WO2023109114A1 - Voiture volante reconstructible et procédé de commande de voiture volante - Google Patents

Voiture volante reconstructible et procédé de commande de voiture volante Download PDF

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Publication number
WO2023109114A1
WO2023109114A1 PCT/CN2022/106209 CN2022106209W WO2023109114A1 WO 2023109114 A1 WO2023109114 A1 WO 2023109114A1 CN 2022106209 W CN2022106209 W CN 2022106209W WO 2023109114 A1 WO2023109114 A1 WO 2023109114A1
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WIPO (PCT)
Prior art keywords
rotor
flying car
assembly
wing
configuration
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PCT/CN2022/106209
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English (en)
Chinese (zh)
Inventor
吴斌
Original Assignee
吴斌
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Publication date
Priority claimed from CN202210776937.2A external-priority patent/CN115648869A/zh
Application filed by 吴斌 filed Critical 吴斌
Publication of WO2023109114A1 publication Critical patent/WO2023109114A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60F—VEHICLES FOR USE BOTH ON RAIL AND ON ROAD; AMPHIBIOUS OR LIKE VEHICLES; CONVERTIBLE VEHICLES
    • B60F5/00—Other convertible vehicles, i.e. vehicles capable of travelling in or on different media
    • B60F5/02—Other convertible vehicles, i.e. vehicles capable of travelling in or on different media convertible into aircraft
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C3/00—Wings
    • B64C3/38—Adjustment of complete wings or parts thereof

Definitions

  • the invention relates to the technical field of aircraft, in particular to a reconfigurable flying car.
  • the aircraft is used as a single-function air vehicle, and it only operates on the road when it takes off and lands on the runway.
  • dual-purpose flying cars that fly in the air and drive on land. Any dual-purpose flying car needs to be equipped with a corresponding flight control system, and developing a flight control system requires a lot of manpower and material resources. , and the development cycle is long, and the stability needs long-term experimental data verification.
  • the application of the integrated modular avionics (IMA) system has been successful, and various aviation organizations have gradually determined the development direction.
  • IMA integrated modular avionics
  • Some flying cars use multi-axis rotors for vertical take-off and landing flight.
  • the multi-axis rotors take up a lot of space and affect the appearance.
  • the multi-axis rotor will cause the flying car to float. , reducing the braking effect, and driving on the road is unstable, easy to slip, and there are potential safety hazards.
  • a flying car can meet the relevant regulations of the Civil Aviation Administration of China on light sports aircraft if its indicators can meet the requirements of the National Civil Aviation Administration.
  • the components have been modified so that the flying car is suitable for high altitudes.
  • flying cars have certain safety hazards.
  • flying cars use superhard aluminum alloy as the shell material. In the event of a road collision accident, The hazards caused by this material are far greater than the hazards of collision accidents caused by ordinary cars.
  • the embodiment of the present application provides a reconfigurable flying car, which solves the technical problem of the configuration modification of the flying car in different scenarios in the prior art.
  • it When it is in the model, it does not take up much road space when driving on the road, and reduces the collision hazard brought by the aircraft as a road vehicle; when it is used as an air vehicle, it can switch between the two reconstruction configurations according to different scene requirements, which not only meets The market demand and the cost demand are also met.
  • the embodiment of the present application provides a reconfigurable flying car, including:
  • Reconfigurable flying car components equipped with body body, landing gear components, connecting mechanisms, wing components, propulsion components, empennage components, multi-axis rotor components;
  • the wing assembly, the propulsion assembly, the empennage assembly, and the multi-axis rotor assembly are detachably connected through the main body of the body using the connecting mechanism to form different reconfigurable configurations of the flying car, And after determining the static reconfiguration configuration of the flying car through the separate modular avionics control system, select dynamic reconfiguration to control the flying car to switch between different reconfiguration configurations during operation, so that the flying car Different reconfiguration configurations of the flying car are selected to run in different scenarios.
  • a method for controlling a flying car comprising:
  • a reconfigurable flying car assembly is set, and a body body is further provided, and at least one of the landing gear assembly, the connecting mechanism, the wing assembly, the propulsion assembly, the empennage assembly, and the multi-axis rotor assembly is dynamically configured: the body body uses The connection mechanism detachably connects at least one of the wing assembly, the propulsion assembly, the empennage assembly, and the multi-axis rotor assembly to form different reconfiguration configurations of the flying car;
  • a separate modular avionics control system is set, which further sets different control modules to control different components, and adapts control software corresponding to different reconfiguration configurations;
  • the separate modular avionics control system detects the components of the current configuration of the reconfigurable flying car components, and determines the static reconfiguration configuration of the flying car, Start the control of the corresponding configuration;
  • the modular design based on the software system is realized to drive the aircraft component reconfiguration design concept, so that the flying car has the advantages of application, structure and function.
  • Scalability for example, different flying car configurations can be selected according to different application scenarios, such as short-distance urban travel, you can choose the car ground driving mode or multi-rotor flight mode; long-distance flight choose fixed-wing mode or fixed-wing composite multi-rotor mode, in order to save parking space, you can choose the autorotor mode or the autorotor compound multi-rotor mode; it reduces the development cost and brings new ideas to the aerospace field; compared with the existing distributed integrated modular avionics (DIMA)
  • DIMA distributed integrated modular avionics
  • the system due to the use of a separate modular avionics control system, not only has the distributed functions in the distributed integrated modular avionics (DIMA) system, but also can use the various components of the flying car according to the actual configuration of the flying car. Assembling the corresponding control
  • the multi-axis rotor system can be stored in the main body of the vehicle body, in the vertical take-off and landing mode, it provides vertical lift for the main body of the aircraft, which does not affect the aerodynamic efficiency in the air level flight mode, and the multi-axis rotor system is also When the main body of the aircraft is used as a road vehicle, the occupancy rate of the driving space on the road is not increased.
  • the main body of the aircraft can adaptively control the center of gravity of the aircraft according to the placement of objects in the main body of the vehicle body and the adjustment of the empennage.
  • Figure 1 is a connection diagram of the reconfigurable flying car module in Embodiment 1 of the present application.
  • FIG. 2 is a schematic diagram of the center of gravity adjustment of the reconfigurable flying car in Embodiment 1 of the present application;
  • Fig. 3 is the structural diagram of road vehicle configuration in the third embodiment of the present application.
  • Fig. 4 is the structure diagram of the configuration of the multi-axis rotorcraft in the fourth embodiment of the present application.
  • FIG. 5 is a bottom view of the configuration of the multi-axis rotorcraft in Embodiment 4 of the present application;
  • Fig. 6 is the structural diagram of the configuration of the autogyro aircraft in Embodiment 5 of the present application.
  • FIG. 7 is a structural diagram of the fixed-wing aircraft components in Embodiment 6 of the present application.
  • Fig. 8 is a structure diagram of a fixed-wing aircraft component configuration with a vertical ducted fan in Embodiment 6 of the present application;
  • Fig. 9 is the structure diagram of the fixed-wing aircraft component configuration with the ducted fan in the horizontal flight direction in the sixth embodiment of the application;
  • Fig. 10 is the configuration structure diagram of the fixed-wing multi-axis rotor aircraft component configuration in the eighth embodiment of the application;
  • Fig. 11 It is the energy supply connection structure diagram in Embodiment 9 of this application;
  • Fig. 12 is an installation structure diagram of the support frame of the tail accessories with the rotor and the propulsion assembly in the eleventh embodiment of the present application;
  • Fig. 13 is a module diagram of the reconfigurable flying car in Embodiment 11 of the present application.
  • a flying car is a dual-use vehicle for land and air.
  • the flying car can be used to fly in the sky, thereby solving the problem of traffic jams.
  • flying cars fly in the sky.
