blower 22 blows the drive power disk 23 on the drive blade 232, and the turbine blade 231 causes the airflow to produce a directional flow. Using a combination of the fan 22 and the drive blade 232, the aircraft is made The power of 100 is abundant. It will be appreciated that the power disk 23 can be viewed as a giant fan placed in the aircraft body 10 that illuminates the flow of airflow around the aircraft body 10.

The support disk 24 is provided with an annular air collecting ring 241, and the power disk 23 is rotatably coupled to the support disk 24. A gap is formed between the air collecting ring 241 and the power disk 23, and the driving blade 232 is disposed in the gap. The wind of each fan 22 flows toward the gap, and an annular air flow is formed in the gap between the air collecting ring 241 and the power disk 23, and the annular air flow pushes the driving blade 232 to drive the power disk 23 to rotate. The air collecting ring 241 is uniformly provided with the same number of air inlets 242 as the number of the fan 22, and is eight in this embodiment. Each fan 22 supplies air to the gap between the air collecting ring 241 and the power disk 23 through the air inlet 242. The gap has a collecting effect on the wind, so that the wind of the fan 22 is more concentrated, and the wind energy loss of the fan 22 is reduced. The driving force received by the power disk 23 is made stronger. The two wind directions of the axial flow fan of the present embodiment can drive the forward and reverse rotation of the power disk 23.

It should be noted that the air collecting ring 241 is an annular arch on the supporting plate 24, but the height of the arching is different, the air collecting ring 241 provided with the air inlet 242 is arched higher, and the other part is lower arched. . Referring to FIG. 8 together, the arched state of the collecting ring 241 in FIG. 8 is a normal arching state. The arched state of the collecting ring 241 in Fig. 3 is the inlet of the blower 22. It should be noted that the power disk 23 is an embodiment of the power unit, and the power disk 23 can be regarded as a large-sized fan, and the flow of the airflow is induced by the rotation of the power disk 23. It can be understood that the power unit can also be a plurality of turbofan engines, such as a plurality of circumferentially distributed turbofan engines, that can illuminate the flow of the airflow.

A plurality of rollers 25 are provided on the upper circumference of the support disk 24. The rollers 25 are used to support the power disk 23, and the axis of the roller 25 is parallel to the contact surface of the power disk 23.

The power disk 23 is disposed on the support disk 24 via a roller 25, and the roller 25 has a support for the power disk 23. At the beginning of the rotation of the power disk 23, the power disk 23 is in contact with the roller 25, and drives the roller 25 to rotate together. The sliding friction of the wheel 25 and the support disk 24 is rolling friction, which reduces the power disk 23. Start resistance. The axis of the roller 25 is parallel to the contact surface of the power disk 23, the contact surface of the power disk 23 and the roller 25 is inclined, and the axis of the roller 25 is parallel to the slope of the power disk 23, that is, the power disk 23 and the roller 25 are in line contact. The advantage is that the support stability of the wheel 25 to the power disk 23 is better, so that the positioning of the power disk 23 is more accurate. Since the power disk 23 rotates at a high speed, a negative pressure is formed below it, and is separated from the roller 25 to form a suspended state of the air bearing. The suspended power disk 23 is in mechanical contact with the components of the aircraft 100, so there is no kinetic energy loss due to mechanical friction, which improves the kinetic energy utilization of the power disk.

It should be noted that, in order to satisfy the use strength, the roller 25 is preferably a bearing, and the bearing has high support rigidity, small wear during rotation, and good mechanical strength.

Referring to FIG. 9 and FIG. 10 together, an air inlet ring 30 is disposed on an upper portion of the aircraft body 10, and an air outlet ring 40 is disposed at a lower portion of the aircraft body 10. The airflow is driven by the rotation of the power disk 23 to flow into and out of the air inlet ring 30. The ring 40 flows out. The gas ejected from the lower portion of the aircraft body 10 creates a reverse momentum to lift the aircraft 100.

With the rotation of the airflow induced by the power disk 23, the aircraft body 10 produces a degree of non-autonomous rotation, and such non-autonomous rotation of the aircraft body 10 prevents the aircraft 100 from flying properly. Therefore, in order to solve the non-autonomous rotation of the aircraft 100 and improve the utilization of the flying action energy, the aircraft 100 further includes a spin control system 50.

As shown in FIG. 11, the spin control system 50 includes an air inlet ring 30 and an air outlet ring 40. The power unit, that is, when the power disk 23 rotates, the airflow of the air inlet ring 30 and the air outlet ring 40 flows, and the air outlet ring 40 is provided with a plurality of air outlet spoilers 41, and the air outlet ring spoiler 41 connects the power disk 23 The tangential airflow is converted to a radial airflow.

