WO2023197568A1 - 一种垂直起降飞行器和垂直起降飞行器的控制方法 - Google Patents

一种垂直起降飞行器和垂直起降飞行器的控制方法 Download PDF

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Publication number
WO2023197568A1
WO2023197568A1 PCT/CN2022/128571 CN2022128571W WO2023197568A1 WO 2023197568 A1 WO2023197568 A1 WO 2023197568A1 CN 2022128571 W CN2022128571 W CN 2022128571W WO 2023197568 A1 WO2023197568 A1 WO 2023197568A1
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WIPO (PCT)
Prior art keywords
rotor
aircraft
tail
fixed
fuselage
Prior art date
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PCT/CN2022/128571
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English (en)
French (fr)
Inventor
薛松柏
谢晒明
王长云
沙永祥
骆俊昌
Original Assignee
成都沃飞天驭科技有限公司
浙江吉利控股集团有限公司
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Publication date
Application filed by 成都沃飞天驭科技有限公司, 浙江吉利控股集团有限公司 filed Critical 成都沃飞天驭科技有限公司
Publication of WO2023197568A1 publication Critical patent/WO2023197568A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C29/00—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] 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
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/32—Rotors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/52—Tilting of rotor bodily relative to fuselage

Definitions

  • the invention relates to the technical field of aircraft, and in particular to a vertical take-off and landing aircraft and a control method of the vertical take-off and landing aircraft.
  • the present invention provides a vertical take-off and landing aircraft and a control method for the vertical take-off and landing aircraft to improve the layout pattern of the EVTOL manned aircraft in the prior art and increase the load capacity and endurance of the vertical take-off and landing aircraft. ability.
  • the present invention provides a vertical take-off and landing aircraft, including: a fuselage, a tail thrust rotor, a fixed tail, two first power assemblies and two second power assemblies. Wings are provided on both sides of the fuselage; two first power assemblies are symmetrically installed on the wings on both sides of the fuselage; the first power assemblies include a tilt rotor and a first fixed rotor.
  • the tilt rotor is installed on the wing through a rotor tilting mechanism;
  • the two second power assemblies are symmetrically installed on the wings on both sides of the fuselage, and are respectively located on the first The outer side of the power assembly;
  • the tail thrust rotor is installed at the tail of the fuselage; and
  • the fixed tail wing is connected to the first power assembly on both sides of the fuselage.
  • the first power component further includes a first strut.
  • the first strut is installed on the wing and extends in the same direction as the extension direction of the fuselage. are parallel to each other; the tilt rotor is installed on one end of the first strut near the nose, and tilts and locks between the takeoff position and the cruising position under the action of the rotor tilting mechanism; the first The fixed rotor is installed at one end of the first strut near the tail of the aircraft.
  • the second power component includes a second strut and two second fixed rotors; the second strut is installed on the wing and extends in the same direction as the second strut.
  • the extension directions of the fuselage are parallel; the two second fixed rotors are respectively installed at both ends of the second strut and are respectively located close to the nose and tail of the aircraft.
  • the tail thrust rotor is installed on the tail of the fuselage through a tail thrust tilting mechanism.
  • the rotor tilting mechanism and/or the tail thrust tilting mechanism include: a rotor mounting base and a tilting drive mechanism, and the rotor mounting base is rotatably installed on a corresponding part of the aircraft.
  • the tilt driving mechanism is installed between the rotor mounting base and the body, and drives the rotor mounting base to rotate relative to the body in the first state, and causes the rotor mounting base to rotate relative to the body in the second state.
  • the rotor mounting base maintains a relative position with the body.
  • the tilting drive mechanism includes: a connecting body and a linear movement driving device; the connecting body is fixedly installed at the bottom of the rotor mounting base and is rotationally connected to the body of the aircraft. ;
  • the base body of the linear movement driving device is rotatably mounted on the body, and its linear movement driving end is rotatably connected to the connecting body.
  • the connecting body extends out in a gooseneck shape, and the body is rotatably connected to the goose head position of the connecting body.
  • the number of the connecting bodies is two, and the two connecting bodies are coaxially connected to the body, and a connecting piece is provided between the two connecting bodies. Both ends of the connecting piece are respectively connected to the two connecting bodies, and the linearly moving driving end is rotatably connected to the connecting piece to be rotatably connected to the two connecting bodies.
  • a limiting mechanism is provided between the rotor mounting base and the body.
  • the limiting mechanism is disposed at the rotational connection between the rotor mounting base and the body. When the position is limited, the rotor mounting base rotates between a first relative position and a second relative position relative to the body.
  • the limiting mechanism includes a first limiting member and a second limiting member, and the first limiting member is provided on the rotor mounting base; the second limiting member A limiting member is provided on the body and used to limit the rotation of the first limiting member between the first relative position and the second relative position.
  • the fixed tail includes a high-mounted tail and a connecting tail; the high-mounted tail is connected above the two first power assemblies through the connecting tail to avoid The wash flow area on the underside of the wing.
  • the airfoil of the high-mounted tail is arranged horizontally, and the connecting tail includes two inclined tails, and the two inclined tails are symmetrically connected to the high-mounted tail. Both sides of the fuselage are tilted downward, and the side away from the high-mounted tail is connected to the first power components on both sides of the fuselage respectively.
  • the first fixed rotor and/or the second fixed rotor include a folding rotor and a fixed rotor drive device; the folding rotor includes fixed blades and floating blades. Driven by the fixed rotor drive device, the fixed blades and the floating blades rotate in an intersecting state. When the fixed rotor drive device stops working, the fixed blades and the floating blades are closed, And the extension direction of the fixed blades and the floating blades is consistent with the heading of the aircraft.
  • the rotation axis of the tilt rotor and/or the first fixed rotor and/or the second fixed rotor is along the span direction of the wing from bottom to top. Tilt toward the side away from the fuselage so that the blade rotation surface of the corresponding rotor does not pass through the passenger compartment on the fuselage.
  • the tilt rotor includes a first rotor and a first rotor drive device, and the first rotor is a five-blade propeller.
  • the first fixed rotor, the second fixed rotor and the tilt rotor are arranged around the The center of gravity of the aircraft is centrally symmetrical.
  • the rotation axis of the tilt rotor and/or the first fixed rotor and/or the second fixed rotor deviates from the plane in the spanwise direction from bottom to top.
  • the fuselage tilts sideways.
  • the heights of the first fixed rotor and the second fixed rotor and the tilting rotor when in the take-off position, and tilting upward is greater than or equal to 1.9m.
  • the bottom of the fuselage is provided with a three-point landing gear, which also has a rolling take-off and landing function.
  • a cargo loading and unloading hatch is provided at the tail of the fuselage to facilitate the transportation of cargo, stretchers, etc.
  • a passenger cabin door is provided on the side of the fuselage to facilitate the loading and unloading of passengers.
  • the invention also provides a control method for a vertical take-off and landing aircraft, which includes the following processes:
  • the rotation axis of the tilt rotor When the forward speed of the aircraft reaches the set value, the rotation axis of the tilt rotor is extended forward and horizontally, the fixed rotor is closed, and the extension direction of the fixed blades and floating blades in the fixed rotor is aligned with the aircraft heading. Consistently, the tail thrust rotor and the tilt rotor on both sides of the fuselage provide power for the cruise phase of the aircraft.
  • the tail thrust rotor When loading and unloading cargo, the tail thrust rotor is tilted upward to reduce the risk of propeller contact.
  • the rotating shaft of the tilt rotor When landing from the cruising state, the rotating shaft of the tilt rotor is tilted upward, and the fixed rotor and the tilt rotor are driven to rotate, so that the tail thrust rotor gradually decelerates until it is closed.
  • the aircraft When the forward speed of the aircraft slows down, When the aircraft reaches the set threshold, the aircraft is switched to the hovering state. After the aircraft is lowered to the set height, the aircraft is switched to the multi-rotor state in which the tilt rotor axis is set upward and rotates simultaneously with the fixed rotor until the aircraft lands. On the ground, the fixed rotor and tilt rotor are turned off, and the flight ends.
  • the vertical take-off and landing aircraft and control method of the present invention improve the layout pattern of the EVTOL manned aircraft in the prior art through the joint action of the tilt rotor, fixed rotor, tail thrust rotor and fixed wing, and increase the load capacity of the vertical take-off and landing aircraft. capabilities and endurance.
  • Figure 1 is a three-dimensional schematic diagram of an embodiment of the vertical take-off and landing aircraft of the present invention
  • Figure 2 is a three-dimensional schematic diagram of an embodiment of the vertical take-off and landing aircraft of the present invention
  • Figure 3 is a top view of an embodiment of the vertical take-off and landing aircraft of the present invention.
  • Figure 4 is a rear view of an embodiment of the vertical take-off and landing aircraft of the present invention.
  • Figure 5 is a three-dimensional isometric view of an embodiment of the vertical take-off and landing aircraft of the present invention.
  • Figure 6 is a side view of an embodiment of the vertical take-off and landing aircraft of the present invention.
  • Figure 7 is a schematic structural diagram of the first power assembly in an embodiment of the vertical take-off and landing aircraft of the present invention.
  • Figure 8 is a schematic structural diagram of the tilt rotor in the forward flight position of an embodiment of the vertical take-off and landing aircraft of the present invention.
  • Figure 9 is a schematic structural diagram of a vertical take-off and landing aircraft in an embodiment of the present invention when the tilt rotor is in the vertical take-off and landing position.
  • Figure 10 is a schematic diagram of the internal structure of the rotor drive mechanism in an embodiment of the vertical take-off and landing aircraft of the present invention.
  • Figure 11 is an exploded view of the rotor drive mechanism of the vertical take-off and landing aircraft according to one embodiment of the present invention.
