WO2024066918A1

WO2024066918A1 - Fixed-wing aircraft having vertical take-off and landing electric rotors and driven by fuel power to fly forwards

Info

Publication number: WO2024066918A1
Application number: PCT/CN2023/116487
Authority: WO
Inventors: 王勇
Original assignee: 江苏友诚数控科技有限公司
Priority date: 2022-09-26
Filing date: 2023-09-01
Publication date: 2024-04-04
Also published as: CN115258146B; CN115258146A

Abstract

A fixed-wing aircraft having vertical take-off and landing electric rotors and driven by a fuel power to fly forwards, comprising vertical take-off and landing electric rotor mechanisms (6) embedded in a fixed wing (2) or/and in an empennage horizontal stabilizer (13). Each vertical take-off and landing electric rotor mechanism comprises a duct body (61), a motor (62), a rotor (63, 64), a motor fixing frame (66) and a duct shielding cover mechanism (81). The duct body is fixedly embedded in the fixed wing or/and the empennage horizontal stabilizer, and vertically passes through an upper plane and a lower plane of the fixed wing or/and the empennage horizontal stabilizer. There is a motor or there are two motors having respective motor output shafts in the same axis, wherein one of the two motor output shafts faces upwards and the other faces downwards. The motor is fixedly disposed on the duct inner wall of the duct body by means of the motor fixing frame. The rotor is fixedly disposed on the motor output shaft, and the rotor and the motor are both retracted in an upper exit plane (22) and a lower exit plane (23) of the duct body.

Description

A fixed-wing aircraft that takes off and lands vertically with electric rotors and flies forward powered by fuel

technical background

Manned aircraft have become a fast and convenient means of transportation because they are not restricted by ground road conditions and traffic congestion. As the country gradually opens up low-altitude airspace and relaxes controls on civil aircraft, small aircraft will gradually enter daily life and replace some land transportation, making travel more convenient and quick.

At present, most small light fixed-wing aircraft use fuel engines to drive propellers to generate backward thrust to drive the aircraft forward so that the wings interact with the air to generate lift for flight. Due to their high safety, good economy and long cruising range, they have been applied in some markets. However, ordinary fixed-wing aircraft require at least 150 meters of taxiway for takeoff and landing, and have high requirements on the distribution and height of surrounding buildings in space. This has greatly limited their promotion and market application as daily transportation.

Currently, a small number of light fixed-wing aircraft use electric motors to drive propellers forward. However, due to their short flight time and mileage, the need for taxiway, and high requirements on the distribution and height of surrounding buildings, their promotion and market application are also greatly limited.

Although helicopters do not need a runway to take off and land vertically, they still need to rely on their own power to overcome the gravity of the body and passengers during flight, so the energy consumption is very high and the economy is very poor, which is not affordable for ordinary people.

Although flying cars that rely on electric rotors to take off and land vertically do not require runways, are economical and have strong explosive power, they have a short range due to battery capacity issues and cannot fly for long periods of time. In addition, the rotors are exposed and have no protection around them, which is very dangerous. Once a rotor is damaged by foreign objects, it will cause the manned cabin to fall, causing casualties.

In addition, although aircraft that rely on electric rotors to take off and land vertically and then tilt the electric rotors to drive the aircraft forward can take off and land vertically and move forward electrically, they cannot be promoted due to the short electric endurance time and short cruising range. Moreover, the conversion between vertical take-off and landing and forward tilting requires many mechanical parts and complex control, and it takes a long time to complete the conversion. It is difficult and there is no time to react in special circumstances, which is very dangerous.

The market urgently needs an economical and popular small aircraft that has both the explosive power and fast response of electric rotor vertical take-off and landing functions and the long flight time and long range functions of fixed-wing aircraft driven by fuel engines.

Summary of the invention

The purpose of the present invention is to solve the above technical problems and provide an electric rotor vertical take-off and landing fixed-wing aircraft that has both the explosive power and fast response of an electric rotor vertical take-off and landing function and the long flight time and long range function of a fuel engine driven fixed-wing aircraft.