By using the air outlet spoiler 41, the power disk 23 is sucked in and entrained, and the high-speed rotating airflow is converted into the radially jetted airflow, that is, the spin momentum balance of the spin airflow itself is realized, and the kinetic energy carried by the spin airflow is fully utilized. The spin control system 50 resolves the non-autonomous rotation of the aircraft 100 caused by the power disk 23 on the aircraft 100, reducing kinetic energy losses due to the non-autonomous rotation of the aircraft 100.

As shown in FIG. 12, the direction of the arrow in the figure is the steering of the power disk 23, and the shape of the air outlet ring spoiler 41 is such that one end is tangent to the circle of the power disk 23, and the other end is the same as the radial direction of the power disk 23. That is, one end of the air outlet spoiler 41 is tangential to the aircraft body 10 by the inner end of the aircraft body 10, and the outer edge of the aircraft body 10 is the same as the radial direction of the aircraft body 10.

The circular motion of the power disk 23 drives the airflow to rotate, and the rotating airflow is introduced through the tangential end of the airflow ring spoiler 41 and the direction of rotation of the power disk 23, and is derived from the same end in the radial direction of the circular motion of the power disk 23. The self-rotation of the aircraft 100 is subtly suppressed while the gas flow energy of the power disk 23 is wasted.

As can be seen from the above, the airflow entrained by the power disk 23 is ejected in the radial direction of the aircraft body 10 through the air outlet ring spoiler 41, and the direction of the discharge is constant and the airflow in the radial direction does not function to lift the aircraft 100. . The aircraft 100 thus also includes a servo motor 61 and an annular guide vane 60.

Referring to FIG. 13 to FIG. 17 together, the guide vane 60 is disposed on the air outlet ring 40, and the air flow is guided by the air outlet ring 40 to the flow wing 60. The servo motor drives the shape of the guide vane 60 to change. The addition of a guide vane 60 with a drive motor allows the flight direction of the aircraft 100 to be adjusted, and the impediment of the airflow to the air outlet ring 40 through the guide vane 60 causes the aircraft 100 to either rise, or float, or advance, Or back, or lean forward, or back, or roll left and right.

The flow of air ejected radially from the air outlet ring 40 is directed to the flow wing 60, which corresponds to the direction control unit of the aircraft 100, and the direction of the air flow is directed by the change in shape of the air guide vane 60 such that the aircraft 100 has a different Flight direction. The shape of the guide vane 60 is controlled by a servo motor. Since the guide vane 60 is disposed on the air outlet ring 40, The guide vanes 60 are annular and their shape changes are continuous, so that the aircraft 100 can be reversed in various directions to achieve precise control of the flight direction of the aircraft 100.

Specifically, as shown in FIG. 13, the aircraft 100 is propelled to the right for advancement, and the right side is the nose of the aircraft 100. The right guide vane 60 is bent into the interior of the aircraft body 10, and the airflow ejected from the air outlet ring 40 is directed to the left side of the aircraft 100, and then continuously turned outward until the left guide vane 60 is turned over. To the level, the airflow radially discharged from the air outlet ring 40 is also diverted to the left. It can be understood that due to the continuous change of the shape of the guide vanes 60, the guide vanes 60 on both sides of the middle portion are folded downward at 90°, and the flow guiding direction is vertically downward. The direction of the airflow in this state is as shown in FIG. 14, and the aircraft 100 receives a constant lifting force and a driving force that advances to the right, thereby achieving the leveling of the aircraft 100.

As shown in FIG. 15, when the guide vane 60 is bent downward by 90°, the guide vane 60 directs the wind ejected from the air outlet ring 40 downward, and the circumference of the aircraft 100 is evenly pressed. The upward recoil force caused by the jetted airflow, the aircraft 100 is subjected to a vertically upward torsion force, and the aircraft 100 flies vertically upward. The radial outflow of the air outlet ring 40 of the aircraft 100 is directed vertically downward by the guide vanes 60, and the lifting force of the aircraft 100 is achieved by the collision of the air flow.

As shown in Fig. 16, when the right guide vane 60 is bent downward by 90, and then continuously turned outward, until the left guide vane 60 is horizontally flattened. The radial outflow of the air outlet ring 40 on the right side of the aircraft 100 is vertically downwardly guided by the guide vane 60, and then gradually led out obliquely downward to the left until the left side is horizontally leftward, and the derived wind direction change is continuous. . The force on the right side of the aircraft 100 is greater than the left side, thereby enabling the aircraft 100 to maneuver while flying to the right.