  • Figure 12 is an overall disassembled view of the rotor drive mechanism of the vertical take-off and landing aircraft according to one embodiment of the present invention.
  • Figure 13 is a front view of the tilt rotor in the forward flight position of an embodiment of the vertical take-off and landing aircraft of the present invention.
  • Figure 14 is a front view of the tilt rotor in the vertical take-off and landing position of an embodiment of the vertical take-off and landing aircraft of the present invention.
  • Figure 15 is a front view of the internal structure of the vertical take-off and landing aircraft in an embodiment of the present invention when the tilt rotor is in the forward flight position.
  • Figure 16 is another front view of the internal structure of the vertical take-off and landing aircraft in an embodiment of the present invention when the tilt rotor is in the forward flight position.
  • Figure 17 is a front view of the internal structure of the vertical take-off and landing aircraft in an embodiment of the present invention when the tilt rotor is in the vertical take-off and landing position.
  • Figure 18 is another front view of the internal structure of the vertical take-off and landing aircraft in one embodiment of the present invention when the tilt rotor is in the vertical take-off and landing position.
  • Figure 19 is an internal structural diagram of the rotor tilting mechanism in an embodiment of the vertical take-off and landing aircraft of the present invention.
  • FIG. 20 is a cross-sectional view along the A-A direction in FIG. 19 .
  • Fig. 21 is a partial enlargement of the cross-sectional view in Fig. 20.
  • Landing gear 4110 , first shell; 4120, connecting beam; 4121, mounting plate; 4122, mounting plate connector; 4130, fixed base body; 4131, second limiter; 4140, first ring body; 4141, bearing; 4142, Shaft shoulder; 4230, rotor mounting seat; 4240, connector; 4241, second housing; 4242, connector; 42421, first limiter; 4310, base body; 4311, drive rod.
  • the present invention provides a vertical take-off and landing aircraft and a control method for a vertical take-off and landing aircraft to improve the layout pattern of the EVTOL manned aircraft in the prior art and increase the load capacity and endurance of the vertical take-off and landing aircraft. ability.
  • the vertical takeoff and landing aircraft includes: a fuselage 10 , a tail thruster rotor 60 , a fixed tail 30 , two first power assemblies 40 and two second power assemblies 50 .
  • Wings 20 are provided on both sides of the fuselage 10; two first power assemblies 40 are symmetrically installed on the wings 20 on both sides of the fuselage 10; the first power assemblies 40 include a tilting The rotor 42 and the first fixed rotor 43; the tilt rotor 42 is installed on the front side of the wing 20 through the rotor tilt mechanism 422; the first fixed rotor 43 is installed on the rear side of the wing 20;
  • the tilting rotor 42 can also be installed on the rear side of the wing 20 , and the first fixed rotor 43 can be installed on the front side of the wing 20 .
  • the two second power assemblies 50 are symmetrically installed on the wings 20 on both sides of the fuselage 10 and are located outside the first power assembly 40 respectively; a tail thrust rotor 60 is installed on the fuselage. 10, and is located below the fixed tail wing 30; the fixed tail wing 30 is connected to the first power assembly 40 on both sides.
  • the first power assembly 40 further includes a first strut 41 , and the first strut 41 is installed on the wing 20 The lower side, and the extension direction is parallel to the extension direction of the fuselage 10; the tilt rotor 42 is installed on an end of the first strut 41 close to the nose, and under the action of the rotor tilt mechanism 422 The first fixed rotor 43 is installed on one end of the first strut 41 near the tail of the aircraft. During takeoff, the rotor tilting mechanism 422 drives the tilting rotor 42 to the takeoff position.
  • the rotating shaft of the tilting rotor 42 is set vertically upward or obliquely upward.
  • the tilting rotor 42 can provide the vertical takeoff power for the aircraft.
  • the connections between the wing 20 and the fuselage 10, the wing 20 and the first strut 41, and the first strut 41 and the fixed tail 30 all adopt smooth curved chamfer transitions, so that the entire aircraft remains stable. aerodynamic design.
  • the second power assembly 50 includes a second strut 51 and two second fixed rotors 52; the second strut 51 is installed under the wing 20 side, and the extension direction is parallel to the extension direction of the fuselage 10; the two second fixed rotors 52 are respectively located at both ends of the second struts 51 on the front and rear sides of the wing 20, and are driven by the fixed rotors.
  • Device 432 drives on or off.
  • the layout of a single wing 20 with a large aspect ratio, a tail thrust rotor 60, four struts, two tilt rotors 42, and six fixed rotors not only enables the vertical take-off and landing aircraft to have the characteristics of a fixed-wing aircraft.
  • the long-endurance function solves the problem of short endurance of simple multi-rotor aircraft, and enables the aircraft with this layout to have vertical take-off and landing functions, which can solve the problem of fixed-wing aircraft needing to take off and land by taxiing on the runway and requiring complex comprehensive support.
  • the fixed rotor and the tilt rotor 42 are simultaneously arranged on the front side of the wing 20, which not only solves the problem of configuration compatibility between the composite wing and the tilt rotor 42, but also has higher safety performance.
  • the tail thruster rotor 60 in the present invention can be any suitable existing tail thruster rotor structure.
  • the tail thrust rotor 60 is tiltably installed at the tail of the fuselage 10 through the tail thrust tilting mechanism 70, and the tail thrust rotor 60 is installed at the tilting end of the tail thrust tilting mechanism 70.
  • the tail thrust rotor 60 can also be tilted upward. This not only prevents people on the ground from coming into contact with the tail thrust rotor 60, thereby reducing the possibility of accidental injury, but also makes it convenient to tilt the tail thrust rotor 60 upward. Loading and unloading cargo or loading and unloading stretchers from the rear hatch.
  • the tail thrust tilting mechanism 70 in this invention can be any existing tilting device type that can achieve tilting and locking of the rotor between the horizontal position and the vertical position.
  • the rotor tilting mechanism includes: a rotor mounting base 4230 for installing the tilting rotor 42 and a first tilting drive mechanism.
  • the rotor mounting base 4230 is rotatably mounted on the first strut 41 of the aircraft.
  • the first tilt driving mechanism is installed between the rotor mounting base 4230 and the first strut 41 and is driven in the first state.
  • the rotor mounting base 4230 rotates relative to the first strut 41 so that the rotor mounting base 4230 and the first strut 41 maintain a relative position in the second state.
  • the first tilting drive mechanism can drive the tilting rotor 42 installed on the rotor mounting base 4230 to rotate relative to the first strut 41 , so that the tilting rotor 42 rotates relative to the first strut 41 to the set working position, and in the second state, the tilt rotor 42 and the first strut 41 remain relatively stationary at the working position.
  • the first state in this embodiment refers to a free state in which the tilt rotor 42 can rotate freely relative to the first strut 41
  • the second state refers to a state in which the tilt rotor 42 rotates to the set position and is in contact with the first support rod 41 .
  • a strut 41 is locked in a locked state.
  • the tail thrust and tilt mechanism 70 includes: a tail thrust mounting base for installing the tail thrust rotor 60 (please refer to the position of the rotor mounting base 4230) and a second tilt driving mechanism.
  • the tail thruster mounting base is rotatably installed on the tail of the aircraft
  • the second tilt driving mechanism is installed between the tail thruster mounting base and the tail.
  • the second tilt driving mechanism can drive the tail thrust rotor 60 to rotate relative to the tail of the aircraft in the first state, so that the tail thrust rotor 60 rotates relative to the tail of the aircraft to a set working position, and in the second state, the tail thrust rotor 60 can rotate relative to the tail of the aircraft.
  • the first state at this time refers to the free state in which the tail thrust rotor 60 can freely rotate relative to the tail of the aircraft
  • the second state refers to the locking state in which the tail thrust rotor 60 rotates to the set position and is locked with the fuselage 10 state.
  • the first tilting drive mechanism and the second tilting drive mechanism both include: a connecting body 4240 and a linear movement driving device; the connecting body 4240 is fixedly installed on the rotor The bottom of the mounting base is rotatably connected to the body of the aircraft; the fixed base of the linear movement drive device is rotatably mounted on the corresponding body, and its linear movement drive end is rotatably connected to the connecting body 4240.
  • the first strut 41 serves as an intermediate component connecting the tilting rotor 42 and the wing 20, and includes a connecting beam 4120 and a first shell.
  • Body 4110, a first shell 4110 is provided outside the connecting beam 4120, one end of the connecting beam 4120 is fixed on the wing 20, and the other end of the connecting beam 4120 is rotationally connected to the tilt rotor 42 through the connecting body 4240, so that the aircraft
  • the body 10 is rotatably mounted with a tilt rotor 42 in different directions.
  • One end of the connecting body 4240 is mounted and fixed on the bottom of the rotor mounting base 4230 , and the other end of the connecting body 4240 is rotatably connected to the first stay 41 .
  • a second housing 4241 is provided outside the connecting body 4240 to protect the connecting body 4240.
  • One end of the second housing 4241 close to the tilting rotor 42 is connected to the outer shell of the tilting rotor 42.
  • the shape of the end of the second housing 4241 close to the first housing 4110 matches the shape of the first housing 4110.
  • the connecting body 4240 and the connecting beam 4120 are rotationally connected at the ends that contact each other.
  • the connecting beam 4120 is provided with a first ring at one end close to the tilting rotor 42. body 4140, one end of the first ring body 4140 is rotatably connected to the connecting beam 4120, the other end of the first ring body 4140 is connected to the connecting body 4240, the connecting body 4240 is free on the connecting beam 4120 through the first ring body 4140 Rotate.
  • a bearing 4141 is also provided between the connecting body 4240 and the connecting beam 4120.
  • the inner ring of the bearing 4141 is installed on the first ring body 4140, and the outer ring of the bearing 4141 is installed in the inner cavity of the fixed seat body 4130.