  • a main body the main body includes a vehicle body; a moving device, the moving device is arranged on the vehicle body, the moving device includes a lift assembly, four wheels and at least one thrust member, the lift assembly can be Rotatably disposed on the body, the lift component is configured to provide lift for the flying car to drive the body to fly, and the wheels are rotatably disposed on the body to drive the body to travel , the lift assembly includes at least one first lift propeller, the first lift propeller is rotatably arranged on the main body; a power device, the power device includes a first power member, and the first lift propeller and the wheels are drivably connected to the first power member, so that the first lift propeller and the wheels share a set of power systems, reducing the weight of the flying car; a control assembly, the control The assembly includes a first control member, a second control member and a third control member, the first lift propeller is controllably arranged on the first control member, and the wheels are controllably arranged on the The second
  • Integrated Modular Avionics Integrated Modular Avionics
  • IMA Integrated Modular Avionics
  • the integrated modular avionics system is essentially a distributed computing system, which adopts an open architecture, standardized and generalized design, which improves the compatibility, portability and high scalability of the system and maintainability, reducing system life cycle costs, integrating and supporting avionics system applications with different safety-critical levels.
  • flying cars have versatility and can be adapted to different configurations by using different components in different application scenarios.
  • Flying cars have a variety of components, which are similar to split modules. In different scenarios, different components can be selected and installed to form a new flying car. In different workplaces, flying cars can also choose to use installed components during work. If there are N components installed, one or several components can be selected to work at present, and other components can also be selected to work during the working process to adapt to different configurations.
  • a reconfigurable flying car includes:
  • the reconfigurable flying car assembly is provided with a body body and dynamically configures at least one of the landing gear assembly, connection mechanism, wing assembly, propulsion assembly, empennage assembly, and multi-axis rotor assembly: the body body uses the The connection mechanism detachably connects at least one of the wing assembly, the propulsion assembly, the empennage assembly, and the multi-axis rotor assembly to form different reconfiguration configurations of the flying car;
  • Separate modular avionics control system set different control modules to control different components, and adapt to control software corresponding to different reconfiguration configurations;
  • the separate modular avionics control system detects the components of the current configuration of the reconfigurable flying car components, and determines the static reconfiguration configuration of the flying car, Start the control of the corresponding configuration; when the flying car is working, select dynamic reconfiguration to control the flying car to switch between different reconfiguration configurations during operation, so that the flying car can select the flying car in different scenarios different refactoring configurations to run.
  • the avionics control system of the present invention adopts a separate modular avionics control system.
  • the separate modular avionics control system is based on the concept of the existing distributed integrated avionics system, but it is completely different from the existing distributed integrated avionics system.
  • Our avionics control system refers to the separable modular setting mode and working mode.
  • the IMA avionics system adopts a domain-oriented hierarchical division method, and the general system management is divided into three management levels: aircraft level, integrated area level and module level.
  • aircraft level is the topmost management functional entity, which is responsible for the management of the entire system.
  • integrated area level is the middle layer, which is responsible for the management of an integrated area.
  • module level is the lowest level, responsible for the management of a module, and can be subdivided into processes, partitions and operating systems.
  • a processing scheme of the present invention is: the integration area level is used for each road vehicle configuration, multi-rotor aircraft configuration, auto-rotor aircraft configuration, fixed-wing aircraft configuration, auto-rotor multi-axis rotor aircraft configuration, fixed
  • the working modes of different configurations of multi-wing multi-axis rotorcraft are pre-agreed, while the landing gear assembly, connecting mechanism, wing assembly, propulsion assembly, empennage assembly, and multi-axis rotor assembly are managed by different modules. This part will be described separately in subsequent embodiments.
  • the present invention can also have another example.
  • the existing avionics system software structure provides a standard layered software architecture concept.
  • each layer is relatively independent, and the layers are connected through standard interfaces.
  • the interface service is encapsulated in the lower-level software layer.
  • the interface layer provides a "virtual level".
  • an application management software is developed to realize the task. /way of management.
  • the software is provided with various configurations of road vehicles, multi-rotor aircraft configurations, auto-rotor aircraft configurations, fixed-wing aircraft configurations, auto-rotor multi-axis rotor aircraft configurations, and fixed-wing multi-axis rotor aircraft configurations.
  • the model is a kind of sub-software.
  • Each sub-software includes the trigger of the first configuration, detailed agreement on how each module operates, and the first sub-software includes the working mode of the configuration and the corresponding aircraft and automobiles. control of the components.
  • each configuration i.e. under the sub-software
  • each configuration includes the task of dynamic adjustment of the first configuration, the task of triggering and adjusting the dynamic adjustment from the first configuration to the second configuration, and the task of dynamic adjustment of the first configuration .
  • a center of gravity monitoring control is set under the first sub-term software or sub-task, and when the monitored gravity changes or is adjusted, the task of adjusting from the first configuration to the second configuration is triggered. How to monitor and adjust each center of gravity in the center of gravity monitoring control will be explained later.
  • the static reconfiguration configuration of the flying car can be determined through the integration area level, and the control of the corresponding configuration can be started, and then through different adaptations
  • the module completes the management and control of different components.
  • the attitude sensor can be used to know the working conditions of each working component, and dynamic reconfiguration is selected to control the flying car to switch between different reconfiguration configurations during operation.
  • the configuration adjustment involves the adjustment of the center of gravity.
  • the following embodiments specifically illustrate how to adjust the center of gravity when performing the configuration adjustment.
  • a method for controlling a flying car comprising:
  • a reconfigurable flying car assembly is set, and a body body is further provided, and at least one of the landing gear assembly, the connecting mechanism, the wing assembly, the propulsion assembly, the empennage assembly, and the multi-axis rotor assembly is dynamically configured: the body body uses The connection mechanism detachably connects at least one of the wing assembly, the propulsion assembly, the empennage assembly, and the multi-axis rotor assembly to form different reconfiguration configurations of the flying car;
  • a separate modular avionics control system is set, which further sets different control modules to control different components, and adapts control software corresponding to different reconfiguration configurations;
  • the separate modular avionics control system detects the components of the current configuration of the reconfigurable flying car components, and determines the static reconfiguration configuration of the flying car, Start the control of the corresponding configuration;
  • the embodiment of the present application provides a reconfigurable flying car, which includes: a separate modular avionics control system and reconfigurable flying car components.
  • the flying car is used to enhance the configuration management function, expand the modular reconfigurable characteristics, integrate different control modules into different assembly components, realize the flexibility of the separate integrated avionics architecture, and support the concept of reconfigurable flying cars realization.
  • the separated modular avionics control system includes the core domain of the avionics system and multiple component control domains.
  • the core domain in the separated modular avionics control system includes key airborne and vehicle sensors, general processing modules, display control components, related control mechanisms, and airborne high-speed bus, etc., and each component control domain includes component-specific function drive and control Modules and components specifically require sensors and intra-domain communication networks.
  • the core domain of the separate modular avionics control system and the component control domain are mechanically and electrically connected through interfaces designed with high mechanical and data integrity.
  • the airborne functions shared by several display processing modules and general processing modules include: outer loop flight control function (PFCS/AFCS), vehicle driving function, display function (Disp), flight management function (FMS), communication and navigation function (Comm/Nav), monitoring function (Surv), battery management function (BMS), aircraft configuration and health management function (VHM), multiple airborne network control and data interface modules with airborne network routing function, component control domain
  • PFCS/AFCS outer loop flight control function
  • Disp display function
  • FMS flight management function
  • Communication and navigation function Communication and navigation function
  • Communication/Nav Communication and navigation function
  • Monitoring function Purv
  • BMS battery management function
  • VHM aircraft configuration and health management function
  • the data interface function is used as the data center of the core domain of the avionics system, and the interface connecting the core domain of the avionics system and the component control domain.
  • the aircraft configuration and health management function is responsible for detecting the aircraft configuration including the component control domain during system initialization, determining the legality of the configuration, selecting the corresponding function application set, loading the corresponding airborne network and platform blueprint, and communicating with
  • the component controls configuration parameters such as domain communication protocols and initializes application software.
  • the avionics core domain function manages and controls the flight and driving tasks with the cooperation of the control domain functions of each component.
  • the aircraft configuration is to determine the specific components included in the aircraft according to different application environments and mission requirements.
  • the equipment in each component contains component identification information and capability information.
  • the avionics core domain can determine the status of each component and the airworthiness of the whole aircraft based on this.
  • the static configuration blueprint contains various component combination modes that meet the airworthiness requirements, that is, the static reconstruction mode, and the network scheduling information, application data interface information, platform resource requirements and configuration information corresponding to each mode to support the normal operation of the avionics system of the whole machine. operate.
