WO2020237558A1

WO2020237558A1 - Power-controlled aerial vehicle thrust steering method and corresponding aircraft

Info

Publication number: WO2020237558A1
Application number: PCT/CN2019/089206
Authority: WO
Inventors: 罗春晖
Original assignee: 四川灼识科技股份有限公司
Priority date: 2019-05-30
Filing date: 2019-05-30
Publication date: 2020-12-03
Also published as: CN111164011A

Abstract

A power-controlled aerial vehicle thrust steering method, comprising the steps of: A. disposing more than one group of power sources at two sides of an aircraft body (BT) respectively, wherein each group of power sources comprises more than two single power components which are distributed front and back in the length direction of the aircraft, the output power of each single power component is adjustable, power components in the same group are installed on the same carrier, the carriers are rotatably connected to the aircraft body, and a connecting shaft laterally extends along the aircraft body; and B. steering the carriers by means of adjusting the output power ratio between power components in the same group, so that thrust generated by the power components is steered, thus achieving the conversion from a lift state provided by the power components to a lift state provided by wings or the aircraft body of the aircraft. By means of the described structural improvement, the aircraft weight is reduced, aircraft operations are simplified, and aircraft fabrication complexity is reduced. Also comprised is a corresponding aircraft.

Description

A power-controlled aircraft thrust steering method and corresponding aircraft

Technical field

The invention relates to the field of aircraft, in particular to a power-controlled aircraft thrust steering method.

Background technique

The Osprey V22 is the first tilt-rotor aircraft used in the world. It can take off and land in the state of a helicopter, or cruise by a fixed-wing aircraft.

However, an important problem with this type of aircraft at present is that when changing the thrust direction, additional power is required. In manned aircraft, it is usually a hydraulic system. In unmanned aircraft, it is usually an additional motor. This system is in flight. Middle is a "stupid heavy".

For an aircraft, every gram of weight is worthy of care, reducing unnecessary ineffective weight, you can increase the effective load and extend the flight distance.

At the same time, in the flight of a tilt-rotor aircraft, both the rotor and the wing surface need to be adjusted frequently, the operation is complicated and the production of the aircraft is also complicated.

Summary of the invention

In view of the problems in the prior art, the purpose of the present invention is to provide a power-controlled aircraft thrust steering method that reduces aircraft weight, simplifies aircraft operations, and reduces aircraft manufacturing complexity through structural improvements, and a corresponding aircraft.

In order to achieve the above objectives, the technical solutions adopted by the present invention are:

A power-controlled aircraft thrust steering method, the steps include:

A. More than one set of power sources are provided on both sides of the aircraft body. A single set of power sources includes two or more individual power components distributed forward and backward in the length direction of the aircraft, and the output power of the individual components is adjustable. The components are mounted on the same carrier, the carrier and the aircraft body are rotationally connected and the connecting shaft extends along the side of the aircraft body;

B. By adjusting the output power ratio between the power components in the same group, the carrier is steered around the connecting shaft, so that the thrust generated by the power components is steered, so as to realize the lift state provided by the power components to the wing or The body provides conversion between lift states.

The output angle of the power source is adjusted by adjusting the output power of the power source of the aircraft body, and then various actions of the aircraft are adjusted. For example, after the aircraft rises from the ground (the process is provided by the power components), when the aircraft needs to move forward , Adjust the output power of the power components on both sides of the body at the same time, and finally change the output ratio between the power components of the same group. For the power components of the same group on one side, increase the output of the power components located at the rear of the aircraft to increase the kinetic energy. The carrier of this group will make a deflection (relative to the main body) to make the power output direction of the power components change from vertical to oblique upward, and then the power components on both sides of the body work on this principle at the same time, then the aircraft can move forward and the final power The thrust level of the component, the lift is provided by the wing (before the thrust of the dynamic ratio component is not completely level, in addition to the wing providing lift, the power component also provides part of the lift), that is, the intermediate stage of this process is reached, the lift can be provided by the wing Provide a part, thrust provides a part, and similarly, complete the back movement.

At the same time, when the aircraft needs to turn, the power components on both sides of the aircraft body produce a power difference by adjusting the output power of the power components, and the aircraft can be turned.

The specific power component can be a rotor or a jet engine, and the two can be replaced with each other in different embodiments.