As shown in FIG. 17, when the right guide vane 60 is bent into the interior of the aircraft body 10, the radial airflow of the air outlet ring 40 is directed to the left side of the aircraft 100, and then continuously turned outward until The guide vanes 60 on the left are bent downward at 90°. The radial air outlet of the air outlet ring 40 on the right side of the aircraft 100 is straightly led out by the guide vane 60, and then gradually led out obliquely downward to the left until the left side is turned vertically downward, and the derived wind direction change is continuous. of. The force on the left side of the aircraft 100 is greater than the right side, thereby achieving a swooping maneuver when the aircraft 100 is flying to the right.

It can be understood that the aircraft 100 can be lifted upright or tilted upwards. When descending, the different ways can be selected according to the actual lifting and landing conditions.

It should be noted that the continuous change of the shape of the annular guide vane 60 is controlled by a servo motor, and the guide vane 60 is a flexible member. The guide vane 60 of the embodiment adopts a flexible solar panel as a surface layer. Converting solar energy into electrical energy and enhancing the power reserve of the aircraft 100. A mechanism such as a screw rod is disposed inside the guide vane 60, and the shape of the guide vane 60 is changed by the movement of the internal screw rod link by the servo motor.

The spin control system 50 further includes an air inlet ring 30. The air inlet ring 30 is provided with a plurality of air inlet ring spoilers 31. The inclination direction of the air inlet ring spoiler 31 is the same as the direction of rotation of the power disk 23.

As shown in Fig. 18, the direction of the arrow in the figure is the direction of rotation of the power disk 23, and the direction of inclination of the inlet ring disturbing blade 31 is the same as that of the power disk. The power disk 23, when rotated, illuminates the same direction of airflow that causes indirect rotation of the aircraft body 10 in the opposite direction, which may cause the aircraft 100 to fail to fly normally. An air inlet ring spoiler 31 is provided on the air inlet ring 30 of the aircraft body 10 in the same oblique direction as the power disk 23 is turned. When the power disk 23 induces the flow of the gas, the air intake ring spoiler 31 obtains the same rotation of the aircraft body 10 as the direction of rotation of the power disk 23, thereby balancing the above-described non-autonomous spin.

Since the rotational speed of the power disk 23 is variable, in order to ensure that the aircraft body 10 can always obtain a suitable spin stress, the inclination angle of the air inlet ring spoiler 31 is variable, and the inclination angle of the air inlet ring spoiler 31 is controlled by the servo motor. 311 control.

As shown in FIG. 19, if the rotational speed of the power disk 23 is large, the non-autonomous rotational stress of the aircraft body 10 is also large, and thus the spin stress generated by the aircraft body 10 itself should also be large. The inclination of the air inlet ring spoiler 31 is increased by the servo motor 311 to achieve the purpose of increasing the spin stress of the aircraft body 10. The principle is similar when the speed is small, and will not be described here.

The working principle of this aircraft is as follows:

The fan 22 is activated, and the gas induced by the fan 22 flows, and a surrounding airflow is formed through the gap between the air collecting ring 241 of the support disk 24 and the power disk 23. The surrounding airflow flows toward the drive blades 232 provided in the gap to drive the power disk 23 to rotate. The turbine blades 231 on the power disk 23 cause the flow of the gas between the intake ring 30 and the air outlet ring 40 when the power disk 23 is rotated. The air inlet ring spoiler 31 on the air inlet ring 30 has the same direction of rotation as the power disk 23, so that the aircraft body 10 obtains a rotational stress that balances its non-autonomous rotation. At the same time, the air outlet ring 40 is provided with an air outlet spoiler 41, and the air flow 23 is sucked and wrapped by the air outlet ring to reduce the airflow which is rotated at a high speed into a radial discharge. The outer edge of the aircraft body 10 is also provided with a guide vane 60, and the radially ejected airflow flow guide vane 60 is transformed by the shape of the guide vane 60 to change the state of flight of the aircraft 100.

It should be noted that similar reference numerals and letters indicate similar items in the following figures, and therefore, once an item is defined in a drawing, it is not necessary to further define and explain it in the subsequent drawings.

The above-mentioned embodiments are merely illustrative of several embodiments of the present invention, and the description thereof is more specific and detailed, but is not to be construed as limiting the scope of the invention. It should be noted that a number of variations and modifications may be made by those skilled in the art without departing from the spirit and scope of the invention. Therefore, the scope of the invention should be determined by the appended claims.

Industrial applicability

1. The airflow that is sucked and wrapped by the power unit and the high-speed rotation is converted into a radial jet by the air outlet ring The airflow, that is, achieves the spin momentum balance of the spin airflow itself, and fully utilizes the kinetic energy it carries. The spin control system resolves the self-rotation of the aircraft caused by the power unit on the aircraft, reducing the loss of kinetic energy due to self-rotation.