  • the component control domain includes the sensors, actuators, controllers and intra-domain network structures necessary to realize component functions, and data cross-linking is performed with the airborne network control and data interface modules of the core domain of the avionics system through the airborne network data interface module.
  • each module in the component accepts the outer-loop flight control command of the core domain, and follows the outer-loop command through the actuating mechanism according to its own inner-loop flight control control rate; while the failure of the core domain of the avionics system or the failure of the data interface causes the outer-loop flight control
  • the avionics system in the component control domain will work in the preset fail-safe mode, such as maintaining a horizontal attitude.
  • the separated modular avionics control system has an avionics control function, and constitutes several control host devices of the separated modularized avionics control system.
  • the separate modular avionics control system provided in this embodiment evolved from the integrated modular avionics (IMA) system, and with the successful application of the integrated modular avionics (IMA) system on aircraft such as A380, A400M, B787 and C919 , the degree of integration of avionics systems continues to increase.
  • the separate modular avionics control system integrates the combined
  • the reconfigurable flying car assembly in this embodiment is equipped with a body body, a landing gear assembly, a connecting mechanism, a wing assembly, a propulsion assembly, an empennage assembly, and a multi-axis rotor assembly;
  • the wing assembly, the propulsion assembly, the empennage assembly, and the multi-axis rotor assembly are detachably connected to form different reconfiguration configurations of the flying car, and are controlled by the separate modular avionics
  • the system determines the static reconfiguration configuration of the flying car, it selects dynamic reconfiguration to control the flying car to switch between different reconfiguration configurations during operation, so that the flying car can select different configurations of the flying car in different scenarios. Refactoring run.
  • the reconfigurable flying car in this embodiment also includes an attitude sensor, which is connected to the separate modular avionics control system and is used to generate the attitude data of the flying car so that the separate module
  • the chemical avionics control system controls the power output of the flying car including the output of the rotor arm angle, and/or the rotor speed and/or the output of the rudder surface angle, so as to achieve the different configurations of the flying car.
  • the separate modular avionics control system determines the static reconfiguration configuration of the flying car, it also determines the dynamic reconfiguration configuration of the flying car and the corresponding state of the flying car The adjustment range of the body center of gravity.
  • the separate modular avionics control system in this embodiment is configured with a main control module 110, a wing control module 410 connected to the main control module 110, a propulsion control module 510, an empennage control module 610, a rotor control module 710, landing control module 210 .
  • the separated modular avionics control system in this embodiment also inherits the characteristics of IMA avionics structure such as system integration, function softwareization, network integration, product commercialization, flexible scheduling, and centralized maintenance, etc., and replaces the
  • IMA avionics structure such as system integration, function softwareization, network integration, product commercialization, flexible scheduling, and centralized maintenance, etc.
  • the practice of concentrating all computer resources in one area in the IMA avionics system inherits the scheme of separating computer resources into areas close to the signal source in the combined structure, thus effectively solving the problem of excessive volume of the chassis/cabinet in the IMA avionics structure. Large size, difficult heat dissipation and cooling, excessive cable distribution, and unbalanced physical distribution.
  • the reconfigurable flying car assembly in this embodiment is configured with a body body 100 , a landing gear assembly 200 , a connecting mechanism, a wing assembly, a propulsion assembly 500 , an empennage assembly 600 , and a multi-axis rotor assembly 700 .
  • the main body 100 uses the connection mechanism to detachably connect the wing assembly, the propulsion assembly 500, the empennage assembly 600, and the multi-axis rotor assembly 700 to form different reconfiguration configurations of the flying car, and through the separate modular avionics control After the system determines the static reconfiguration configuration of the flying car, it selects dynamic reconfiguration to control the flying car to switch between different reconfiguration configurations during operation, so that the flying car can choose different reconfiguration configurations of the flying car to run in different scenarios.
  • the reconfigurable flying car components in this embodiment can be understood as the physical structure of the flying car and the corresponding peripheral input and output resources.
  • the landing gear assembly 200 in this embodiment includes a lift drive mechanism 220, which is signal-connected with the lift control module 210; the lift drive mechanism 220 may use an in-wheel motor.
  • the wing assembly includes a wing drive mechanism 420, which is signal-connected with the wing control module 410; the empennage assembly 600 includes an empennage drive mechanism 620, which is signal-connected with the empennage control module 610; Connection; the multi-axis rotor assembly 700 includes a rotor drive mechanism 720 connected with the rotor control module 710 . Therefore, after the static reconfiguration configuration of the flying car is determined by the main control module 110, the dynamic reconfiguration is selected to control the flying car to switch between different reconfiguration configurations during operation.
  • the components in this embodiment are definitely not limited to the corresponding driving mechanism given above.
  • the landing gear assembly 200 directly affects the safety and maneuverability of the flying car, and the verification of the retractable function of the landing gear assembly 200 on the ground is an important link in the design of the aircraft.
  • the flight resistance increases with the flight speed.
  • the landing gear assembly 200 is designed to be retractable, and some experience has verified that the retractable design can offset the adverse effects of some aircraft mass increases.
  • the landing gear assembly 200 is fixed under the body body 100 .
  • the lift drive mechanism 220 is connected to the lift control module 210 for signals, and since the landing gear assembly 200 is always installed under the body body 100, it can be understood that in different reconfiguration configurations of the flying car, the lift The drop frame assembly 200 changes different postures according to different operation requirements, such as rotation, retraction, turning and so on.
  • the empennage assembly 600 as an important part of the flight control, can enhance the flight stability of the flying car, and control the pitch, yaw and tilt of the flying car according to the tail to change its flight attitude.
  • a detachable and adjustable empennage assembly 600 is adopted in this embodiment, wherein the empennage control module 610 is connected with the empennage driving mechanism 620 to control the empennage assembly 600 to perform corresponding attitude changes .
  • the propulsion component 500 is a power device that drives the flying car to increase thrust in a short time to rapidly increase the flight speed, shorten the take-off run distance, and rapidly increase the flight speed during flight.
  • the propulsion control module 510 and the propulsion drive mechanism 520 signal connected to control the propulsion drive mechanism 520 to rapidly increase the thrust to drive the flying car to accelerate.
  • the multi-axis rotor assembly 700 is an important part of the multi-axis rotor aircraft, the rotor control module 710 is connected with the rotor drive mechanism 720 to control the operation of the rotor drive mechanism 720, and since the multi-axis rotor assembly 700 is distributed around the main body of the vehicle body , not only the models shown in the drawings of this embodiment, but also other rotor configurations, which are not limited in this embodiment.
  • the rotor drive mechanism 720 is controlled nearby by the adapted rotor control module 710 Working can be understood as receiving corresponding flight instructions, and then the rotor drive mechanism 720 at the corresponding position will work according to the corresponding flight instructions.
  • the wing assembly is a rotary wing assembly or a fixed wing assembly.
  • the static reconstruction configuration of the flying car includes, but is not limited to, the road vehicle configuration, the multi-rotor aircraft configuration, the auto-rotor aircraft configuration, the fixed-wing aircraft configuration, the auto-rotor multi-axis rotor aircraft configuration,
  • the fixed-wing multi-rotor aircraft configuration statically reconstructs the reconfiguration configuration required by the flying car according to the specific needs, and on the basis of the static reconfiguration, dynamically reconfigures the flight of other reconfiguration configurations according to the specific operating scenario requirements car.
  • this embodiment provides a description of the adjustment of the center of gravity as shown in the accompanying drawings.
  • the center of gravity of the main body of the body is located between the front and rear wheels of the whole machine, and the weight is expressed as G1; when the multi-axis rotor assembly is folded, The center of gravity is located between the front and rear wheels; when the multi-axis rotor assembly is stretched out, the center of gravity is located between the front and rear wheels; when the vehicle is empty or manned, the center of gravity is controlled between the front and rear wheels.
  • the center of gravity of the fixed-wing component in the fixed-wing aircraft configuration is located behind the center of gravity of the whole machine, and the weight is represented as G2.
  • the center of gravity of the empennage accessory support frame is located behind the center of gravity of the fixed wing components, denoted as G3.
