WO2020237558A1 - Procédé de direction de poussée de véhicule aérien commandé par électricité et aéronef correspondant - Google Patents

Procédé de direction de poussée de véhicule aérien commandé par électricité et aéronef correspondant Download PDF

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Publication number
WO2020237558A1
WO2020237558A1 PCT/CN2019/089206 CN2019089206W WO2020237558A1 WO 2020237558 A1 WO2020237558 A1 WO 2020237558A1 CN 2019089206 W CN2019089206 W CN 2019089206W WO 2020237558 A1 WO2020237558 A1 WO 2020237558A1
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WIPO (PCT)
Prior art keywords
aircraft
power
carrier
aircraft body
power components
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PCT/CN2019/089206
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English (en)
Chinese (zh)
Inventor
罗春晖
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四川灼识科技股份有限公司
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Application filed by 四川灼识科技股份有限公司 filed Critical 四川灼识科技股份有限公司
Priority to CN201980004117.8A priority Critical patent/CN111164011A/zh
Priority to PCT/CN2019/089206 priority patent/WO2020237558A1/fr
Publication of WO2020237558A1 publication Critical patent/WO2020237558A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/22—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft
    • B64C27/28—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft with forward-propulsion propellers pivotable to act as lifting rotors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C19/00—Aircraft control not otherwise provided for

Definitions

  • the invention relates to the field of aircraft, in particular to a power-controlled aircraft thrust steering method.
  • 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.
  • 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.
  • 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;
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the rotors on both sides of the aircraft body produce a power difference, so that the aircraft can steer.
  • 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.
  • 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.
  • 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.
  • step A several acceleration sensors are provided on both the aircraft body and the carrier;
  • step B the acceleration sensor works to reflect the attitude of the aircraft body and the carrier
  • 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.
  • 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 output direction of the power components can be changed to realize the adjustment of various actions of the aircraft.
  • the rotor 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.
  • 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.
  • 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.
  • the relative angle between the carrier and the aircraft body can be locked by a locking device.
  • acceleration sensors are provided on both the aircraft body and the carrier.
  • 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;
  • Embodiment 3 is a schematic diagram of various states of the aircraft involved in Embodiment 1;
  • Figure 4 is a schematic structural diagram (top view) of Embodiment 2 of the present invention.
  • 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.
  • 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.
  • 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;
  • the aircraft body BT 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).
  • the lower engine increases the speed , Increase the output power until the directional wing surface is rebalanced.
  • 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).
  • the carrier 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;
  • the aircraft 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:
  • 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.
  • the aircraft completes the forward motion, and the backward motion principle is the same and will not be further elaborated.
  • the right engine one R1 increases the output power
  • the right engine two R2 reduces the output power
  • the balance is reached again (the fourth small picture in Figure 3)
  • the directional wing surface FXY1 and the aircraft body can be made BT is maintained at a fixed angle.
  • several other rotating wing surfaces can also be adjusted in this way (the third small picture in Figure 3).
  • 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);
  • the rotors on both sides of the aircraft body BT produce a power difference, which makes the aircraft 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;
  • 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.
  • 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.
  • 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.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transmission Devices (AREA)

Abstract

La présente invention concerne un procédé de direction de poussée de véhicule aérien commandé par électricité, comprenant les étapes consistant : A. à disposer plus d'un groupe de sources d'électricité au niveau de deux côtés d'un corps d'aéronef (BT) respectivement, chaque groupe de sources d'électricité comprenant plus de deux composantes d'électricité individuelles étant réparties à l'avant et à l'arrière dans la direction de la longueur de l'aéronef, l'électricité de sortie de chaque composante d'électricité individuelle étant réglable, des composantes d'électricité dans le même groupe étant installées sur le même support, les supports étant reliés de manière rotative au corps d'aéronef, et un arbre de liaison s'étendant latéralement le long du corps d'aéronef ; et B. à diriger les supports au moyen du réglage du rapport d'électricité de sortie entre des composantes d'électricité dans le même groupe, de telle sorte que la poussée générée par les composantes d'électricité est dirigée, ce qui permet d'obtenir la conversion d'un état de portance fourni par les composantes d'électricité à un état de portance fourni par des ailes ou le corps d'aéronef de l'aéronef. Au moyen de l'amélioration structurelle décrite, le poids de l'aéronef est réduit, les manœuvres de l'aéronef sont simplifiées, et la complexité de la fabrication de l'aéronef est réduite. La présente invention concerne en outre un aéronef correspondant.
PCT/CN2019/089206 2019-05-30 2019-05-30 Procédé de direction de poussée de véhicule aérien commandé par électricité et aéronef correspondant WO2020237558A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN201980004117.8A CN111164011A (zh) 2019-05-30 2019-05-30 一种动力控制的飞行器推力转向方法，以及对应的飞机
PCT/CN2019/089206 WO2020237558A1 (fr) 2019-05-30 2019-05-30 Procédé de direction de poussée de véhicule aérien commandé par électricité et aéronef correspondant

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/CN2019/089206 WO2020237558A1 (fr) 2019-05-30 2019-05-30 Procédé de direction de poussée de véhicule aérien commandé par électricité et aéronef correspondant

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WO2020237558A1 true WO2020237558A1 (fr) 2020-12-03

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111874226A (zh) * 2020-07-09 2020-11-03 常州华创航空科技有限公司 一种倾转旋翼飞行器
CN113978717A (zh) * 2021-11-19 2022-01-28 南昌航空大学 一种倾转涵道电动无人机

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CN104058093A (zh) * 2014-06-20 2014-09-24 吴智勇 一种新型可倾转旋翼垂直起降飞机
CN105035319A (zh) * 2015-07-27 2015-11-11 江阴市翔诺电子科技有限公司 一种新型垂直起降飞行器及其控制方法
CN105882954A (zh) * 2016-05-25 2016-08-24 沈阳航空航天大学 一种带有四个辅助翼的混合动力无人机及其控制方法
CN109250100A (zh) * 2018-10-30 2019-01-22 佛山市神风航空科技有限公司 一种倾转垂直起降固定翼飞机
EP3486168A1 (fr) * 2017-11-16 2019-05-22 Bell Helicopter Textron Inc. Aéronef à rotors basculants quadruples à portée étendue

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DE102006019300B4 (de) * 2006-04-26 2009-10-08 Reinhardt, Gaby Traute Flugzeug
CN105109678B (zh) * 2015-09-06 2017-09-29 湖北航天飞行器研究所 一种倾转四旋翼飞行器
CN208070013U (zh) * 2018-03-20 2018-11-09 沈阳无距科技有限公司 倾转旋翼飞行器

Patent Citations (5)

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Publication number Priority date Publication date Assignee Title
CN104058093A (zh) * 2014-06-20 2014-09-24 吴智勇 一种新型可倾转旋翼垂直起降飞机
CN105035319A (zh) * 2015-07-27 2015-11-11 江阴市翔诺电子科技有限公司 一种新型垂直起降飞行器及其控制方法
CN105882954A (zh) * 2016-05-25 2016-08-24 沈阳航空航天大学 一种带有四个辅助翼的混合动力无人机及其控制方法
EP3486168A1 (fr) * 2017-11-16 2019-05-22 Bell Helicopter Textron Inc. Aéronef à rotors basculants quadruples à portée étendue
CN109250100A (zh) * 2018-10-30 2019-01-22 佛山市神风航空科技有限公司 一种倾转垂直起降固定翼飞机

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