  • the fixed seat body 4130 is fixedly connected to the connecting beam 4120.
  • a shoulder 4142 is also provided on the circumferential outer edge of the bearing 4141. The shoulder 4142 is in close contact with the bearing 4141 along the circumferential direction and is in contact with the bearing 4141. Perform axial positioning to ensure that the bearing 4141 is stably mounted on the first ring body 4140.
  • the shape of the connecting body 4240 is not limited, and it can be any shape that facilitates the rotation of the tilt rotor 42 relative to the strut.
  • the connecting body 4240 moves toward the strut.
  • One end of the rod extends out in the shape of a gooseneck, and the body is rotationally connected to the goose head position of the connecting body 4240.
  • the connecting body 4240 is provided with a connecting seat at the other end away from the support rod to facilitate fixed connection to the tilting body.
  • the above setting method uses a linear push rod combined with an arc-shaped mounting structure to realize the rotational connection between the tilting rotor 42 and the strut. It uses a simple structure to ensure the continuity and smoothness of the appearance of the connecting body 4240, while effectively reducing the tilting of the connecting body 4240.
  • the length between the rotor 42 and the strut is not limited, and it can be any shape that facilitates the rotation of the tilt rotor 42
  • the number of the connectors 4240 is two.
  • the two connectors 4240 are connected from both sides of the first strut to the connecting beam 4120 in the first strut.
  • the mounting plate 4121 is coaxially rotatably connected, and a connecting piece 4242 is also provided between the two connecting bodies 4240.
  • the connecting piece 4242 is located at one end of the connecting body 4240 close to the first support rod 41.
  • the two ends of the connecting piece 4242 are respectively connected with The two connectors 4240 are connected.
  • the linear moving driving end is rotatably connected to the connecting piece 4242 to be rotatably connected to the two connecting bodies 4240 .
  • the connecting piece 4242 enhances the structural strength between the two connecting bodies 4240 and allows the two connecting bodies 4240 to rotate synchronously.
  • the first limiting member 42421 may be disposed on the connecting member 4242, and the first limiting member 42421 is symmetrically disposed at both ends of the connecting member 4242 relative to the connecting body 4240. At the connection position, this arrangement helps to simplify the structure and allows the first limiting member 42421 to rotate synchronously with the connecting member 4242 on the two connecting bodies 4240.
  • the driving rod 4311 extends and is rotationally connected to the connecting piece 4242 between the two connecting bodies 4240.
  • a limiting mechanism is provided between the tilting rotor 42 and the first strut 41.
  • the limiting mechanism is provided between the tilting rotor 42 and the first strut.
  • the limiting mechanism is used to limit the rotation of the tilt rotor 42 relative to the first stay 41 between the first relative position and the second relative position.
  • the rotor tilting mechanism 422 can drive the tilting rotor 42 to rotate relative to the first stay 41 between the first relative position and the second relative position.
  • the limiting mechanism includes a first limiting member 42421 and two second limiting members 4131.
  • the first limiter 42421 is provided on the tilt rotor 42, and the first limiter 42421 can follow the tilt rotor 42 to rotate, and the two second limiters 4131 are provided on the support rods, and the two second limiters 4131 are arranged on the support rods.
  • the second limiting parts 4131 are respectively provided at the first relative position and the second relative position of the strut, and are located on the path where the first limiting part 42421 rotates with the tilt rotor 42, so that the first limiting part 42421 As the tilt rotor 42 rotates to the first relative position or the second relative position, it is limited by the second limiting member 4131 and maintained in the forward flying position or the vertical lifting position.
  • the first limiting member 42421 is provided on the connecting body 4240, and the first limiting member 42421 is located at one end of the connecting body 4240 connected to the connecting beam 4120.
  • the first limiting member 42421 is on the side of the connecting body 4240 facing the fixed base body 4130 and is located at the circumferential outer edge of the first ring body 4140, so that it rotates relative to the first ring body 4140 while following the rotation of the connecting body 4240;
  • the second limiting member 4131 is provided on the fixed base body 4130, and the second limiting member 4131 is two blocking parts respectively provided at the first relative position and the second relative position of the fixed base body 4130, so
  • the fixed base body 4130 is disk-shaped, and the two blocking portions extend away from the center in the radial direction of the fixed base body 4130 to the path where the first limiting member 42421 rotates with the connecting body 4240, so that in When the first limiting member 42421 rotates to the first relative position or the second relative
  • the linear movement driving device includes a base 4310 and a driving rod 4311.
  • the base 4310 is provided on the connecting beam 4120 in the first support rod 41.
  • the driving rod 4311 drives The tilt rotor 42 rotates relative to the first strut 41, and when the tilt rotor 42 rotates to the set position, the second state is maintained so that the tilt rotor 42 and the first strut 41 maintain a relative position.
  • one end of the upper driving rod 4311 is rotationally connected to the base 4310, and the other end of the upper driving rod 4311 is rotationally connected to the tilting rotor 42.
  • the driving rod 4311 can be any telescopic rod with power and self-locking function, such as a hydraulic push rod, an electric push rod or a pneumatic push rod.
  • a hydraulic push rod a hydraulic push rod
  • an electric push rod is used in this embodiment.
  • the electric push rod has a better self-locking function, which can increase the safety of the equipment.
  • the comprehensive positioning accuracy of the electric actuator is relatively precise and can achieve multi-mode control.
  • electric push rods can also operate normally in very harsh environments and are suitable for a variety of working conditions.
  • two connecting beams 4120 are provided in the first strut 41 , and the two connecting beams 4120 extend toward one end of the tilt rotor 42 along the extending direction of the beam body.
  • the beams 4120 are respectively provided with mounting plates 4121 at their ends facing the tilt rotor 42 , and the mounting plates 4121 are connected through mounting plate connectors 4122 .
  • the base body 4310 is provided between two connecting beams 4120.
  • the base body 4310 is connected to the connecting beams 4120 on both sides respectively to be fixed in the first support rod 41.
  • the driving member of the base body 4310 is rotated and connected.
  • the rod 4311 extends out of the mounting plate 4121 along the extension direction of the connecting beam 4120 to be rotationally connected with the tilt rotor 42 to realize power transmission between the base 4310 and the tilt rotor 42 .
  • the structure of the second tilting mechanism in the present invention can refer to the above-mentioned first tilting mechanism.
  • the difference is that the first tilting mechanism is installed between the first strut 41 and the tilting rotor 42.
  • the second tilting mechanism is installed between the tail and the tail thrust rotor 60, and the specific structure of the second tilting mechanism will not be described again.
  • the fixed tail 30 includes a high-mounted tail 31 and a connecting tail (two inclined tails 32).
  • the high-mounted tail 31 passes through the The connecting tail is connected above the two first power assemblies 40 to avoid the wash flow area on the lower side of the wing 20 .
  • the high-mounted fixed tail 30 can appropriately avoid the downwash area of the wing 20 and the slipstream area of the tail thrust rotor 60, thereby improving the aerodynamic stability of the tail.
  • the two sets of tilt rotors 42 on the front tilt forward and combine with the tail thrust rotor 60 to provide forward flight thrust, forming a three-level flight power layout. This layout solves the problem of poor reliability of the pure tilt rotor 42 layout. Problem, even if the tilting system fails, the aircraft can still take off, land and fly levelly normally, taking into account the excellent aerodynamic performance of the tilting rotor 42.
  • the connecting tail includes two inclined tails 32, and the two inclined tails 32 are symmetrically connected to the high-mounted tail. Both sides of the tail fin 31 and the side away from the high-mounted tail 31 are inclined downward and connected to the first power components 40 on both sides of the fuselage 10 respectively; the high-mounted tail 31 is provided on the The tail of the fuselage 10 is located above the downwash area of the wing 20.
  • the two inclined tail fins 32 are symmetrically connected to both sides of the high-mounted tail 31 and are away from one side of the high-mounted tail 31. The sides are inclined downward and connected to the first power components 40 on both sides of the fuselage 10 respectively.
  • the projections of the inclined tails 32 on both sides on the vertical plane extending along the span are approximately connected in an inverted "V" shape.
  • the projection of the fixed tail 30 on the vertical plane can also be arranged in the shape of a bottomless isosceles trapezoid, in which the high-mounted tail 31 is the upper bottom, and the inclined tails 32 on both sides are the two waists of the isosceles trapezoid, and the two inclined tails
  • the lower side of 32 is connected with the first struts 41 on both sides of the fuselage 10 to form a stable connection relationship.
  • the airfoil of the high-mounted tail 31 is arranged horizontally. As shown in Figure 6, in order to reduce airflow resistance, the projection of the fixed tail 30 on the vertical plane along the extending direction of the fuselage 10 is tilted from the high-mounted tail 31 to the nose side and connected to the first strut 41.
  • the first fixed rotor 43 and the second fixed rotor 52 each include a folding rotor 431 and a fixed rotor driving device 432 .
  • the fixed rotor driving device 432 here can be a motor, or a combination of a motor and a reducer.
  • the folding rotor 431 can be any suitable existing fixed-wing rotor form, but preferably, the folding rotor 431 includes fixed blades. (not marked) and floating blades (not marked), when the aircraft is in the hovering stage, driven by the fixed rotor driving device 432, the fixed blades and the floating blades are in a cross-shaped "cross" shape Rotate.
  • the fixed blades and the floating blades are closed to form a "one" shape following the airflow, and the fixed blades and the floating blades are The extension direction of the floating blades is consistent with the heading of the aircraft.
  • the uppermost fixed blade or the floating blade is lower in the height direction or arranged along the upper surface of the wing 20 , this setting can reduce resistance during cruising.
  • the fixed blades and the floating blades in this invention rotate in a cross state when rotating and fold when stopped, which can be realized by any suitable existing folding rotor 431 form, which will not be described again here.