  • G3 The center of gravity of the empennage accessory support frame
  • the autowing components are located in the middle, and the weight is expressed as G4.
  • the aerodynamic center of gravity of each component is required to be located behind the center of gravity G0 of the whole machine. Since the aerodynamic center of gravity is located at 1/4 of the chord length of the wing, Therefore, the center of gravity of the fixed wing component and the supporting frame of the empennage accessories are arranged behind the center of gravity of the whole machine; in order to balance the moment of the whole machine, the center of gravity of the main body of the body should be arranged before the center of gravity of the whole machine.
  • the static stability analysis of this embodiment shows that the flying car is stationary on the ground, and there are two modes: as shown in the accompanying drawing 2 (f), when it is used as a road car configuration, the connecting mechanism and the wing assembly , propulsion assembly, tail assembly, etc. are not installed, and the multi-axis rotor assembly is in a retracted state.
  • the center of gravity of the main body of the body In the vertical direction, the center of gravity of the main body of the body is concentrated near the chassis; in the horizontal direction, the center of gravity of the main body of the body is located between the front and rear wheels and close to The direction of the front wheels, that is, the center of gravity of the main body of the vehicle body is forward.
  • a flightable mode for example, in the configuration of a fixed-wing multi-axis rotorcraft, after the flying car is equipped with a fixed-wing component and a support frame for tail accessories, the center of gravity of the whole machine moves backward relative to the center of gravity of the vehicle body, but it is still located in front of the rear wheels.
  • the flying car In the static mode, the flying car is on the ground, the four wheels are on the ground, the center of gravity is between the four wheels, and the aircraft is in a stable state.
  • the position of the center of gravity is kept within the preset range, and the aircraft is still in a stable state when the rotor is extended before takeoff.
  • the rotor of the fixed-wing multi-axis rotorcraft configuration is retracted, and as shown in reference 2(h), the rotor of the fixed-wing multi-axis rotorcraft configuration is extended.
  • the rotors are extended, and the center of gravity G1 is between the front and rear wheels, which is in a stable state.
  • the rotors are stretched out, the lifts F front and F rear generated by the front and rear rotors respectively, and the corresponding moment arms L front and L rear .
  • the rotor In the fixed-wing aircraft configuration, the rotor is retracted, and the lift F liter generated by the wing is located behind the center of gravity G0, so that the aircraft has static stability, that is, when the aircraft is disturbed by the airflow and raises its head, the angle of attack increases, thereby increasing the lift F liter, because Fn Located behind the center of gravity, the lift moment causes the aircraft to bow its head, thereby returning to the original stable state; when the aircraft is disturbed by the airflow and bows its head, the angle of attack decreases, thereby reducing the lift F liter, because FH is located behind the center of gravity, the lift moment is insufficient, and the aircraft produces a head-up trend, thereby returning to the original stable state.
  • the rotor is stretched out, and the lift is produced by the four rotors F left front , F right front , F left rear , F right rear .
  • G0 represents the weight of the vehicle
  • G1 represents the weight of the body
  • G2 represents the weight of the fixed wing components
  • G3 represents the weight of the tail support frame
  • G4 represents the weight of the rotor assembly
  • Z1 represents the ground support force of the front wheels
  • Z2 represents the ground support force of the rear wheels
  • F pull means horizontal driving force
  • R resistance means horizontal resistance
  • F front means front rotor lift
  • F rear means rear rotor lift
  • F liter means wing lift
  • F rudder means tail rudder aerodynamic force
  • L pull means horizontal driving force Arm
  • L resistance means horizontal resistance arm
  • L front means front rotor moment arm
  • L rear means rear rotor moment arm
  • L liter means wing lift arm
  • L rudder means tail rudder moment arm
  • L1 means body moment arm
  • L2 represents the wing moment arm
  • L3 represents the rear flight package moment arm
  • L4 represents the front wheel moment arm
  • L5 represents the rear wheel moment arm
  • the balance of the flying car is controlled by the flight control system.
  • the flight control system perceives the current attitude of the aircraft by receiving attitude sensor data, and after processing the sensor data, sends control commands to the power system and rudder surface actuation system, thereby adjusting the power output and rudder surface angle output, and finally achieves the purpose of balanced control.
  • the flight control system controls the speed of the motors of the four rotors by sending control commands, and the motors drive the blades to rotate to generate corresponding lift.
  • the four rotors receive four-way control signals from the flight controller, and each rotor motor can be controlled individually to achieve various orientation and attitude adjustments.
  • the current attitude angle is obtained through the attitude sensor, which is fed back to the flight controller for closed-loop control, and the output value of the speed command is adjusted. Eventually a state of equilibrium or maneuver is reached.
  • the motor on the tail support frame drives the blades to generate forward thrust, pushing the aircraft forward.
  • the fixed wing components generate lift under the action of the airflow flowing backwards.
  • the flight control system controls the flight speed by controlling the speed of the thrust motor; at the same time, the flight control outputs angle control signals to the rudder actuators on the fixed wing components and the rudder actuators on the tail, thereby controlling the attitude of the aircraft.
  • the adjustment of the aileron angle on the fixed wing component controls the roll attitude angle of the aircraft, and the adjustment of the rudder surface angle on the empennage controls the pitch attitude angle of the aircraft.
  • the current attitude angle of the aircraft is fed back to the flight controller by the attitude sensor.
  • the flight controller outputs control signals by comparing the difference between the target attitude value and the actual attitude value, and finally realizes balance control and maneuver control.
  • this embodiment is based on realizing the reconfigurable design in the software system in the separate modular avionics control system, so as to realize the reconfigurable design of components in the hardware structure.
  • the static reconfigurable design and the dynamic reconfigurable design are combined in this embodiment.
  • the static reconfigurability is realized, it is equivalent to the presentation of the static reconfiguration and assembly of the corresponding reconfiguration configuration on land.
  • the operator uses the quick modification scheme to quickly refit into the required configuration.
  • the road vehicle configuration is statically reconfigured into a multi-axis rotorcraft configuration by adding a multi-axis rotor assembly 700, and the road vehicle configuration is statically reconfigured into a self-configuration by installing a wing assembly, a propulsion assembly 500, and an empennage assembly 600.
  • the configuration of the rotorcraft or the configuration of the fixed-wing aircraft, and the configuration of the road vehicle are statically reconstructed into the configuration of the self-rotor multi-axis rotorcraft or the configuration of the fixed-wing multi-rotor by adding the wing assembly, propulsion assembly 500, empennage Axirotor aircraft configuration.
  • dynamic reconfigurability it is equivalent to performing dynamic reconfiguration in the air according to the needs of the operating scene.
  • the assembly 700 is put into the body body 100 to form a self-rotor aircraft configuration or a fixed-wing aircraft configuration; when the multi-axis rotor aircraft configuration enters the road after flying, the multi-axis rotor is retracted into the body body 100 to form a road vehicle. Therefore, this embodiment further emphasizes that based on the reconfigurable design of the software control in the separate modular avionics control system, the reconfigurable design of the hardware architecture of the flying car components is realized.
  • the reconfigurable flying car in this embodiment is not limited to the driving mode, whether it is a manual operation mode or an automatic driving mode, in this embodiment, the corresponding flight/driving mode is selected according to the control command.
  • the separate modular avionics control system cannot be operated, for example, for the flying car that is statically reconfigured into a road car, it cannot perform vertical Functions such as take-off and landing, runway take-off and landing, air flight, etc.
  • the configuration of the flying car can be dynamically reconfigured by controlling the corresponding modules to stop or run .
  • dynamic reconstruction changes are made to change the shape of the flying car, which is more conducive to the driving/flying of the flying car, for example, more It is beneficial to driving on the road, more conducive to vertical take-off and landing, and more conducive to level flight in the air.
  • the flying car is statically reconfigured into a road car configuration, autogyro aircraft configuration, Fixed-wing aircraft configuration (the whole flying car is not equipped with multi-axis rotor assembly 700), then statically reconstructed into multi-axis rotor aircraft configuration, auto-rotor multi-axis rotor aircraft configuration, fixed-wing multi-axis rotor aircraft configuration, etc.