Secondly, for climbing or descent, for example, in the forward state, by adjusting the rotation speed of different groups of rotors, the different groups of rotors distributed forward and backward in the longitudinal direction of the aircraft produce a power difference (that is, at least two groups of rotors on one side of the body, if If there are two rotors in a single group, the number of rotors on one side is four), so that the aircraft body can tilt forward or backward to make the aircraft climb or descend; the same is true when the aircraft is retracting.

Therefore, from the above, through the rotor (or jet engine) provided on the aircraft body in this application, multiple states of the aircraft can be realized, and the changes in these states will not cause the "stupid and heavy" described in the background art. The structural improvement reduces the weight of the aircraft, and the transformation of the various states of the aircraft can simplify the operation of the aircraft by adjusting the rotation speed of the rotor. At the same time, it can also simplify the structure of the traditional wing surface and other functional-related structures, and reduce the complexity of aircraft manufacturing.

As a preferred solution of the present invention, in step B, by adjusting the rotation speed ratio between the rotors, the aircraft can be switched between parking, taking off, landing, forward, backward, turning, climbing or descent states.

As a preferred solution of the present invention, in step B, by adjusting the rotation speeds of different rotors, the relative angles of the carrier and the aircraft body corresponding to more than one group of rotors on both sides of the aircraft body are changed, so as to change the propulsion direction of the corresponding rotor wings. Bring the aircraft to a forward or backward state.

As a preferred solution of the present invention, by adjusting the rotation speed of different rotors, the rotors on both sides of the aircraft body produce a power difference, so that the aircraft can steer.

As a preferred solution of the present invention, the relative angle between the carrier and the aircraft body can be locked by a locking device, which provides more possibilities for the aircraft attitude adjustment, and compared to the absence of a locking function structure, the aircraft can be achieved through simpler operations. Different states.

As a preferred solution of the present invention, in step A, on one side of the aircraft body, there are more than two sets of rotors distributed forward and backward in the longitudinal direction of the aircraft. This means that the aircraft can also achieve forward or backward movement except for normal vertical lift and forward and backward. Climb or descend.

In step B, when the aircraft is moving forward or backward, by adjusting the rotation speeds of the rotors of different groups, the rotors of different groups distributed forward and backward in the length direction of the aircraft produce a power difference, so that the aircraft body is tilted forward or backward to make the aircraft reach The state of climbing or descent.

As a preferred solution of the present invention, in step A, several acceleration sensors are provided on both the aircraft body and the carrier;

In step B, the acceleration sensor works to reflect the attitude of the aircraft body and the carrier;

Facilitate better control of aircraft attitude information.

The application also discloses an aircraft, which includes an aircraft body. Two or more power sources are provided on both sides of the aircraft body. A single power source includes two or more single power components distributed forward and backward in the length direction of the aircraft. , And the output power of a single power component is adjustable, the same group of power components are installed on the same carrier, the carrier is rotatably connected with the aircraft body, and the connecting shaft extends along the side of the aircraft body.

By adjusting the output power of different power components, the output direction of the power components can be changed to realize the adjustment of various actions of the aircraft. In the example of using the rotor as the power component, when the aircraft needs to move forward, adjust the rotation speed of the rotors on both sides of the body at the same time. For the same group of rotors on one side, increase the rotor at the rear of the aircraft to increase the kinetic energy. It will perform a deflection (relative to the main body) to make the power output direction of the rotor change from vertical to oblique upward, and then the rotors on both sides of the main body work on this principle at the same time, so that the aircraft can move forward and, in the same way, complete the backward movement.

At the same time, when the aircraft needs to turn, the rotor speed adjustment is adjusted to generate a power difference between the rotors on both sides of the aircraft body to make the aircraft turn.

Therefore, based on the above, through the application of this application on the aircraft body and only this special rotor, it is possible to achieve multiple states of the aircraft, and the changes in these states will not cause the “stuffy” mentioned in the background art. The structural improvement reduces the weight of the aircraft, and the transformation of the various states of the aircraft can simplify the operation of the aircraft by adjusting the rotation speed of the rotor. At the same time, it can also simplify the structure of the traditional wing surface and other functional-related structures, and reduce the complexity of aircraft manufacturing.

As a preferred solution of the present invention, the relative angle between the carrier and the aircraft body can be locked by a locking device.