  • the rotation axis 44 of the tilt rotor 42 and/or the fixed rotor is tilted from bottom to top along the span direction of the wing 20 away from the fuselage 10 . So that the blade rotation surface of the tilt rotor 42 and/or the fixed rotor does not pass through the passenger compartment on the fuselage 10 .
  • the rotation axes of the two tilting rotors 42 and the six fixed rotors are tilted from bottom to top along the spanwise direction of the wing 20 away from the fuselage 10, so that all the tilting rotors 42 are tilted away from the fuselage 10 from bottom to top.
  • the blade rotation surfaces of the rotor 42 and the fixed rotor do not pass through the passenger compartment on the fuselage 10 .
  • the rotation axes 44 of the two tilting rotors 42 and the six fixed rotors are all located away from the side of the fuselage 10 along the spanwise direction of the wing 20 from bottom to top. tilted, and the angle ⁇ between the rotation axis 44 and the vertical direction is 3° to 30°.
  • This angle range can satisfy that the rotating surface of the rotor blades does not pass through the passenger compartment on the fuselage 10 and minimize the risk of the rotor rotor. Blasting damage to the crew, and when the aircraft needs to yaw or fly against crosswinds, the output signals of each power system can be adjusted to generate yaw moment or horizontal component force, which can improve side resistance in rotor mode during takeoff and landing phases. Wind performance and lateral maneuverability can provide sufficient power and sailing stability.
  • the tilting rotor 42 includes a rotor device 421.
  • the rotor device 421 includes a first rotor 4211 and a first rotor driving device 4212.
  • the first rotor 4211 has five blades.
  • the five-blade propeller has five blades evenly distributed along the circumference with the rotating shaft as the center. This greatly reduces the rotor speed within the entire flight envelope, thereby reducing rotor noise.
  • those skilled in the art can understand that if better noise reduction performance is not considered, other blade arrangements can also be used.
  • the first fixed rotor 43 , the second fixed rotor 52 and the tilting rotor 42 are arranged around the entirety of the aircraft.
  • the center of gravity of the machine is centrally symmetrical. In this way, when the tilt rotor 42 is in the take-off position, if a single power system fails, the other centrally symmetrical power system can be shut down, thereby ensuring that the aircraft can safely hover and land, and satisfies the requirement that "a single failure is not allowed to cause any catastrophic failure" Airworthiness requirements for power systems that occur”.
  • the height above the ground of the rotors in the six fixed rotors and the height of the rotors in the tilt rotors 42 when the two tilt rotors 42 are in the take-off position are both greater than or equal to 1.9m. This reduces the potential for the rotor to cause injury to the occupants as they enter and exit the aircraft.
  • a three-point landing gear 80 is provided at the bottom of the fuselage 10, which also has a rolling take-off and landing function.
  • a cargo loading and unloading hatch 11 is provided at the rear of the fuselage 10, which can facilitate the transportation of cargo, stretchers, etc.
  • a passenger cabin door 12 is provided on the side of the fuselage 10 to facilitate the entry and exit of passengers.
  • the invention also provides a control method for a vertical take-off and landing aircraft, which includes the following processes:
  • the tilt rotor's axis After the aircraft climbs to an appropriate altitude, turn on the tail thrust rotor, control the tilt rotor's axis to gradually tilt forward, and gradually increase the power of its power system to provide thrust for the aircraft to fly forward while maintaining the altitude of the aircraft. ; At this time, the power of the tilting rotor of the wing leading edge group produces a vertical pulling force component and a forward pulling force component.
  • the vertical direction component + the lift of the fixed rotor on the leading edge of the wing and the lift generated by the fixed rotor on the trailing edge of the wing balance around the center of gravity of the aircraft.
  • the pulling force component in the forward direction + the tail thrust force causes the aircraft to gradually accelerate forward. At this time, the lift generated by the aircraft's wings will gradually increase until the lift in fixed-wing mode is equal to gravity.