  • the static reconfiguration configuration can be dynamically reconfigured into a flying car of another static reconfiguration configuration.
  • the flying car can be dynamically reconfigured and converted between different reconfigured configurations during flight.
  • the multi-axis rotorcraft configuration is statically reconfigured into a road vehicle configuration after the multi-axis rotor assembly 700 is accommodated; type; fixed-wing multi-axis rotor aircraft configuration After the multi-axis rotor assembly 700 is accommodated, the fixed-wing aircraft configuration is formed.
  • the body body 100 in this embodiment is symmetrically provided with rotor storage cabins, and the opening is arranged on the side wall;
  • the multi-axis rotor assembly 700 includes at least one set of multi-axis rotors system.
  • the multi-axis rotor system can be installed in the rotor storage position (such as in the rotor storage compartment or just gather the rotors close to the car body. If the rotor storage compartment is mentioned later, it generally refers to the rotor storage compartment or gathered in the rotor storage compartment.
  • the position of the body can be opened in the rotor storage compartment or opened in the gathering position), and when the flying car is driving on the road or taking off and landing on the runway or in the air, it can be put into the rotor storage compartment from the opening or or
  • the multi-axis rotor is in the storage state, and closes the side wall opening of the body body 100; when vertical take-off and landing is selected, the side wall opening of the body body 100 is triggered to open, and the rotor storage cabin is stretched out from the opening or the multi-axis rotor is in the working position.
  • the flying car when the flying car is determined to be a multi-axis rotorcraft configuration and is running as a road vehicle, or when the flying car is determined to be a self-rotating multi-axis rotorcraft configuration or a fixed-wing multi-axis rotorcraft configuration in the air
  • the multi-axis rotor system is stored in the rotor storage compartment from the opening or the multi-axis rotor is in a storage state, and the side wall opening of the body body 100 is closed;
  • the side wall opening of the control body body 100 When the rotorcraft configuration or the fixed-wing multi-axis rotorcraft configuration is performing vertical take-off and landing, the side wall opening of the control body body 100 is opened, and the multi-axis rotor system extends out of the rotor storage compartment from the opening or the multi-axis rotor is in the working position.
  • the opening of the side wall of the vehicle body body 100 is provided with a rotor storage hatch 740.
  • the rotor storage hatch 740 is controlled to open. Control the rotor storage hatch 740 to close.
  • the storage hatch in this embodiment can be, but not limited to, an electronic opening and closing door and an electronic moving door.
  • the vehicle body body 100 includes a car base, and a cabin is arranged on the car base for installing seats.
  • the number of seats is reduced according to the use requirements of the aircraft, for example, the number of seats is reduced according to the number of passengers, so as to reasonably adjust the use space of the cockpit.
  • the rotor storage compartment can be changed into the main cabin space in the body body 100 .
  • the connecting mechanism includes a rotor storage compartment, and the accommodation space in the body body 100 can be enlarged by removing the rotor storage compartment.
  • the multi-axis rotor system in this embodiment is symmetrically arranged on both sides of the body body 100 of the flying car, and a set of multi-axis rotor systems means a pair of rotor systems arranged on both sides of the body body 100 Multi-axis rotor system.
  • the multi-axis rotor system includes a rotor arm 731 and a rotor member 732, one end of the rotor arm 731 is screwed in the rotor storage compartment, and the other end is fixedly installed with the rotor member 732;
  • the rotor drive mechanism 720 includes a first rotor drive mechanism 720 and a second rotor
  • the driving mechanism 720 drives the rotor arm 731 to extend or retract into the rotor storage compartment through the first rotor driving mechanism 720, and drives the rotor member 732 to rotate at the end of the rotor arm 731 through the second rotor driving mechanism 720 to provide lift.
  • the rotor arm 731 can adopt a fixed length design, and can also adopt a retractable or foldable rotor arm 731 .
  • the length of the rotor storage compartment is greater than the length of the rotor arm 731, and when two rotor arms 731 are arranged in the rotor storage compartment on the same side, it is necessary to consider that the rotor arm 731 is retracted or stretched out of the rotor The execution sequence of the storage compartment.
  • the rotor arm 731 adopts a retractable or foldable rotor arm 731 the two rotor arms 731 in the same rotor storage compartment can be retracted or extended synchronously.
  • the rotor arm 731 adopts a retractable rotor arm 731, Stretch out the rotor storage compartment in the retracted state, and then extend and expand it.
  • OB When OB is retracted into the rotor storage compartment, it first shrinks and then rotates into the rotor storage compartment; The storage cabin is then unfolded and stretched, and when it is stored in the rotor storage cabin, it is first folded and then rotated into the rotor storage cabin.
  • the center position between each group of multi-axis rotor systems is adaptively adjusted according to the center of gravity of the flying car. After storing the cabin, make the center position between each group of multi-axis rotor systems forward. When there are multiple multi-axis rotor systems in each rotor storage compartment, it is necessary to take the average value of the center positions between multiple groups of multi-axis rotor systems, and adjust the distance between the multi-axis rotor arms 731 in the same rotor storage compartment adaptively.
  • the angle of which controls the position of the mean of the center position.
  • the rotors in the multi-axis rotor system in this embodiment may be, but not limited to, eight rotors.
  • the multi-axis rotor in this embodiment can carry out the low-speed short-distance flight motion with the flying car.
  • the flying car in this embodiment is a light sports manned aircraft, and its flight altitude is usually below 2000m, so the hyperbaric oxygen chamber may not be considered. It is further explained that since the take-off and landing speed of the flying car is relatively slow in the vertical take-off and landing mode, even if the rotor storage hatch 740 is opened, it will not affect the vertical take-off and landing operation.
  • the system is received in the rotor storage compartment, and closing the rotor storage compartment door 740 can improve the aerodynamic efficiency of flight/driving.
  • this embodiment provides a road car configuration in a reconfigurable flying car.
  • the landing gear assembly 200 When the flying car is statically reconfigured into a road car configuration, the landing gear assembly 200 is fixed under the body body 100;
  • the control command of the control module 110 controls the operation of the lifting and lowering drive mechanism 220 to control the flying car to run on the road as a road car configuration. .
  • the road car configuration in this embodiment is the most basic reconfiguration configuration of the flying car, which is equivalent to the bare metal of the flying car.
  • the flight mode cannot be executed, it can be directly used as a road car.
  • this embodiment provides a multi-axis rotorcraft configuration in a reconfigurable flying car.
  • the flying car When the flying car is statically reconfigured into a multi-axis rotorcraft configuration, in addition to the fixed landing gear assembly 200 under the body body 100, the symmetrical sides of the body body 100 are also detachably installed with a multi-axis rotor assembly 700 for static weight. Structured as a multi-axis rotorcraft configuration;
  • the rotor control module 710 receives the control command from the main control module 110 to control the operation of the rotor drive mechanism 720 to control the flying car as a multi-axis rotorcraft configuration for VTOL or short-distance flight in the air;
  • the rotor control module 710 controls the closing of the rotor drive mechanism 720, and controls the multi-axis rotor system to be retracted into the rotor storage compartment, so as to control the dynamic reconfiguration of the flying vehicle from the multi-axis rotor aircraft configuration to the road vehicle configuration for road driving.
  • the multi-axis rotorcraft configuration when the multi-axis rotorcraft configuration is dynamically reconfigured into a road car configuration, it is necessary to follow the traffic rules of the road car. For example, the width of the flying car meets the width requirements of the existing road vehicle traffic guidance line.
  • the The rotor storage cabin accommodates the multi-axis rotor system so that when it is dynamically reconfigured into a road car configuration, it conforms to people's aesthetics of the car's appearance, and the structure is compact and stable, easy to implement, and does not take up too much road space, and the structural design is reasonable. It affects the spatial layout in the body body 100 .
  • the configuration of the multi-rotor aircraft in this embodiment is a basic reconfiguration configuration of the multi-rotor in the flying car, which can realize vertical take-off and landing and short-distance flight.
  • the configuration of the multi-axis rotorcraft needs to be driven on the road, it does not need to be physically disassembled, and the multi-axis rotor assembly 700 can be directly put into the body body 100 to dynamically form the road vehicle configuration, so as to realize one of the dynamics of the flying car.