A fixed-wing aircraft with electric rotors for vertical take-off and landing driven by fuel power to fly forward, comprising a fuselage, wherein a passenger cabin for passengers is arranged inside the fuselage; two fixed wings are symmetrically arranged on both sides of the fuselage; a landing gear is arranged at the bottom of the fuselage in a triangular distribution manner; two tail horizontal stabilizers are arranged at the tail of the fuselage; a fuel tank is arranged in the fixed wing, and also comprises a vertical take-off and landing electric rotor mechanism, which is buried in the fixed wing and/or the tail horizontal stabilizer, the vertical take-off and landing electric rotor mechanism comprises a duct body, a motor, a rotor, a motor fixing frame, and a duct shielding cover mechanism, the duct body is fixedly buried in the fixed wing and/or the tail horizontal stabilizer, and vertically penetrates the upper plane and the lower plane of the fixed wing and/or the tail horizontal stabilizer, the motor is one or coaxial and the motor output shaft is one upward and one downward. The motors are fixed on the inner wall of the duct body via motor fixing brackets, and the axis line of the motor output shaft coincides with the center line of the duct body. A rotor is fixed on the motor output shaft, and the rotor and the motor are retracted into the upper outlet plane and the lower outlet plane of the duct body.

Furthermore, the duct shielding cover mechanism includes a duct shielding cover, a shielding cover support shaft and a driving mechanism, the upper outlet plane and the lower outlet plane of the duct body are both provided with split duct shielding covers, one end of the shielding cover is fixedly connected to the shielding cover support shaft, the shielding cover support shaft is hinged to the fixed wing and/or the tail horizontal stabilizer and is in a rotatable state, and the duct shielding cover with the shielding cover support shaft as a fulcrum is controlled by the driving mechanism to rotate outward from a horizontal closed state to cover the duct to open, or rotate inward from an open state to close and cover the duct, the edges of the split duct shielding cover in the horizontal closed state are fitted to each other at the seam line, and the seam line and the center line of the shielding cover support shaft are both parallel to the front and rear center axis of the aircraft, when the aircraft flies forward at high speed, the shielding cover is tangent to the air during the opening and closing process, and the wind resistance and noise generated are minimized, and the duct shielding cover in the horizontal closed state is integrated with the fixed wing surface or the tail horizontal stabilizer surface, and the joint is smooth with a small gap.

Furthermore, the driving mechanism includes a driving motor, a fixing seat, a screw, a positive thread nut, a negative thread nut, a driving lever, a push-pull rod and a position sensor, the position sensor includes an open state position sensor and a closed state position sensor, the position sensor can select a proximity switch or an encoder, the driving motor is fixed on the fixing seat, the fixing seat is fixedly connected to the fixed wing and/or the tail horizontal stabilizer, the screw is arranged in the middle position of the upper outlet plane and the lower outlet plane on the outer side of the duct body, and the axis of the screw is perpendicular to the support shaft space of the shielding cover, the screw and the output shaft of the driving motor are on the same axis and are fixedly connected, the screw is restricted in axial movement in the fixing seat and It is in an articulated and rotatable state, with half of the screw rod being a positive thread groove and the other half being a negative thread groove, respectively sleeved with a positive thread nut and a negative thread nut, one end of the push-pull rod is hinged to the positive thread nut or the negative thread nut, and the other end is hinged to the driving lever, and the duct shielding cover is fixedly connected to the driving lever at the shielding cover support shaft. When the screw rod rotates forward or reversely under the drive of the driving motor, the positive thread nut and the negative thread nut move towards each other or separate in the opposite direction at the same speed under the action of the screw rod thread groove, and at the same time, the driving lever and the duct shielding cover are driven by the push-pull rod to rotate around the shielding cover support shaft to open or close the duct shielding cover until the open state position sensor or the closed state position sensor receives a signal, and the electronic control part controls the driving motor to stop.

Furthermore, the fixed wing is fixedly connected to a fuel engine, the output shaft of the fuel engine is arranged in the horizontal forward direction of the aircraft, a propeller is fixedly provided on the engine output shaft, and when the engine drives the propeller to rotate, the propeller does not touch the fuselage and the fixed wing. The fuel engine drives the propeller to rotate to transport air to the rear of the engine, forming a reverse thrust to pull the aircraft forward. A starter and a generator are provided on the fuel engine, and the starter and the generator are connected to the electronic control part.