  • the tilt rotor axis When the forward speed of the aircraft reaches the set value, the tilt rotor axis is extended forward and horizontally, the lift provided by the six fixed rotor systems will gradually decrease, the throttle signal will continue to decrease, and finally close completely. At this time, all The extension direction of the fixed blades and the floating blades in the fixed rotor is consistent with the heading of the aircraft.
  • the tail thrust rotor and the tilt rotors on both sides of the fuselage provide power for the cruise phase of the aircraft.
  • the tail thrust rotor When loading and unloading cargo, the tail thrust rotor is tilted upward to reduce the risk of propeller contact.
  • the rotating shaft of the tilt rotor When landing from the cruising state, the rotating shaft of the tilt rotor is tilted upward, and the fixed rotor and the tilt rotor are driven to rotate, so that the tail thrust rotor gradually decelerates until it is closed.
  • the aircraft When the forward speed of the aircraft slows down, When the aircraft reaches the set threshold, the aircraft is switched to the hovering state. After the aircraft is lowered to the set height, the aircraft is switched to the multi-rotor state in which the tilt rotor axis is set upward and rotates simultaneously with the fixed rotor until the aircraft lands. On the ground, the fixed rotor and tilt rotor are turned off, and the flight ends.
  • the vertical take-off and landing aircraft and control method of the present invention improve the layout pattern of the EVTOL manned aircraft in the prior art through the joint action of the tilt rotor, fixed rotor, tail thrust rotor and fixed wing, and increase the load capacity of the vertical take-off and landing aircraft. capabilities and endurance. Therefore, the present invention effectively overcomes some practical problems in the prior art and has high utilization value and usage significance.
  • the above embodiments only illustrate the principles and effects of the present invention, but are not intended to limit the present invention.
  • Teen familiar with this technology can modify or change the above embodiments without departing from the spirit and scope of the invention. Therefore, all equivalent modifications or changes made by those with ordinary knowledge in the technical field without departing from the spirit and technical ideas disclosed in the present invention shall still be covered by the claims of the present invention.

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Abstract

一种垂直起降飞行器和垂直起降飞行器的控制方法，该垂直起降飞行器包括：机身（10）、尾推旋翼（60）、固定尾翼（30）、两个第一动力组件（40）和两个第二动力组件（50）。机身的两侧设置有机翼；两个第一动力组件对称安装在机身两侧的机翼上；第一动力组件包括倾转旋翼（42）和第一固定旋翼（43），倾转旋翼通过旋翼倾转机构安装在机翼上；两个第二动力组件对称安装在机身两侧的机翼上，并分别位于第一动力组件的外侧；尾推旋翼安装在机身的尾部；固定尾翼连接在机身两侧的第一动力组件上。垂直起降飞行器和控制方法可以改善现有技术中EVTOL载人飞行器的布局模式，增加垂直起降飞行器的载重能力和续航能力。

Description

一种垂直起降飞行器和垂直起降飞行器的控制方法 技术领域
本发明涉及飞行器技术领域，具体涉及一种垂直起降飞行器和垂直起降飞行器的控制方法。
背景技术
垂直起降飞行器，例如EVTOL载人飞行器的垂直起降功能存在多种不同的实现方式，然而现有垂直起降飞行器的垂起升力系统在平飞巡航时所占比费阻较大，并且对于电动飞行器来说，航程短是复合翼布局的痛点；虽然多旋翼布局控制简单，成本较低，但低载重能力及续航难以满足载人城市出行的需求。因此需要提供一种垂直起降飞行器和垂直起降飞行器的控制方法以解决上述问题。
发明内容
鉴于以上现有技术的缺点，本发明提供一种垂直起降飞行器和垂直起降飞行器的控制方法，以改善现有技术中EVTOL载人飞行器的布局模式，增加垂直起降飞行器的载重能力和续航能力。
为实现上述目的及其它相关目的，本发明提供一种垂直起降飞行器，包括：机身、尾推旋翼、固定尾翼、两个第一动力组件和两个第二动力组件。所述机身的两侧设置有机翼；两个所述第一动力组件对称安装在所述机身两侧的所述机翼上；所述第一动力组件包括倾转旋翼和第一固定旋翼；所述倾转旋翼通过旋翼倾转机构安装在所述机翼上；两个所述第二动力组件对称安装在所述机身两侧的所述机翼上，并分别位于所述第一动力组件的外侧；尾推旋翼安装在所述机身的尾部；固定尾翼连接在所述机身两侧的所述第一动力组件上。
在本发明垂直起降飞行器一实施例中，所述第一动力组件还包括第一撑杆， 所述第一撑杆安装在所述机翼上，且延伸方向与所述机身的延伸方向相平行；所述倾转旋翼安装在所述第一撑杆靠近机头的一端，并在所述旋翼倾转机构的作用下在起飞位和巡航位之间倾转和锁定；所述第一固定旋翼安装在所述第一撑杆靠近机尾的一端。
在本发明垂直起降飞行器一实施例中，所述第二动力组件包括第二撑杆和两个第二固定旋翼；所述第二撑杆安装在所述机翼上，且延伸方向与所述机身的延伸方向相平行；两个所述第二固定旋翼分别安装在所述第二撑杆的两端，并分别靠近机头和机尾设置。
在本发明垂直起降飞行器一实施例中，所述尾推旋翼通过尾推倾转机构安装在所述机身的尾部。
在本发明垂直起降飞行器一实施例中，所述旋翼倾转机构和/或所述尾推倾转机构包括：旋翼安装座和倾转驱动机构，所述旋翼安装座转动安装在飞行器的对应机体上，所述倾转驱动机构安装在所述旋翼安装座和所述机体之间，并在第一状态下驱动所述旋翼安装座相对于所述机体转动，在第二状态下使所述旋翼安装座与所述机体保持相对位置。
在本发明垂直起降飞行器一实施例中，所述倾转驱动机构包括：连接体和直线移动驱动装置；所述连接体固定安装在所述旋翼安装座的底部，并与飞行器的机体转动连接；所述直线移动驱动装置的座体转动安装在所述机体上，其直线移动驱动端与所述连接体转动连接。
在本发明垂直起降飞行器一实施例中，所述连接体呈鹅颈状伸出，所述机体与所述连接体的鹅头位置转动连接。
在本发明垂直起降飞行器一实施例中，所述连接体数量为两个，两个所述连接体与所述机体同轴转动连接，两个所述连接体之间设置有连接件，所述连接件的两端分别与两个所述连接体连接，所述直线移动驱动端转动连接在所述连接件上以与两个所述连接体转动连接。
在本发明垂直起降飞行器一实施例中，所述旋翼安装座和所述机体之间设置有限位机构，所述限位机构设置在所述旋翼安装座与所述机体的转动连接处，用于限位所述旋翼安装座相对所述机体在第一相对位置和第二相对位置之间转动。
在本发明垂直起降飞行器一实施例中，所述限位机构包括第一限位件和第二限位件，所述第一限位件设置在所述旋翼安装座上；所述第二限位件设置在所述机体上，用于限位所述第一限位件在所述第一相对位置和第二相对位置之间转动。
在本发明垂直起降飞行器一实施例中，所述固定尾翼包括高置尾翼和连接尾翼；所述高置尾翼通过所述连接尾翼连接于两个所述第一动力组件的上方，以避开所述机翼下侧洗流区。
在本发明垂直起降飞行器一实施例中，所述高置尾翼的翼面呈水平设置，所述连接尾翼包括两个所述倾斜尾翼，两个所述倾斜尾翼对称连接在所述高置尾翼的两侧，且背离所述高置尾翼的一侧倾斜向下分别与所述机身两侧的所述第一动力组件相连接。