  • the multi-rotor aircraft configuration based on the static reconstruction in the fourth embodiment can be dynamically reconfigured into the road vehicle configuration in the third embodiment.
  • this embodiment provides a configuration of an autogyro in a reconfigurable flying car.
  • the wing assembly When the flying car is statically reconfigured into a self-rotor aircraft configuration, the wing assembly includes a self-rotor component 430, and the self-rotor component 430 is connected to the output shaft of the wing drive mechanism 420, and the wing drive is controlled by the wing control module 410 After the mechanism 420 is in operation, the rotor member 430 is pre-rotated.
  • the rotor member 430 is usually driven in advance to pre-rotate, and then the runway is accelerated to run, and the rotor member 430 accelerates and rotates against the wind to increase the lift force and take off with a shorter runway.
  • the rear of the body body 100 is also statically reconfigured into a self-rotor through a detachable installation of a propulsion assembly 500, an empennage assembly 600, a rotor component 430, and a wing drive mechanism 420. aircraft configuration;
  • the propulsion control module 510 receives the control command from the main control module 110, and controls the movement of the propulsion drive mechanism 520 so that the propulsion assembly 500 generates thrust.
  • the landing gear assembly 200 travels rapidly along the runway, and makes the self-rotating wing member 430 rotate with the wind to generate lift when the flying car moves rapidly along the runway, and drives the flying car to lift off and fly in the air, so that the flying car can reach the runway for takeoff and landing. Control the purpose of the flight.
  • this embodiment provides a configuration of a fixed-wing aircraft in a reconfigurable flying car.
  • the wing assembly When the flying car is statically reconfigured into a fixed-wing aircraft configuration, the wing assembly includes a fixed-wing component 440; the fixed-wing component 440 is provided with flaps and ailerons, and the flaps and ailerons are connected to the output shaft of the wing drive mechanism 420 Above, after the wing control module 410 controls the operation of the wing driving mechanism 420, the lift of the fixed wing component is adjusted by driving the flap or the flight direction is adjusted by driving the aileron.
  • the specific structure of the fixed wing member 440 , the specific positions and working principles of the flaps and ailerons are not limited in this embodiment.
  • the rear of the body body 100 is also detachably installed with a propulsion assembly 500, an empennage assembly 600, and a fixed wing component 440 for static reconstruction into a fixed wing aircraft structure. type.
  • the propulsion control module 510 receives the control command from the main control module 110, controls the movement of the propulsion drive mechanism 520 so that the propulsion assembly 500 generates thrust, and then drives the engine.
  • the landing gear assembly 200 travels rapidly along the runway, so that the fixed wing component 440 generates lift when the flying car advances rapidly along the runway to drive the flying car into the air, and the flying car continues to fly in the air under the thrust of the propulsion assembly 500 .
  • the propulsion assembly 500 adopts a ducted fan array 511, and the ducted fan array 511 is configured on the fixed wing member 440 through static reconstruction, and the duct is adjusted according to the payload.
  • the number of rows of fans, and relative to the fixed wing member 440 can be tilted 90 °, as shown in Figure 8, so that when taking off vertically, the propulsion force in the vertical direction relative to the main body of the vehicle body is provided. The pulling or pushing force in the horizontal direction forward and backward of the body.
  • the ducted fan array 511 when the ducted fan array 511 is statically reconstructed on the fixed wing component, the ducted fan array 511 is also configured on the empennage component, and the number of the ducted fan array is designed according to the size of the empennage component.
  • the fifth static reconfiguration configuration is described in this embodiment.
  • This embodiment provides a configuration of a self-rotor multi-axis rotorcraft in a reconfigurable flying car. In terms of appearance, this embodiment is equivalent to the combination of the fourth embodiment and the fifth embodiment.
  • the landing gear assembly 200 is fixed under the body body 100, and the propulsion assembly 500, empennage assembly 600, The component 430 and the wing drive mechanism 420, the symmetrical sides of the body body 100 are also detachably installed with the multi-axis rotor assembly 700, and are statically reconfigured into a self-rotor multi-axis rotorcraft configuration;
  • the control command of the main control module 110 is received through the rotor control module 710, and the operation of the rotor drive mechanism 720 is controlled to control the vertical take-off and landing of the flying car.
  • the propulsion control module 510 receives the control command from the main control module 110, and controls the movement of the propulsion drive mechanism 520 so that the propulsion assembly 500 generates thrust and the flying car advances during the vertical take-off and landing process, and at the same time, the self-rotor member 430 moves forward rapidly in the flying car , rotate with the wind and generate lift, so that after the flying car reaches a predetermined height, control the rotor drive mechanism 720 to stop, use the rotation of the rotor member 430 to provide lift, and the flying car advances in the air under the thrust of the propulsion assembly 500; and ,
  • the rotor control module 710 controls the closing of the rotor drive mechanism 720, and controls the multi-axis rotor system to be retracted into the rotor storage compartment, so as to control the dynamic reconfiguration of the flying car from the auto-rotor multi-axis rotor aircraft configuration to the auto-rotor aircraft configuration for aerial Flat fly.
  • this embodiment provides a configuration of a fixed-wing multi-rotor aircraft in a reconfigurable flying car. In appearance, this embodiment is equivalent to the combination of the fourth embodiment and the sixth embodiment.
  • a landing gear assembly 200 is fixed under the body body 100, and a propulsion assembly 500, an empennage assembly 600, and a fixed-wing Component 440, the symmetrical sides of the vehicle body 100 are detachably installed with the multi-axis rotor assembly 700, or the multi-axis rotor assembly is symmetrically and detachably installed on the fixed-wing component, so as to be statically reconfigured into a fixed-wing multi-axis rotor aircraft structure.
  • the rotor control module 710 receives the control command from the main control module 110, and controls the operation of the rotor drive mechanism 720 to control the vertical take-off and landing of the flying car.
  • the propulsion control module 510 receives the control command from the main control module 110, and controls the movement of the propulsion drive mechanism 520 so that the propulsion assembly 500 generates thrust and the flying car advances during the vertical take-off and landing process, and at the same time, the fixed wing component 440 moves forward rapidly during the flying car When it rises, lift force is generated, so that after the flying car reaches a predetermined height, the rotor drive mechanism 720 is controlled to stop, so that the flying car advances in the air under the thrust of the propulsion assembly 500;
  • the rotor control module 710 controls the closing of the rotor drive mechanism 720, and controls the multi-axis rotor system to be retracted into the rotor storage compartment, so as to control the dynamic configuration of the flying car from the fixed-wing multi-axis rotor aircraft. Reconfigured to a fixed-wing aircraft configuration for level flight in the air.
  • the rotor drive mechanism is controlled to be closed by the rotor control module.
  • the multi-axis rotor assembly in this embodiment, two design schemes of the multi-axis rotor assembly are given for the configuration of the fixed-wing multi-axis rotor aircraft.
  • One solution is to symmetrically install the multi-axis rotor assembly on both sides of the body body, and the other
  • One solution is to symmetrically install the multi-axis rotor assembly on the fixed wing component.
  • the multi-axis rotor assembly in this embodiment may use a tilt rotor.
  • the propulsion component when the flying car is statically reconfigured into a fixed-wing aircraft configuration or a fixed-wing multi-rotor aircraft configuration, the propulsion component can be statically reconfigured on the fixed-wing component.
  • the propulsion drive mechanism 520 when the propulsion assembly 500 is arranged on the fixed wing component 440, considering the load bearing of the fixed wing component 440 and the control of the center of gravity of the entire flying car, the propulsion drive mechanism 520 preferably adopts a power consumption design.
  • the propulsion drive mechanism 520 can adopt a fuel consumption design or a power consumption design, and the propulsion assembly can be installed on the fixed wing component 440 and the support frame 310 at the same time, aiming at different installation positions of the propulsion assembly 500 Select energy supply requirements according to actual conditions.
  • the propulsion assembly when the propulsion assembly can be statically reconfigured on the fixed wing component 440, in one embodiment, the propulsion assembly uses an electric tilt rotor.
  • the electric tilt rotor When the flying car is vertically ascending and descending, the electric tilt rotor provides lift in the horizontal position. In level flight, the rotor is tilted 90° to provide forward pull or thrust.