As a preferred solution of the present invention, several acceleration sensors are provided on both the aircraft body and the carrier.

Description of the drawings

Figure 1 is a schematic view (top view) of the structure of Embodiment 1 of the present invention;

Figure 2 is a partial cross-sectional view at A in Figure 1;

3 is a schematic diagram of various states of the aircraft involved in Embodiment 1;

[Corrected according to Rule 91 05.07.2019]
Figure 4 is a schematic structural diagram (top view) of Embodiment 2 of the present invention;

[Corrected according to Rule 91 05.07.2019]
5 is a schematic diagram of various states of the aircraft involved in Embodiment 2;

Marks in the picture: right engine one-R1, right engine two-R2, right engine three-R3, right engine four-R4, left engine one-L1, left engine two-L2, left engine three-L3, left engine four- L4, directional wing surface one-FXY1, directional wing surface two-FXY2, directional wing surface three-FXY3, directional wing surface four-FXY4, right-hand rotor one-RJY1, right-hand rotor two-RJY2, right-hand rotor three-RJY3, right-hand rotor Four-RJY4, left rotor one-LJY1, left rotor two-LJY2, left rotor three-LJY3, left rotor four-LJY4, right connecting shaft one-RXZZ1, right connecting shaft two-RXZZ2, left connecting shaft one-LXZZ1, left Connecting shaft two-LXZZ2, right front wing-RQY1, right rear wing-RHY2, left front wing-LQY1, left rear wing-LHY2, aircraft body-BT, lifting wheels-SJ, ground-DM, locking device-SD.

Detailed ways

The present invention will be further described in detail below in conjunction with examples and specific implementations. However, it should not be understood that the scope of the above-mentioned subject of the present invention is limited to the following embodiments, and all technologies implemented based on the content of the present invention belong to the scope of the present invention.

Example 1

This embodiment discloses a power-controlled aircraft thrust steering method, the steps of which include:

A. Set more than one set of rotors on both sides of the aircraft body BT as the power source of the aircraft body BT. A single group of rotors includes two or more single rotors distributed forward and backward in the length direction of the aircraft, and the speed of the single rotor is adjustable. , The same group of rotors are installed on the same carrier, the carrier and the aircraft body BT are rotatably connected and the connecting shaft is perpendicular to the vertical symmetry plane of the aircraft body BT (that is, extending laterally to the aircraft in the horizontal direction) or at a certain angle, so The relative angle between the carrier and the aircraft body BT can be locked by a locking device. On one side of the aircraft body BT, there are a total of more than two groups of rotors distributed forward and backward in the length direction of the aircraft. In this embodiment, a total of four groups of rotors are arranged in the aircraft. The right front, right rear, left front and left rear of the main body BT (top view angle), each group of rotors are provided with two, and they are distributed forward and backward in the length direction of the aircraft, and a number of rotors are provided on the aircraft body BT and the carrier. For the acceleration sensor, the two ends of the carrier are also provided with acceleration sensors, the connecting shaft is provided with an angle sensor, and each engine is also provided with a rotor speed sensor. The overall specific plan is (Figure 1):

The right engine one R1 and the right engine two R2 are connected by a directional airfoil FXY1 (the directional airfoil 1 here and the directional airfoil two, three and four at the back are the aforementioned carriers), and the directional airfoil 1 FXY1 is connected by the right Shaft one RXZZ1 is connected with the right front wing RQY1 of the aircraft (right connecting shaft one and two and left connecting shaft one and two, namely the connecting shaft). Right-rotor one RJY1 and right-rotor two RJY2 are connected to right engine one R1 and right engine two R2 respectively. The locking device SD here is through the right connecting shaft RXZZ1, and the right connecting shaft RXZZ1 can be fixed when needed (as shown in Figure 2).

The right engine three R3 and the right engine four R4 are connected through the two directional wings FXY2, and the two directional wings FXY2 are connected with the right rear wing RHY2 of the aircraft through the second right connecting shaft RXZZ2. Right-rotor three RJY3 and right-rotor four RJY4 are connected to right engine three R3 and right engine four R4 respectively. The locking device SD passes through the right connecting shaft two RXZZ2, and can fix the right connecting shaft two RXZZ2 when needed.