在本发明垂直起降飞行器一实施例中，所述第一固定旋翼和/或所述第二固定旋翼包括折叠旋翼和固定旋翼驱动装置；所述折叠旋翼包括固定桨叶和浮动桨叶，在所述固定旋翼驱动装置驱动下，所述固定桨叶和所述浮动桨叶呈交叉状态旋转，在所述固定旋翼驱动装置停止工作时，所述固定桨叶和所述浮动桨叶相闭合，且所述固定桨叶和所述浮动桨叶的延伸方向与所述飞行器的航向相一致。
在本发明垂直起降飞行器一实施例中，所述倾转旋翼和/或所述第一固定旋翼和/或所述第二固定旋翼的旋转轴线自下而上沿所述机翼的展向向背离所述机身侧倾斜,以使对应旋翼的桨叶旋转面不通过所述机身上的乘员舱。
在本发明垂直起降飞行器一实施例中，所述倾转旋翼包括第一旋翼和第一 旋翼驱动装置，所述第一旋翼为五叶桨。
在本发明垂直起降飞行器一实施例中，在每一所述倾转旋翼处于起飞位时，所述第一固定旋翼、所述第二固定旋翼和所述倾转旋翼的设置位置围绕所述飞行器的整机重心呈中心对称布置。
在本发明垂直起降飞行器一实施例中，所述倾转旋翼和/或所述第一固定旋翼和/或所述第二固定旋翼的旋转轴线自下而上沿机翼展向向背离所述机身侧倾斜。
在本发明垂直起降飞行器一实施例中，在悬停在地面上时，所述第一固定旋翼、第二固定旋翼的高度和处于所述起飞位时所述倾转旋翼，以及倾转向上的尾推旋翼的离地高度大于等于1.9m。
在本发明垂直起降飞行器一实施例中，所述机身的底部设置有三点式起落架，兼具滑跑起降功能。
在本发明垂直起降飞行器一实施例中，所述机身的尾部设置有货物装卸舱门，方便货物及担架等运输。
在本发明垂直起降飞行器一实施例中，所述机身的侧面设置有乘员舱门，以便上下乘客。
本发明还提供一种垂直起降飞行器的控制方法，包括以下过程：
在起飞离地的过程中，使机身两侧所述倾转旋翼的转轴向上，并驱动倾转旋翼和固定旋翼旋转，以为飞行器提供升力；
待飞行器爬升到适当高度，开启尾推旋翼，并控制所述倾转旋翼的转轴逐渐向前倾斜，在保持飞行器高度的基础上为飞行器提供向前飞行的推力；
当飞行器向前速度到达设定数值后，使所述倾转旋翼的转轴向前水平延伸，关闭固定旋翼，并使所述固定旋翼内的固定桨叶和浮动桨叶的延伸方向与飞行器航向一致，通过所述尾推旋翼和机身两侧的所述倾转旋翼提供飞行器巡航阶 段的动力。
在本发明控制方法一实施例中，还包括以下过程：
在装卸货物时，使所述尾推旋翼向上倾转，以减小触桨风险。
在本发明控制方法一实施例中，还包括以下过程：
当由巡航状态降落时，将所述倾转旋翼的转轴倾转向上，并驱动所述固定旋翼和所述倾转旋翼旋转，使所述尾推旋翼逐渐减速直至关闭，当飞行器的前进速度减小至设定阈值时，将飞行器切换至悬停状态，至飞行器降低到设定高度后，飞行器切换至倾转旋翼转轴向上设置且和所述固定旋翼同时旋转的多旋翼状态，直到飞行器降落到地面，关闭固定旋翼和倾转旋翼，飞行结束。
本发明垂直起降飞行器和控制方法，通过倾转旋翼、固定旋翼、尾推旋翼和固定机翼共同作用，改善了现有技术中EVTOL载人飞行器的布局模式，增加了垂直起降飞行器的载重能力和续航能力。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为本发明垂直起降飞行器一实施例的三维示意图；
图2为本发明垂直起降飞行器一实施例的三维示意图；
图3为本发明垂直起降飞行器一实施例的俯视图；
图4为本发明垂直起降飞行器一实施例的后视图；
图5为本发明垂直起降飞行器一实施例的三维轴测图；
图6为本发明垂直起降飞行器一实施例的侧视图；
图7为本发明垂直起降飞行器一实施例中第一动力组件的结构示意图；
图8为本发明垂直起降飞行器一实施例中倾转旋翼处于前飞位时的结构示意图。
图9为本发明垂直起降飞行器一实施例中倾转旋翼处于垂直起降位时的结构示意图。
图10为本发明垂直起降飞行器一实施例中旋翼驱动机构的内部结构示意图。
图11为本发明垂直起降飞行器一实施例中旋翼驱动机构的爆炸视图。
图12为本发明垂直起降飞行器一实施例中旋翼驱动机构的整体拆卸图。
图13为本发明垂直起降飞行器一实施例中倾转旋翼处于前飞位时的正视图。
图14为本发明垂直起降飞行器一实施例中倾转旋翼处于垂直起降位时的正视图。
图15为本发明垂直起降飞行器一实施例中倾转旋翼处于前飞位时的一内部结构正视图。
图16为本发明垂直起降飞行器一实施例中倾转旋翼处于前飞位时的另一内部结构正视图。
图17为本发明垂直起降飞行器一实施例中倾转旋翼处于垂直起降位时的一内部结构正视图。
图18为本发明垂直起降飞行器一实施例中倾转旋翼处于垂直起降位时的另一内部结构正视图。
图19为本发明垂直起降飞行器一实施例中旋翼倾转机构的内部结构图。
图20为图19中沿A-A方向的剖面视图。
图21为图20中剖面图的局部放大。
元件标号说明
10、机身；11、货物装卸舱门；12、乘员舱门；20、机翼；30、固定尾翼；31、高置尾翼；32、倾斜尾翼；40、第一动力组件；41、第一撑杆；42、倾转旋翼；421、旋翼装置；4211、第一旋翼；4212、第一旋翼驱动装置；422、旋翼倾转机构；43、第一固定旋翼；431、折叠旋翼；432、固定旋翼驱动装置；44、旋转轴线；50、第二动力组件；51、第二撑杆；52、第二固定旋翼；60、尾推旋翼；70、尾推倾转机构；80、起落架；4110、第一壳体；4120、连接梁；4121、安装板；4122、安装板连接件；4130、固定座体；4131、第二限位件；4140、第一环体；4141、轴承；4142、轴肩；4230、旋翼安装座；4240、连接体；4241、第二壳体；4242、连接件；42421、第一限位件；4310、座体；4311、驱动杆。
具体实施方式
以下通过特定的具体实例说明本发明的实施方式，本领域技术人员可由本说明书所揭露的内容轻易地了解本发明的其它优点与功效。本发明还可以通过另外不同的具体实施方式加以实施或应用，本说明书中的各项细节也可以基于不同观点与应用，在没有背离本发明的精神下进行各种修饰或改变。需说明的是，在不冲突的情况下，以下实施例及实施例中的特征可以相互组合。还应当理解，本发明实施例中使用的术语是为了描述特定的具体实施方案，而不是为了限制本发明的保护范围。下列实施例中未注明具体条件的试验方法，通常按照常规条件，或者按照各制造商所建议的条件。
当实施例给出数值范围时，应理解，除非本发明另有说明，每个数值范围的两个端点以及两个端点之间任何一个数值均可选用。除非另外定义，本发明中使用的所有技术和科学术语与本技术领域的技术人员对现有技术的掌握及本 发明的记载，还可以使用与本发明实施例中所述的方法、设备、材料相似或等同的现有技术的任何方法、设备和材料来实现本发明。
须知，本说明书中所引用的如“上”、“下”、“左”、“右”、“中间”及“一”等的用语，亦仅为便于叙述的明了，而非用以限定本发明可实施的范围，其相对关系的改变或调整，在无实质变更技术内容下，当亦视为本发明可实施的范畴。
请参阅图1至图21，本发明提供一种垂直起降飞行器和垂直起降飞行器的控制方法，以改善现有技术中EVTOL载人飞行器的布局模式，增加垂直起降飞行器的载重能力和续航能力。
请参阅图1至图7，所述垂直起降飞行器包括：机身10、尾推旋翼60、固定尾翼30、两个第一动力组件40和两个第二动力组件50。所述机身10的两侧设置有机翼20；两个所述第一动力组件40对称安装在所述机身10两侧的所述机翼20上；所述第一动力组件40包括倾转旋翼42和第一固定旋翼43；所述倾转旋翼42通过旋翼倾转机构422安装在所述机翼20的前侧；所述第一固定旋翼43安装在所述机翼20的后侧；在一些其它的实施例中，也可以倾转旋翼42安装在机翼20后侧，第一固定旋翼43安装在机翼20的前侧。两个所述第二动力组件50对称安装在所述机身10两侧的所述机翼20上，并分别位于所述第一动力组件40的外侧；尾推旋翼60安装在所述机身10的尾部，并位于固定尾翼30的下方；固定尾翼30连接在两侧的所述第一动力组件40上。
请参阅图2至图5，在本发明垂直起降飞行器一实施例中，所述第一动力组件40还包括第一撑杆41，所述第一撑杆41安装在所述机翼20的下侧，且延伸方向与所述机身10的延伸方向相平行；所述倾转旋翼42安装在所述第一撑杆41靠近机头的一端，并在所述旋翼倾转机构422的作用下在起飞位和巡航位之间倾转和锁定；所述第一固定旋翼43安装在所述第一撑杆41靠近机尾的一端。在起飞时，旋翼倾转机构422驱动所述倾转旋翼42到达起飞位，此时倾转旋翼42的转轴竖直向上或斜向上设置，倾转旋翼42可以为飞行器提供垂 直起飞的动力。在本一实施例中，机翼20与机身10、机翼20与第一撑杆41、第一撑杆41与固定尾翼30之间的连接均采用光滑曲面倒角过渡，使整个飞行器保持流线型设计。
在本发明垂直起降飞行器一实施例中，所述第二动力组件50包括第二撑杆51和两个第二固定旋翼52；所述第二撑杆51安装在所述机翼20的下侧，且延伸方向与所述机身10的延伸方向相平行；所述两个第二固定旋翼52分别位于所述机翼20前后两侧的第二撑杆51两端，并受固定旋翼驱动装置432驱动开启或关闭。本实施例中这种单机翼20大展弦比、尾推旋翼60、四撑杆，两个倾转旋翼42、六个固定旋翼的布局方式，不仅可以使垂直起降飞行器具备固定翼飞机的长航时功能，解决单纯多旋翼飞行器续航时间短的问题，而且使此布局飞行器具备垂直起降功能，可以解决固定翼飞行器需要借助跑道滑跑起降且需要复杂综合保障的问题。并且本发明中在机翼20前侧同时设置固定旋翼和倾转旋翼42的布局形式，不仅解决了复合翼与倾转旋翼42构型兼容的问题，而且也具有较高的安全性能。
本中尾推旋翼60可以为现有一切合适的尾推旋翼结构。本实施例中，所述尾推旋翼60通过尾推倾转机构70可倾转安装在机身10的尾部，所述尾推旋翼60安装在所述尾推倾转机构70的倾转端，在地面停车时，也可以将尾推旋翼60向上倾转，这样不仅可以避免地面人员接触到尾推旋翼60，从而减小意外伤害的可能性，而且尾推旋翼60向上倾转后，也方便从尾部舱门上下货物或者进出担架。需要说明的是，本中的尾推倾转机构70可以为现有一切能够实现旋翼在水平位和竖直位之间倾转和锁定的倾转装置类型。
请参阅图8至图21，在本发明垂直起降飞行器一实施例中，所述旋翼倾转机构包括：用于安装倾转旋翼42的旋翼安装座4230和第一倾转驱动机构，所述旋翼安装座4230转动安装在飞行器的第一撑杆41上，所述第一倾转驱动机构安装在所述旋翼安装座4230和所述第一撑杆41之间，并在第一状态下驱动 所述旋翼安装座4230相对于所述第一撑杆41转动，在第二状态下使所述旋翼安装座4230与所述第一撑杆41保持相对位置。具体地，第一倾转驱动机构在第一状态下可驱动安装在所述旋翼安装座4230上的倾转旋翼42相对第一撑杆41转动，使倾转旋翼42相对第一撑杆41转动至设定的工作位置，并在第二状态下使倾转旋翼42在工作位置处与第一撑杆41保持相对静止。需要说明的是，本实施例中的第一状态是指倾转旋翼42相对于第一撑杆41可以自由转动的自由状态，第二状态是指倾转旋翼42转动至设定位置后与第一撑杆41锁定的锁定状态。