  • the fixed wing component adopts an electric tilting fixed wing. When the flying car is vertically lifted, the electric tilting fixed wing drives the propulsion assembly to provide lift in the vertical position. After 90°, forward pulling force or pushing force is provided through the propulsion assembly on it.
  • the embodiment of the present application is based on one of the solutions in the eighth embodiment.
  • the fixed wing component is movably connected to the body body.
  • the fixed-wing component when controlling the vertical take-off and landing of the flying car or driving on the ground, the fixed-wing component is controlled to fold relative to the main body of the vehicle body, and after the flying car reaches a predetermined height, the fixed-wing component is controlled to reach a preset state during level flight.
  • the fixed wing component is 90° downward or backward relative to the vehicle body, or the fixed wing component is folded and contracted relative to the vehicle body.
  • the fixed wing component when the fixed wing component is movably connected with the main body of the vehicle body, the fixed wing component includes the wing root connected to the main body of the vehicle body, and the wing root is used as the axis to tilt 90° to complete the folding. After the flying car reaches a predetermined height, the fixed wing component is controlled Return to level flight status. It can be known that when controlling the vertical take-off and landing of the flying car, the upward lift is increased by tilting the fixed-wing components by 90° to be perpendicular to the ground. When switching to level flight, after extending the fixed-wing components to be parallel to the ground, Increased pull in level flight.
  • the foldable fixed-wing component given in this embodiment can adopt multi-section folding or single-section folding.
  • Vertical after reaching a predetermined height in the air, turn it into a parallel angle with the ground, and the fixed wing component can have a propulsion system.
  • this embodiment Based on the different reconstruction configurations of flying cars given in Embodiment 2 to Embodiment 9, as shown in FIG. 11 , this embodiment also needs to provide corresponding energy supply schemes for different configurations.
  • the flying car in this embodiment is also equipped with an energy supply component 800 , and the separate modular avionics control system is equipped with an energy control module 810 .
  • the energy supply assembly 800 at least includes a first energy supply device 820 fixed on the body body 100, a second energy supply device 830 and a third energy supply device 840 detachably installed behind the body body 100 through a connection mechanism, and an energy control module 810 is connected to the first energy supply device 820, the second energy supply device 830 and the third energy supply device 840 respectively, controls the third energy supply device 840 to provide kinetic energy to the propulsion drive mechanism 520, and controls the first energy supply device 820 to provide All electric equipments of the car provide electric energy, and when the electric quantity of the first energy supply device 820 is lower than the preset electric quantity value, control the second energy supply device 830 to provide electric energy to the corresponding electric consumers.
  • the third energy supply device 840 uses a power supply device, such as a battery, a lithium battery, or a rechargeable battery
  • the kinetic energy is converted from electric energy to provide kinetic energy for the propulsion drive mechanism
  • the third energy supply device 840 uses fuel supply
  • fuel is converted into mechanical kinetic energy to provide kinetic energy to the propulsion drive mechanism
  • the third energy supply device 840 uses a hydrogen fuel supply device
  • energy is converted into kinetic energy to provide kinetic energy to the propulsion drive mechanism.
  • the first energy supply device 820 is installed under the inner side of the vehicle body body 100 , and dissipates heat to the first energy supply device 820 through the heat dissipation window 111 .
  • the energy supply assembly 800 in this embodiment may only include the first energy supply device 820, the first energy supply device 820 supplies power to the lifting drive mechanism 220.
  • the energy supply assembly 800 includes the first energy supply device 820, and a backup battery device can also be configured.
  • the energy supply assembly 800 also includes a third energy supply device 840; at this time, the road car configuration may It adopts pure hydrogen fuel supply, pure electricity supply, pure fuel supply, or a mixed supply of energy.
  • the energy control module 810 in this embodiment is signal-connected with the first energy supply device 820, the third energy supply device 840, and the second energy supply device 830, on the one hand, it sends a control command signal to control the corresponding energy supply component 800 to start,
  • the energy control module 810 in this embodiment sends a control command signal to control the corresponding energy supply component 800 to start,
  • the current supply of electricity, fuel, and hydrogen fuel is obtained in real time, so as to calculate the driving distance and make driving planning in advance.
  • the energy supply assembly 800 may also include a second energy supply device 830.
  • the first energy supply device 820 supplies the multi-axis
  • the rotor drive mechanism 720 of the rotor assembly 700 is powered, and the second energy supply device 830 is used to supply power to achieve the purpose of extending the range of the multi-axis rotorcraft configuration during flight.
  • the preferred solution uses the third energy supply device 840 to provide kinetic energy.
  • the first energy supply device 820 can also be used directly, but due to the large energy consumption
  • the preferred solution in this embodiment is to use the third energy supply device 840 to provide kinetic energy to the propulsion drive mechanism 520 .
  • the preferred solution is to provide power to the corresponding electrical equipment through the second energy supply device 830 when the power of the first energy supply device 820 is insufficient, so as to achieve the purpose of extending the range. .
  • the static reconstruction configurations of various flying cars given in this embodiment are preferably designed with pure power supply.
  • the connecting member in this embodiment includes a tail fitting support frame 310, and the tail fitting support frame 310 is detachably mounted on the rear of the body body 100 to The detachable installation of the wing assembly, the propulsion assembly 500 , the empennage assembly 600 , the third energy supply device 840 and the second energy supply device 830 is realized.
  • the tail fitting supporting frame 310 is connected to the rear of the vehicle body main body 100 using a mortise and tenon structure. Further, a fixed dovetail groove is provided on the tail accessory supporting frame 310, and an adapted dovetail protrusion is provided at the rear of the body body 100, and the dovetail protrusion is slidably installed in the fixed dovetail groove, so that the tail accessory supporting frame 310 achieves the purpose of fixed installation.
  • a dovetail groove fine-tuning clearance is also provided on the fixed dovetail groove.
  • connection method between the tail accessory support frame 310 and the body body 100 is not limited to the mortise and tenon structure, and can be connected by a plug-in structure, a fastener, or a combination of a fastener and a mortise-and-tenon structure. Examples are not further limited.
  • the top of the tail accessory support frame 310 is provided with a mounting hole, and the fixed-wing component is installed through the mounting hole. 440. That is to say, when the flying car is statically reconfigured into a fixed-wing aircraft configuration or a fixed-wing multi-rotor aircraft configuration, the fixed-wing component 441 is statically reconfigured on the body body 100 through the tail fitting support frame 310, and according to the The installation position of the fixed wing member 440 is limited by the movable limit of the installation hole on the top of the tail fitting support frame 310 . For example, the fixed wing member 440 can move back and forth along the top mounting hole.
  • the fixed wing component 440 can slide in the mounting hole, and then select an appropriate position to reinforce the connection.
  • the size of the mounting hole is just right When it is the installation size of the fixed wing component 440, after the fixed wing component 440 is inserted into the top installation hole, it is directly connected with fasteners for reinforcement, without considering the installation position of the fixed wing component 440. Therefore, the size of the mounting hole can be designed according to the margin at the top of the tail fitting support frame 310 .
  • the wing drive mechanism 420 is installed on the tail fitting support frame 310, and its output shaft is connected to the The self-rotor component 430 is connected, and the self-rotor component 430 is installed on the top of the tail accessory support frame 310 .
  • the tail accessory support frame 310 detachably installs the propulsion assembly 500
  • the propulsion assembly 500 includes a propulsion drive mechanism 520 and a propulsion paddle
  • the propulsion paddle is connected to the output shaft of the propulsion drive mechanism 520, and protrudes from the rear of the tail fitting support frame 310.
  • the second energy supply device 830 is installed through the tail accessory support frame 310 to extend the driving range of the flying car.
  • the flying car provided in this embodiment is based on a separate modular avionics control system, so the componentized reconfigurable design is used to realize the normal operation of the flying car. Transmission of data/electrical signals.
  • the support frame 310 of the tail accessory is provided with a signal transmission interface
  • the wing control module 410, the propulsion control module 510, and the empennage control module 610 are arranged on the tail accessory support frame 310, the wing control module 410, the propulsion control module 510, and the empennage control module 610 are connected to the main control module through the signal transmission interface 110, to receive a corresponding control instruction;
  • the signal The transmission interface is connected to the driving mechanism of the corresponding component.