The left engine one L1 and the left engine two L2 are connected by the directional wing surface three FXY3, and the directional wing surface three FXY3 is connected with the left front wing LQY1 of the aircraft through the left connecting shaft one LXZZ1. Left-rotor one LJY1 and left-rotor two LJY2 are respectively connected to left engine one L1 and left engine two L2. The locking device SD passes through the left connecting shaft LXZZ1, and can fix the left connecting shaft LXZZ1 when needed.

The left engine three L3 and the left engine four L4 are connected through the directional wing surface four FXY4, and the directional wing surface four FXY4 is connected to the left rear wing LHY2 of the aircraft through the left connecting shaft two LXZZ2. The left rotor three LJY3 and the left rotor four LJY4 are connected to the left engine three L3 and the left engine four L4 respectively. The locking device SD passes through the left connecting shaft two LXZZ2, and the connecting shaft LXZZ2 can be fixed when needed;

B. For the aircraft taking off from the ground, the aircraft body BT first stops on the ground DM through the lowered elevator wheel SJ (the first small picture in Figure 3), and first activates the locking device SD so that all rotors are facing upwards. Make all engines work, each rotor rotates at a low speed, and then release the locking device SD. The gravity acceleration sensors installed at both ends of the wing surface in all directions can provide the verticality between the engine and the ground DM, and then the rotor speeds up. The direction wing surface is pulled by the rotor to keep it level, and the aircraft flies off the ground (the second small picture in Figure 3). If the verticality between the front and rear engines in the same group of rotors is different, the lower engine increases the speed , Increase the output power until the directional wing surface is rebalanced. When all directional wing surfaces are balanced, the gravity acceleration sensor distributed around the aircraft body BT and the angle sensor on the connecting shaft can be derived The deviation of the position relative to the vertical direction of gravity, for the gravity deviation that exceeds the allowable angle caused by crosswind, or causes lateral or vertical movement, compensate by increasing the power in that direction (increasing the corresponding engine power).

By adjusting the rotation speed ratio between the rotors of the same group, the carrier can be steered, so that the thrust generated by the rotors can be steered, so as to realize the conversion from the state of the rotor to the state of the wing. The speed ratio between the two can make the aircraft switch between parking, taking off, landing, forward, backward, turning, climbing or descent;

When the aircraft leaves the ground and reaches a certain height (the elevator wheel SJ is retracted), by adjusting the speed of different rotors, the relative angles of the carrier and the aircraft body BT corresponding to more than one group of rotors on both sides of the aircraft body BT are changed, thereby Corresponding to the change of the propulsion direction of the rotor, the aircraft will reach a forward or backward state, specifically:

Since the right engine one R1 and the right engine two R2 are connected by a direction wing surface FXY1, and the right connecting shaft RXZZ1 is used as the fulcrum, when the output power of the right engine two R2 is greater than the right engine one R1, the direction wing surface will be along When the right connecting shaft one RXZZ1 rotates, the position of the right engine two R2 will increase, and the position of the right engine one R1 will decrease, so that the propulsion direction of the right engine one R1 and the right engine two R2 will change, while providing upward lift at the same time (In this process, the wing will also provide lift) and forward thrust. The other three sets of engines and the three directions of the wing are the same. After this process, the aircraft completes the forward motion, and the backward motion principle is the same and will not be further elaborated. When the above process reaches the required situation, the right engine one R1 increases the output power, the right engine two R2 reduces the output power, and the balance is reached again (the fourth small picture in Figure 3), and the directional wing surface FXY1 and the aircraft body can be made BT is maintained at a fixed angle. Similarly, several other rotating wing surfaces can also be adjusted in this way (the third small picture in Figure 3). When the aircraft reaches a certain speed, the thrust direction of the engine can be At this time, the aircraft body BT relies on its own wings to provide lift to achieve level flight (the fourth small picture in Figure 3);

During the flight, by adjusting the speed of different rotors, the rotors on both sides of the aircraft body BT produce a power difference, which makes the aircraft turn. When the aircraft needs to turn, the engine on the BT side of the aircraft body will increase the output at the same time, and the aircraft will Rotate like the side with smaller power output;

When the aircraft is moving forward or backward, by adjusting the rotation speed of the different groups of rotors, the different groups of rotors distributed forward and backward in the length direction of the aircraft produce a power difference (such as the rotor power of the forward group and the rotor power of the group greater than the rear group, then the aircraft The body BT adjusts its posture obliquely upwards to match the lift provided by its own wings to achieve climb, as shown in the fifth small picture in Figure 3), so that the aircraft body BT tilts forward or backward to make the aircraft climb or descend.