在本发明垂直起降飞行器一实施例中，所述尾推倾转机构70包括：用于安装尾推旋翼60的尾推安装座(请参照旋翼安装座4230位置)和第二倾转驱动机构，所述尾推安装座转动安装在飞行器的机尾上，所述第二倾转驱动机构安装在所述尾推安装座和所述机尾之间。第二倾转驱动机构在第一状态下可驱动尾推旋翼60相对机尾转动，使尾推旋翼60相对机尾转动至设定的工作位置，并在第二状态下使尾推旋翼60在工作位置处与机尾保持相对静止。需要说明的是，此时的第一状态是指尾推旋翼60相对于机尾可以自由转动的自由状态，第二状态是指尾推旋翼60转动至设定位置后与机身10锁定的锁定状态。
在本发明垂直起降飞行器一实施例中，所述第一倾转驱动机构和第二倾转驱动机构均包括：连接体4240和直线移动驱动装置；所述连接体4240固定安装在所述旋翼安装座的底部，并与飞行器的机体转动连接；所述直线移动驱动装置的固定底座转动安装在对应机体上，其直线移动驱动端与所述连接体4240转动连接。
请参见图10至图12，在第一旋翼倾转机构422中，所述第一撑杆41作为连接倾转旋翼42和机翼20连接的中间部件，其包括有连接梁4120和第一壳体4110，所述连接梁4120外侧设置有第一壳体4110，连接梁4120的一端固定在机翼20上，连接梁4120的另一端通过连接体4240与倾转旋翼42转动连接， 从而使机身10可在不同方向上转动安装倾转旋翼42。其中，所述连接体4240的一端安装固定在旋翼安装座4230的底部，连接体4240的另一端则转动连接于第一撑杆41上。另外，所述连接体4240外侧还设置有第二壳体4241，以对连接体4240进行保护，所述第二壳体4241靠近倾转旋翼42的一端与倾转旋翼42的外壳体相连接，第二壳体4241靠近第一壳体4110一端的形状与第一壳体4110相匹配，当倾转旋翼42转动至前飞位时，第二壳体4241与第一壳体4110在连接处平滑过渡，从而保证了驱动单元整体外形的连贯性。
请参见图11及图15至图21，所述连接体4240和连接梁4120在相互接触的端部转动连接，具体地，所述连接梁4120在靠近倾转旋翼42的一端设置有第一环体4140，所述第一环体4140的一端转动连接于连接梁4120上，第一环体4140的另一端与连接体4240相连接，连接体4240通过第一环体4140在连接梁4120上自由旋转。而在连接体4240和连接梁4120之间还设置有轴承4141，上述轴承4141的内圈安装在第一环体4140上，所述轴承4141的外圈安装在固定座体4130的内腔中，所述固定座体4130与所述连接梁4120固定连接，轴承4141的周向外缘上还设置有轴肩4142，所述轴肩4142沿周向与轴承4141紧密接触，并对所述轴承4141进行轴向定位，从而保证轴承4141稳定卡装在第一环体4140上。
需要说明的是，所述连接体4240的形状可以不受限定，其可为利于倾转旋翼42相对撑杆转动的任一形状，在本的一实施例中，所述连接体4240在朝向撑杆的一端呈鹅颈状伸出，所述机体与所述连接体4240的鹅头位置转动连接，连接体4240在背离撑杆的另一端端部设置有连接座，以便于固定连接于倾转旋翼42的旋翼安装座4230上。上述设置方式使用直线推杆结合弧形安装座结构实现倾转旋翼42与撑杆的转动连接，以简易结构保证连接体4240外形连贯性及顺滑性的同时有效减少了连接体4240在倾转旋翼42和撑杆之间的长度。
请参见图10至图12，在本的一实施例中，所述连接体4240数量为两个， 两个连接体4240分别从第一撑杆的两侧与第一撑杆内的连接梁4120的安装板4121同轴转动连接，同时两个连接体4240之间还设有连接件4242，所述连接件4242位于连接体4240靠近第一撑杆41的一端，连接件4242的两端分别与两个连接体4240相连接。所述直线移动驱动端转动连接在所述连接件4242上以与两个所述连接体4240转动连接。所述连接件4242的设置增强了两个连接体4240之间的结构强度，并有使两个连接体4240可以同步转动。同时，在本实施例的一实施方式中，所述第一限位件42421可设置在连接件4242上，所述第一限位件42421对称的设置在连接件4242两端与连接体4240相连接的位置处，该设置方式有助于精简结构，并使得第一限位件42421随连接件4242在两连接体4240上同步转动。请参见图11和图16，在本实施例中，驱动杆4311伸出，并转动连接于两个连接体4240之间的连接件4242上。
请参见图10至图12，在本的一实施例中，所述倾转旋翼42与第一撑杆41之间设置有限位机构，所述限位机构设置在倾转旋翼42与第一撑杆41的转动连接处，限位机构用于限制倾转旋翼42在第一相对位置和第二相对位置之间相对第一撑杆41转动。其中，旋翼倾转机构422可驱动倾转旋翼42在第一相对位置和第二相对位置之间相对第一撑杆41转动，当旋翼倾转机构422驱动倾转旋翼42转动至第一相对位置时，倾转旋翼42被限位机构限位而维持在前飞位，当旋翼倾转机构422驱动倾转旋翼42转动至第二相对位置时，倾转旋翼42被限位机构限位而维持在垂直升降位。
具体地，如图11所示，所述限位机构包括第一限位件42421和两个第二限位件4131。其中，所述第一限位件42421设置在倾转旋翼42上，第一限位件42421可跟随倾转旋翼42转动，而两个所述第二限位件4131设置在撑杆上，两个第二限位件4131分别设置在撑杆的第一相对位置和第二相对位置处，并位于第一限位件42421随倾转旋翼42转动的路径上，从而在第一限位件42421随倾转旋翼42转动至第一相对位置或第二相对位置时被第二限位件4131所限位，而维持在前飞位或垂直升降位状态。
请参见图11和图21，在本的一实施例中，所述第一限位件42421设置在连接体4240上，第一限位件42421位于连接体4240与连接梁4120相连接的一端，第一限位件42421在连接体4240朝向固定座体4130的一面，并位于第一环体4140的周向外缘处，从而在跟随连接体4240转动的同时相对于第一环体4140旋转；而所述第二限位件4131设置在固定座体4130上，所述第二限位件4131为分别设置在固定座体4130第一相对位置和第二相对位置上的两个阻挡部，所述固定座体4130为圆盘形，所述两个阻挡部沿所述固定座体4130的径向向背离中心侧伸出至第一限位件42421随连接体4240转动的路径上，从而在第一限位件42421转动至第一相对位置或第二相对位置时对第一限位件42421进行阻挡限位。
请参见图11至图18，所述直线移动驱动装置包括座体4310和驱动杆4311，所述座体4310设置在第一撑杆41内的连接梁4120上，在第一状态驱动杆4311驱动倾转旋翼42相对于第一撑杆41转动，并在倾转旋翼42转动至设定位置时，维持第二状态使得倾转旋翼42与第一撑杆41保持相对位置。其中，上驱动杆4311一端转动连接于座体4310上，驱动杆4311的另一端转动连接于倾转旋翼42上。驱动杆4311可以为一切具有动力且具有自锁功能的伸缩杆形式，例如液压推杆、电动推杆或气动推杆等。较佳地，本实施例中选用电动推杆，电动推杆具备较佳的自锁功能,可以增加设备的安全性。并且电动推杆的综合定位精度较为精确，并可以实现多方式的控制。另外电动推杆还可以在非常恶劣的环境下正常运转,适用于多种工况。
具体地，在本的一实施例中，所述第一撑杆41内设置有两个连接梁4120，所述两个连接梁4120沿梁体延伸方向向倾转旋翼42一端延伸，两个连接梁4120分别在朝向倾转旋翼42的端部设置有安装板4121，安装板4121之间通过安装板连接件4122相连接。其中，所述座体4310设置在两个连接梁4120之间，座体4310分别与两侧连接梁4120梁体相连接，以固定在第一撑杆41中，同时，座体4310上转动连接的驱动杆4311沿连接梁4120延伸方向伸出至安装 板4121外，从而与倾转旋翼42转动连接，以实现座体4310与倾转旋翼42的动力传输。
需要说明的是，本发明中所述第二倾转机构的结构可以参照上述第一倾转机构，其不同在于，第一倾转机构安装在第一撑杆41与倾转旋翼42之间，第二倾转机构安装在机尾与尾推旋翼60之间，第二倾转机构的具体结构不再赘述。
请参阅图1至图6，在本发明垂直起降飞行器一实施例中，所述固定尾翼30包括高置尾翼31和连接尾翼(两个倾斜尾翼32)，所述高置尾翼31通过所述连接尾翼连接于两个所述第一动力组件40的上方，以避开所述机翼20下侧洗流区。这样高置的固定尾翼30能适当避开机翼20下洗流区及尾推旋翼60滑流区，可以提升尾翼气动稳定性。当飞行器处于巡航阶段时，前侧两套倾转旋翼42向前倾转，并结合尾推旋翼60提供前飞推力，形成三平飞动力布局，此布局解决了纯倾转旋翼42布局可靠性差的问题，即使倾转系统故障，飞机也能正常起降及平飞，又兼顾了倾转旋翼42气动性能优秀的特点。
本高置尾翼31、连接尾翼的设置方式及宽度不受限定，如图4所示，所述连接尾翼包括两个所述倾斜尾翼32，两个所述倾斜尾翼32对称连接在所述高置尾翼31的两侧，且背离所述高置尾翼31的一侧倾斜向下分别与所述机身10两侧的所述第一动力组件40相连接；所述高置尾翼31设置在所述机身10的尾部，并位于所述机翼20的下洗流区上方，所述两个倾斜尾翼32对称连接在所述高置尾翼31的两侧，且背离所述高置尾翼31的一侧倾斜向下分别与所述机身10两侧的所述第一动力组件40相连接。当高置尾翼31较窄时，沿机尾至机头方向视图，两侧的倾斜尾翼32在沿展向延伸的竖直面上的投影呈近似倒“V”字形连接，若高置尾翼31较宽，固定尾翼30在竖直面上的投影也可呈无底等腰梯形状设置，其中高置尾翼31为上底，两侧倾斜尾翼32分别为等腰梯形的两腰，两倾斜尾翼32的下侧与机身10两侧的第一撑杆41连接，以形成稳定的连接关系。在本一实施例中，所述高置尾翼31的翼面水平设置。如图6所示，为了减少气流阻力，固定尾翼30在沿机身10延伸方向的竖直面上的投影自高 置尾翼31向机头侧倾斜并与第一撑杆41连接。
请参阅图7，在本一实施例中，所述第一固定旋翼43和第二固定旋翼52均包括折叠旋翼431和固定旋翼驱动装置432。本中的固定旋翼驱动装置432可以为电机、或电机与减速机的组合形式，折叠旋翼431可以为现有一切合适的固定翼旋翼形式，但较佳地，所述折叠旋翼431包括固定桨叶(未标识)和浮动桨叶(未标识)，当飞行器处于悬停阶段时，在所述固定旋翼驱动装置432驱动下，所述固定桨叶和所述浮动桨叶呈交叉状态“十”字形旋转。当飞行器处于水平巡航阶段时，在所述固定旋翼驱动装置432停止工作时，所述固定桨叶和所述浮动桨叶闭合呈顺气流的“一”字形，且所述固定桨叶和所述浮动桨叶的延伸方向与飞行器航向相一致，在所述固定桨叶和所述浮动桨叶中最上侧的固定桨叶或浮动桨叶在高度方向上低于或沿机翼20的上表面设置，此种设置方式可以减少巡航过程中的阻力。需要说明的是，本中固定桨叶和浮动桨叶在转动时交叉状态旋转，在停止时折叠的实现方式可以通过现有一切合适的折叠旋翼431形式实现，在此不再赘述。当然本领域技术人员可以理解的是，若不考虑最佳的实施方式，本中也可以仅在第一动力组件40或所述第二动力组件50的所述固定旋翼中采用上述固定桨叶和浮动桨叶的可折叠叶片形式。