2. The direction of the airflow is directed by a change in the shape of the deflector such that the aircraft has a different direction of flight. The guide vanes are annular, and the shape changes are continuous, so that the aircraft can be reversed in all directions to achieve precise control of the flight direction of the aircraft.

3. The spoiler of the air inlet ring with the same direction of rotation of the power disk rotates when the power disk rotates to draw or discharge the wind. The aircraft body obtains the same spin stress of the power disk steering, and the rotary maneuver is stronger. Provides more powerful power for the aircraft to balance the non-autonomous rotation of the aircraft body caused by the rotation of the power disk.

4. The power unit has different rotational speeds, and the direction of the airflow ring spoiler can be changed according to the speed of the power unit, so that the power unit obtains a larger spin stress.

5. The aircraft body has a dome-shaped dish shape, and the upper ring is provided with an air inlet ring and an air outlet ring. The infinite structure of the circular dish-shaped aircraft makes the aircraft have no force and sharp points during flight, which can fully resolve the influence of the ambient airflow and obtain a better flight experience.

In all of the examples shown and described herein, any specific values should be construed as merely exemplary, and not as a limitation, and thus, other examples of the exemplary embodiments may have different values.

Claims

A spin control system configured as an aircraft, the aircraft including a power unit for circular motion, the spin control system including an air inlet ring and an air outlet ring, the air intake ring when the power unit rotates And the airflow of the air outlet ring, characterized in that

The air outlet ring is provided with a plurality of air outlet ring spoilers, and the air outlet ring spoiler converts the tangential air flow of the power unit into a radial air flow.
The spin control system according to claim 1, wherein the shape of the air outlet ring spoiler is tangential to one end of the circular motion of the power unit, and the other end is circularly moved with the power unit. The radial direction is the same.
The spin control system according to claim 1 or 2, wherein the inlet air ring is provided with a plurality of air inlet ring spoilers, and the tilting direction of the air inlet ring spoiler and the power unit The turn is the same.
The spin control system according to claim 3, wherein the inclination angle of the air inlet ring spoiler is variable, and the inclination angle of the air inlet ring is controlled by a motor.
The spin control system according to any one of claims 1 to 4, wherein the spin control system further comprises a servo motor and an annular guide vane, the guide vane ring being disposed on the An air outlet ring, the air flow flowing from the air outlet ring to the air guiding wing, and the servo motor drives a shape change of the air guiding wing.
An aircraft comprising an aircraft body, further comprising the spin control system of claim 1.
The aircraft according to claim 6, wherein said spin control system further comprises a servo motor and an annular guide vane, said annular guide vane being disposed on an outer edge of said aircraft body. The airflow flows from the air outlet ring to the air deflector, and the servo motor drives a shape change of the air deflector.
The spin control system according to claim 6, wherein the spin control system further comprises a servo motor and an annular guide vane, and the guide vane ring is disposed on the air outlet ring. The airflow flows from the air outlet ring to the air deflector, and the servo motor drives a shape change of the air deflector.
The aircraft according to any one of claims 6-8, wherein the inlet air ring is provided with a plurality of air inlet ring spoilers, the inclination direction of the air inlet ring spoiler and the power unit The turn is the same.
The aircraft according to claim 9, wherein said intake ring spoiler has a shape that is tangential to a circle of circular motion of said power unit at one end and a radial direction of circular motion of said other end with said power unit Direction phase with.
The aircraft according to claim 9 or 10, characterized in that the inclination angle of the air inlet ring spoiler is variable, and the inclination angle of the air inlet ring is controlled by a motor.
The aircraft according to claim 6, wherein the spin control system further comprises an energy storage unit and a driving unit, the driving unit includes a fan, and the energy storage unit is evenly distributed on the aircraft body, The fan provides power.
The aircraft according to claim 12, wherein said spin control system further comprises a power disk and a support disk, said power disk and said support disk being in the form of a disk, both of which are disposed on the aircraft body.
The aircraft according to claim 13, wherein said power disk and said support disk are both annular and both are integrally formed; said power disk is rotatably coupled to said support disk.
The aircraft according to claim 13 or 14, wherein one side of the power disk is provided with a plurality of turbine blades and the other side is provided with a plurality of drive blades.
The aircraft according to any one of claims 13 to 15, wherein the support disk is provided with an annular air collecting ring, a gap is formed between the air collecting ring and the power disk, and the driving blade is disposed in the gap. in.
The aircraft according to claim 16, wherein said air collecting ring is an annular arch on said support plate
The aircraft according to any one of claims 13-17, wherein a plurality of rollers are disposed on an upper circumference of the support disk, the roller being configured to support the power disk, an axis of the roller and the power disk The contact faces are parallel.
The aircraft according to claim 18, wherein the contact surface of the power disk and the roller is a sloped surface, and the power disk is in contact with the roller wire.