In the above process, the acceleration sensor works to reflect the attitude of the aircraft body BT and the carrier.

This embodiment also discloses an aircraft, which includes an aircraft body BT. On both sides of the aircraft body BT, more than one set of rotors are respectively provided as the only power source of the aircraft body BT. A single set of rotors is included in the length direction of the aircraft. Two or more single rotors distributed front and rear, and the speed of the single rotors is adjustable. The same group of rotors are installed on the same carrier. The carrier and the aircraft body BT are rotatably connected and the connecting shaft is perpendicular to the vertical symmetry plane of the aircraft body BT. At a certain angle, the relative angle between the carrier and the aircraft body BT can be locked by a locking device, and several acceleration sensors are provided on the aircraft body BT and the carrier.

Example 2

As shown in Figures 4 and 5, the difference between this embodiment and Embodiment 1 is that the aircraft body BT has only one set of rotors on one side, and a total of four rotors on both sides, as shown in Figure 4, which can realize the forward, reverse, and steering of the aircraft. The principle is the same as in Example 1.

Claims

A power-controlled aircraft thrust steering method, the steps include:

A. More than one set of power sources are arranged on both sides of the aircraft body. A single set of power sources includes two or more single power components distributed forward and backward in the length direction of the aircraft, and the output power of the individual power components is adjustable. The power components are installed on the same carrier, the carrier and the aircraft body are rotatably connected and the connecting shaft extends along the side of the aircraft body;

B. By adjusting the output power ratio between the same group of power components, the carrier is turned around the connecting shaft, so that the thrust generated by the power components is steered, so that the aircraft can be provided with lift by the power components to the wing and / Or the body provides conversion between lift states.
The power-controlled aircraft thrust steering method according to claim 1, wherein the power component is a rotor or a jet engine.
The power-controlled aircraft thrust steering method according to claim 2, characterized in that, in step B, by adjusting the rotation speed ratio between the rotors, the aircraft can be parked, taken off, landed, forward, reverse, steer, climb or descend. Switch between states.
The power-controlled aircraft thrust steering method according to claim 1, characterized in that, in step B, by adjusting the output power of different power components, the carrier and the carrier corresponding to more than one group of power components on both sides of the aircraft body are adjusted. The relative angle of the aircraft body changes, corresponding to the change of the propulsion direction of the power components, so that the aircraft reaches a forward or backward state.
The power-controlled aircraft thrust steering method according to claim 1, characterized in that by adjusting the rotation speeds of different power components, the power components on both sides of the aircraft body produce a power difference to steer the aircraft.
The power-controlled aircraft thrust steering method according to claim 1, wherein the relative angle between the carrier and the aircraft body can be locked by a locking device.
The power-controlled aircraft thrust steering method according to claim 1, wherein in step A, on one side of the aircraft body, there are a total of more than two groups of power components distributed forward and backward in the length direction of the aircraft;

In step B, when the aircraft is moving forward or backward, by adjusting the rotation speeds of the power components of different groups, the power components of different groups distributed forward and backward in the length direction of the aircraft produce a power difference, so that the aircraft body is tilted forward or backward to make The aircraft has reached a state of climbing or descending.
The power-controlled aircraft thrust steering method according to claim 1, wherein in step A, a plurality of acceleration sensors are provided on both the aircraft body and the carrier;

In step B, the acceleration sensor works to reflect the attitude of the aircraft body and the carrier.
An aircraft comprising an aircraft body, characterized in that more than one group of power sources are respectively provided on both sides of the aircraft body, and a single group of power sources includes two or more single power components distributed forward and backward in the longitudinal direction of the aircraft, And the output power of a single power component is adjustable, the same group of power components are installed on the same carrier, the carrier is rotatably connected with the aircraft body, and the connecting shaft extends along the side of the aircraft body.
The aircraft according to claim 8, wherein the relative angle between the carrier and the aircraft body can be locked by a locking device.
The aircraft according to claim 9, wherein the power source is installed at the end of the wing of the aircraft body, and several acceleration sensors are provided on the aircraft body and the carrier.