  • the support frame 310 of the tail accessory is also provided with a power interface, through which the electric energy transmitted by the first energy supply device 820 is transmitted to the wing assembly, the propulsion assembly 500 and the empennage assembly 600 .
  • the reconfigurable flying car in this embodiment is realized based on the configuration of a separate modular avionics control system.
  • the separated modular avionics control system is also configured with at least one slave control module 120, and the slave control module 120 is configured to communicate with the main control module 110, the wing control module 410, the propulsion control module 510, the empennage control module 610, the rotor control module 710, the landing control module 210 and the energy control module 810 are connected with signals to monitor the operating status of the main control module 110, and when the main control module 110 fails, take over and replace the main control module 110 to drive the flying car to continue flying safely.
  • a separate modular avionics control system is configured with multiple slave control modules 120 , when the master control module 110 fails, one of the slave control modules 120 is selected to take over the master control module 110 after competition among the slave control modules 120 .
  • the slave control module 120 For the installation position of the slave control module 120, in this embodiment, it is adaptively installed according to the reconfiguration configuration of the flying car.
  • the flying car When the flying car is statically reconfigured into a self-rotary aircraft configuration, a fixed-wing aircraft configuration, a self-rotary multi-axis rotor aircraft configuration, and a fixed-wing multi-axis rotor aircraft configuration, one of the slave control modules 120 is installed on the tail fitting support on the frame 310; when the flying car is statically reconfigured into a road car configuration or a multi-axis rotorcraft configuration, the slave control module 120 is installed in the main body of the vehicle body. It can be understood that the slave control module 120 in this embodiment can be adjusted according to actual conditions.
  • the landing gear assembly 200 in this embodiment also includes a front wheel combined rear wheel set,
  • the front wheel group is arranged on the front of the vehicle body main body 100, or symmetrically arranged on the lower edge of the front side wall of the vehicle body main body 100; It acts as a landing gear when taking off and landing.
  • the lifting and lowering drive mechanism 220 in this embodiment includes several necessary devices for automobile driving including a brake steering mechanism and a wheel motor. As a result, after the flying car is disassembled or accommodated in the air, the basic components of the road car can be realized.
  • the diameter of the wheels in the front wheel set is smaller than the diameter of the wheels in the rear wheel set.
  • the empennage assembly 600 also includes an empennage member and a tail beam member.
  • the flying car belongs to the autogyro aircraft configuration or the fixed-wing aircraft configuration or the self-rotating multi-axis rotor aircraft configuration or the fixed-wing multi-axis rotor aircraft configuration
  • one end of the tail boom is fixed on the tail accessory support frame 310
  • the tail The components are slidably installed on the tail boom through the tail drive mechanism 620, and the distance between the tail components and the tail accessory support frame 310 is adaptively adjusted according to the center of gravity of the flying car.
  • the reconfigurable aircraft in this embodiment can have 2 to 7 seats or even more.
  • the body body 100 is mainly made of carbon fiber composite materials, such as carbon fiber and glass fiber. Carbon fiber composite materials make the body 100 lighter so that the application consumes less energy.
  • the main body 100 weighs about 102kg (the door is 7kg, the body is 70kg, and the reinforcement is 25kg), the multi-axis rotor system is about 164kg (the motor is 40kg, 16kg, the bracket is 60kg, and the rotor is 48kg), and the road driving components are about 110kg. (about 40kg for the wheel, about 20kg for the brake steering mechanism, about 40kg for the motor, and about 10kg for the reinforcement member), about 80kg for the energy device, about 30kg for the control device including the instrument host, about 8kg for the seat, and about 206kg for the nuclear personnel and luggage, so it can It is calculated that in the road driving mode, the maximum take-off weight is 700kg.
  • the engine system is 84kg
  • the energy system is 55kg
  • the fixed wing is 70k
  • the tail components tail components, tail beam components and tail drive devices
  • the added weight is 239kg
  • the overall weight of the fixed-wing aircraft is about 939kg.
  • the movable tail design and the rotor design with adjustable position are adopted in this embodiment. Under the control of the control module 110, the center of the flying car can be adjusted.
  • the empennage driving mechanism 620 adopts an electric gearbox, through which the sliding position of the empennage member on the tail beam member is controlled.
  • the tail member slides forward under the drive of the electric gearbox, and when the payload of the flying car is large (for example, when four people are seated), the tail member slides forward under the electric gear box. Sliding backwards under the drive of the box.
  • the tail beam member in this embodiment is provided with multiple predetermined fixed positions according to the adjustment of the center of gravity, and the tail member can be adjusted to the corresponding fixed positions through the electric gearbox, which simplifies the calculation process of adjustment.
  • the motor of the electric gearbox in this embodiment drives the gear to roll on the rack, and automatically locks it when it reaches the preset position, which plays a role in adjusting the center of gravity of the entire aircraft.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Transportation (AREA)
  • Aiming, Guidance, Guns With A Light Source, Armor, Camouflage, And Targets (AREA)

Abstract

Est divulguée dans la présente invention une voiture volante reconstructible. Un corps principal de corps de voiture est relié de manière amovible à un ensemble aile, à un ensemble de propulsion, à un ensemble empennage et à des ensembles rotors à axes multiples au moyen d'un mécanisme de liaison de manière à former différentes configurations de reconstruction de la voiture volante ; et après que la configuration de reconstruction statique de la voiture volante est déterminée au moyen d'un module de commande principal, une reconstruction dynamique est sélectionnée pour commander la commutation de la voiture volante entre différentes configurations de reconstruction pendant le fonctionnement, de sorte que la voiture volante sélectionne différentes configurations de reconstruction de la voiture volante pour un fonctionnement dans différents scénarios. Par la combinaison d'une reconstruction statique et d'une reconstruction dynamique, la présente invention permet d'obtenir la transformation de configuration de la voiture volante dans différents scénarios et répond aux exigences en termes de de marque et répond également aux exigences en termes de coût.
PCT/CN2022/106209 2021-12-14 2022-07-18 Voiture volante reconstructible et procédé de commande de voiture volante WO2023109114A1 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
CN202111527289.9 2021-12-14
CN202111527289 2021-12-14
CN202210126788 2022-02-11
CN202210126788.5 2022-02-11
CN202210776937.2 2022-07-04
CN202210776937.2A CN115648869A (zh) 2021-12-14 2022-07-04 一种可重构式飞行汽车及飞行汽车控制方法

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WO2024017419A1 (fr) * 2023-11-09 2024-01-25 Su Wu Petit aéronef piloté pliable biomimétique à voilure fixe pour particuliers
WO2024017420A1 (fr) * 2023-11-09 2024-01-25 Su Wu Petit aéronef piloté à voilure fixe ovale pliable pour particuliers

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CN112659830A (zh) * 2020-12-30 2021-04-16 上海欧少航空科技有限公司 一种自旋翼飞行汽车
CN113415419A (zh) * 2021-07-27 2021-09-21 零重力南京飞机工业有限公司 一种模块化设计多功能飞行器及其工作方法
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US20110163197A1 (en) * 2009-11-27 2011-07-07 Rainer Farrag Flight unit that can be coupled to a road vehicle having single-file seating
US20110315806A1 (en) * 2010-05-17 2011-12-29 Piasecki John W Modular and morphable air vehicle
KR101556261B1 (ko) * 2015-03-16 2015-09-30 양연철 헬리콥터식 비행자동차
CN111268120A (zh) * 2020-03-11 2020-06-12 西北工业大学 一种采用分布式涵道动力的垂直起降无人机
CN112659830A (zh) * 2020-12-30 2021-04-16 上海欧少航空科技有限公司 一种自旋翼飞行汽车
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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2024017419A1 (fr) * 2023-11-09 2024-01-25 Su Wu Petit aéronef piloté pliable biomimétique à voilure fixe pour particuliers
WO2024017420A1 (fr) * 2023-11-09 2024-01-25 Su Wu Petit aéronef piloté à voilure fixe ovale pliable pour particuliers

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