请参阅图4，在本一实施例中，所述倾转旋翼42和/或所述固定旋翼的旋转轴线44自下而上沿机翼20的展向向背离所述机身10侧倾斜，以使所述倾转旋翼42和/或所述固定旋翼的桨叶旋转面不通过所述机身10上的乘员舱。虽然仅倾转旋翼42或第一固定旋翼43或第二固定旋翼52的桨叶旋转面不通过所述机身10上的乘员舱已经能够具有保护乘员舱的作用，但较佳地，在实施例中，两个所述倾转旋翼42和六个所述固定旋翼的旋转轴线均自下而上沿机翼20的展向向背离所述机身10侧倾斜，以使所有的所述倾转旋翼42和所述固定旋翼的旋翼的桨叶旋转面均不通过所述机身10上的乘员舱。较佳地，在本一实施例中，两个所述倾转旋翼42和六个所述固定旋翼的旋转轴线44均自下而上沿机翼20的展向向背离所述机身10侧倾斜，且旋转轴线44与竖直方向的夹角α为3°～30°，该角度范围既可以满足旋翼的桨叶旋转面不通过所述机身10上的乘员 舱，最大程度降低旋翼转子爆破对乘员的伤害，而且在飞行器需要偏航或者抗侧风飞行时可通过调整各动力系统的输出信号，产生偏航力矩或水平方向的分力，这可以提高起降阶段旋翼模式下抗侧风性能及侧向操纵性，能够提供足够的动力和航行稳定性。
请参阅图5，在本一实施例中，所述倾转旋翼42包括旋翼装置421，旋翼装置421包括第一旋翼4211和第一旋翼驱动装置4212，所述第一旋翼4211为具有五个叶片的五叶桨，五个叶片以转轴为中心沿圆周均布。这极大的降低了整个飞行包线内旋翼的转速，从而降低了旋翼的噪音。然而本领域技术人员可以理解的是若不考虑较佳的降噪性能，也可以采用其它桨叶设置形式。
在本一实施例中，在每一所述倾转旋翼42处于起飞位时，所述第一固定旋翼43、第二固定旋翼52和所述倾转旋翼42的设置位置围绕所述飞行器的整机重心呈中心对称布置。这样在倾转旋翼42处于起飞位置时，若单一动力系统失效情况下，可关闭中心对称的另一动力系统，从而保障飞机能安全悬停降落，满足“单一失效不允许导致任何灾难性故障的发生”的动力系统的适航要求。
在本一实施例中，在悬停在地面上时，六个所述固定旋翼内的旋翼的离地高度和两个倾转旋翼42处于所述起飞位时所述倾转旋翼42内的旋翼的离地高度，以及尾推旋翼60竖直向上倾转时旋翼的离地高度均大于等于1.9m。这降低了旋翼在乘员进出飞行器时对乘员造成伤害的可能性。
在本一实施例中，所述机身10的底部设置有三点式起落架80，兼具滑跑起降功能。且在所述机身10的尾部设置有货物装卸舱门11，可以方便货物及担架等运输。所述机身10的侧面设置有乘员舱门12，可以方便上下乘客。
本发明还提供一种垂直起降飞行器的控制方法，包括以下过程：
在起飞离地的过程中，使机身两侧所述倾转旋翼的转轴向上，并驱动倾转旋翼和固定旋翼旋转，以为飞行器提供升力；
待飞行器爬升到适当高度，开启尾推旋翼，并控制所述倾转旋翼的转轴逐渐向前倾斜，并逐渐增大其动力系统功率，在保持飞行器高度的基础上为飞行器提供向前飞行的推力；此时机翼前缘组倾转旋翼动力产生垂直方向拉力分量 及前进方向拉力分量，垂直方向分量+机翼前缘固定旋翼的升力和机翼后缘固定旋翼产生的升力绕着飞机重心平衡，而前进方向拉力分量+尾推推力使飞机逐渐加速前飞，此时飞机机翼产生的升力将逐渐升高，直至固定翼模式升力等于重力。
当飞行器向前速度到达设定数值后，使所述倾转旋翼的转轴向前水平延伸，六个固定旋翼系统提供的升力会逐渐降低，油门信号不断降低，最终完全关闭，此时使所述固定旋翼内的固定桨叶和浮动桨叶的延伸方向与飞行器航向一致，通过所述尾推旋翼和机身两侧的所述倾转旋翼提供飞行器巡航阶段的动力。
在本发明控制方法一实施例中，还包括以下过程：
在装卸货物时，使所述尾推旋翼向上倾转，以减小触桨风险。
在本发明控制方法一实施例中，还包括以下过程：
当由巡航状态降落时，将所述倾转旋翼的转轴倾转向上，并驱动所述固定旋翼和所述倾转旋翼旋转，使所述尾推旋翼逐渐减速直至关闭，当飞行器的前进速度减小至设定阈值时，将飞行器切换至悬停状态，至飞行器降低到设定高度后，飞行器切换至倾转旋翼转轴向上设置且和所述固定旋翼同时旋转的多旋翼状态，直到飞行器降落到地面，关闭固定旋翼和倾转旋翼，飞行结束。
本发明垂直起降飞行器和控制方法，通过倾转旋翼、固定旋翼、尾推旋翼和固定机翼共同作用，改善了现有技术中EVTOL载人飞行器的布局模式，增加了垂直起降飞行器的载重能力和续航能力。所以，本发明有效克服了现有技术中的一些实际问题从而有很高的利用价值和使用意义。上述实施例仅例示性说明本发明的原理及其功效，而非用于限制本发明。任何熟悉此技术的人士皆可在不违背本发明的精神及范畴下，对上述实施例进行修饰或改变。因此，举凡所属技术领域中具有通常知识者在未脱离本发明所揭示的精神与技术思想下所完成的一切等效修饰或改变，仍应由本发明的权利要求所涵盖。

Claims (17)

  1. 一种垂直起降飞行器，其特征在于，包括：
    机身，所述机身的两侧设置有机翼；
    两个第一动力组件，两个所述第一动力组件对称安装在所述机身两侧的所述机翼上；所述第一动力组件包括倾转旋翼和第一固定旋翼；所述倾转旋翼通过旋翼倾转机构安装在所述机翼上；
    两个第二动力组件，两个所述第二动力组件对称安装在所述机身两侧的所述机翼上，并分别位于所述第一动力组件的外侧；
    尾推旋翼，安装在所述机身的尾部；
    固定尾翼，连接在所述机身两侧的所述第一动力组件上。
  2. 根据权利要求1中所述的垂直起降飞行器，其特征在于，所述第一动力组件还包括第一撑杆，所述第一撑杆安装在所述机翼上，且延伸方向与所述机身的延伸方向相平行；所述倾转旋翼安装在所述第一撑杆靠近机头的一端，并在所述旋翼倾转机构的作用下在起飞位和巡航位之间倾转和锁定；所述第一固定旋翼安装在所述第一撑杆靠近机尾的一端。
  3. 根据权利要求1所述的垂直起降飞行器，其特征在于，所述第二动力组件包括第二撑杆和两个第二固定旋翼；所述第二撑杆安装在所述机翼上，且延伸方向与所述机身的延伸方向相平行；两个所述第二固定旋翼分别安装在所述第二撑杆的两端，并分别靠近机头和机尾设置。
  4. 根据权利要求1所述的垂直起降飞行器，其特征在于，所述尾推旋翼通过尾推倾转机构安装在所述机身的尾部。
  5. 根据权利要求4所述的垂直起降飞行器，其特征在于，所述旋翼倾转机构和/或所述尾推倾转机构包括：旋翼安装座和倾转驱动机构，所述旋翼安装座转动安装在飞行器的对应机体上，所述倾转驱动机构安装在所述旋翼安装座和所述机体之间，并在第一状态下驱动所述旋翼安装座相对于所述机体转动，在第二状态下使所述旋翼安装座与所述机体保持相对位置。
  6. 根据权利要求5所述的垂直起降飞行器，其特征在于，所述倾转驱动机构包括：连接体和直线移动驱动装置；所述连接体固定安装在所述旋翼安装座的 底部，并与飞行器的机体转动连接；所述直线移动驱动装置的座体转动安装在所述机体上，其直线移动驱动端与所述连接体转动连接。
  7. 根据权利要求6所述的垂直起降飞行器，其特征在于，所述连接体呈鹅颈状伸出，所述机体与所述连接体的鹅头位置转动连接。
  8. 根据权利要求6所述的垂直起降飞行器，其特征在于，所述连接体数量为两个，两个所述连接体与所述机体同轴转动连接，两个所述连接体之间设置有连接件，所述连接件的两端分别与两个所述连接体连接，所述直线移动驱动端转动连接在所述连接件上以与两个所述连接体转动连接。
  9. 根据权利要求5所述的垂直起降飞行器，其特征在于，所述旋翼安装座和所述机体之间设置有限位机构，所述限位机构设置在所述旋翼安装座与所述机体的转动连接处，用于限位所述旋翼安装座相对所述机体在第一相对位置和第二相对位置之间转动。
  10. 根据权利要求9所述的垂直起降飞行器，其特征在于，所述限位机构包括第一限位件和第二限位件，所述第一限位件设置在所述旋翼安装座上；所述第二限位件设置在所述机体上，用于限位所述第一限位件在所述第一相对位置和第二相对位置之间转动。
  11. 根据权利要求1所述的垂直起降飞行器，其特征在于，所述固定尾翼包括高置尾翼和连接尾翼；所述高置尾翼通过所述连接尾翼连接于两个所述第一动力组件的上方，以避开所述机翼下侧洗流区。
  12. 根据权利要求11所述的垂直起降飞行器，其特征在于，所述高置尾翼的翼面呈水平设置，所述连接尾翼包括两个倾斜尾翼，两个所述倾斜尾翼对称连接在所述高置尾翼的两侧，且背离所述高置尾翼的一侧倾斜向下分别与所述机身两侧的所述第一动力组件相连接。
  13. 根据权利要求3所述的垂直起降飞行器，其特征在于，所述第一固定旋翼和/或所述第二固定旋翼包括折叠旋翼和固定旋翼驱动装置；所述折叠旋翼包括固定桨叶和浮动桨叶，在所述固定旋翼驱动装置驱动下，所述固定桨叶和所述浮动桨叶呈交叉状态旋转，在所述固定旋翼驱动装置停止工作时，所 述固定桨叶和所述浮动桨叶相闭合，且所述固定桨叶和所述浮动桨叶的延伸方向与所述飞行器航向相一致。
  14. 根据权利要求3所述的垂直起降飞行器，其特征在于，所述倾转旋翼和/或所述第一固定旋翼和/或所述第二固定旋翼的旋转轴线自下而上沿所述机翼的展向向背离所述机身侧倾斜,以使对应旋翼的桨叶旋转面不通过所述机身上的乘员舱。
  15. 一种垂直起降飞行器的控制方法，其特征在于，包括以下过程：
    在起飞离地的过程中，使机身两侧所述倾转旋翼的转轴向上，并驱动倾转旋翼和固定旋翼旋转，以为飞行器提供升力；
    待飞行器爬升到适当高度，开启尾推旋翼，并控制所述倾转旋翼的转轴逐渐向前倾斜，在保持飞行器高度的基础上为飞行器提供向前飞行的推力；
    当飞行器向前速度到达设定数值后，使所述倾转旋翼的转轴向前水平延伸，关闭固定旋翼，并使所述固定旋翼内的固定桨叶和浮动桨叶的延伸方向与飞行器航向一致，通过所述尾推旋翼和机身两侧的所述倾转旋翼提供飞行器巡航阶段的动力。
  16. 根据权利要求15所述的控制方法，其特征在于，还包括以下过程：
    在装卸货物时，使所述尾推旋翼向上倾转，以减小触桨风险。
  17. 根据权利要求15所述的控制方法，其特征在于，还包括以下过程：
    当由巡航状态降落时，将所述倾转旋翼的转轴倾转向上，并驱动所述固定旋翼和所述倾转旋翼旋转，使所述尾推旋翼逐渐减速直至关闭，当飞行器的前进速度减小至设定阈值时，将飞行器切换至悬停状态，至飞行器降低到设定高度后，飞行器切换至倾转旋翼转轴向上设置且和所述固定旋翼同时旋转的多旋翼状态，直到飞行器降落到地面，关闭固定旋翼和倾转旋翼，飞行结束。
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CN115196009A (zh) * 2022-09-01 2022-10-18 零重力飞机工业(合肥)有限公司 一种垂直起降飞行器
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