Furthermore, a flap whose rear edge can swing up and down is provided at a position near the fuselage at the rear edge of the fixed wing, an aileron whose rear edge can swing up and down is provided at a position outside the flap and away from the fuselage at the rear edge of the fixed wing, a battery is provided inside the fuselage, the battery is connected to an electronic control part, and charging and discharging management is performed by the electronic control part, a forward and backward tail vertical stabilizer is fixedly provided just above the front and rear center axis of the tail of the fuselage, the lower end of the tail vertical stabilizer is fixedly connected to the tail of the fuselage, tail horizontal stabilizers are symmetrically fixedly provided on both sides of the tail of the fuselage or on both sides of the upper end of the tail vertical stabilizer on the same plane in the horizontal direction, a rudder whose rear edge can swing left and right is provided on the rear part of the tail vertical stabilizer facing the rear of the aircraft, and an elevator whose rear edge can swing up and down is provided on the tail horizontal stabilizer facing the rear of the aircraft.

As an optimization, the engine throttle is controlled by a wire rope or a synchronous transmission drive control of an electric motor with angle encoder feedback, and the motion control of the flaps, ailerons, rudder, and elevator is controlled by a wire rope or a synchronous transmission drive control of an electric motor with angle encoder feedback or hydraulic transmission control.

As an optimization, a balance sensor is provided inside the fuselage, and the balance sensor is connected to the electronic control part. During the working stage of the vertical take-off and landing electric rotor mechanism, the balance state of the aircraft attitude is sensed, and the state data is transmitted to the electronic control part, which then calculates and controls the lift of each ducted electric rotor mechanism to keep the aircraft always in a balanced set state. An aircraft parachute is provided in the middle of the fuselage, which will open when the aircraft is in danger at high altitude to ensure that the aircraft and personnel land safely on the ground.

As an optimization, a sensor combination is provided at the front end of the fuselage, and the sensor combination includes a wind speed sensor, a temperature sensor, an altitude sensor, a radar scanning sensor, a speed sensor, and a horizontal angle position sensor. The sensor combination is connected to the electronic control part.

Preferably, the vertical take-off and landing electric rotor mechanism is provided with a ducted fairing in the direction of the aircraft's forward movement, so as to reduce airflow resistance and increase lift when the aircraft moves forward.

Preferably, a plurality of vertical take-off and landing electric rotor mechanisms are arranged on the fixed wing or the horizontal stabilizer of the tail wing, and the same motor in the vertical take-off and landing electric rotor mechanism is provided with an upper output shaft and/or a lower output shaft, on which an upper rotor and/or a lower rotor are fixedly provided respectively.

The present invention has the following beneficial effects:

1. The present invention overcomes the shortcomings of existing small aircraft, creatively integrates a ducted electric rotor vertical take-off and landing mechanism into a fixed-wing aircraft that is driven by a conventional fuel-powered propeller to fly forward, embeds and integrates multiple electric rotor groups into the fixed wing and tail horizontal stabilizer of the fixed-wing aircraft, and creatively sets a double-open rotor duct shielding cover mechanism, which is opened before the vertical take-off and landing electric rotor is required to work, and closed when the work is finished. When closed, the duct shielding cover is integrated with the fixed wing surface or the tail horizontal stabilizer surface, and the joint is smooth and the gap is small. When the aircraft flies forward, the duct shielding cover in a horizontal closed state interacts with the air to generate more lift and reduce flight noise.

2. The present invention deeply integrates the advantages of electric rotor vertical take-off and landing, such as fast response, high sensitivity, high controllability and strong explosive power, with the advantages of fixed-wing aircraft driven by conventional fuel power to fly forward with propellers, such as long range, long endurance time and good economy. It realizes the use of ducted electric rotor vertical take-off and landing in conditions of limited space and no runway, and the use of conventional fuel power to drive the propellers forward during normal flight. Moreover, the two are intelligently controlled by the electronic control part to achieve seamless connection, which greatly expands the application scope of the aircraft of the present invention as a means of transportation within and between cities, and has broad market application prospects.

3. The aircraft of the present invention can also taxi and take off and land when there are runway conditions.

4. When the present invention uses fuel power for normal flight, the electricity generated by the fuel engine will be charged into the battery after being managed by the electronic control system, and will be used by the electric rotor when the aircraft takes off and lands vertically. This also greatly realizes the effective saving of energy, charging space and manpower.

5. The present invention adopts a ducted electric rotor, which is not easy to be damaged by collision when in use, and is safer and more reliable.

BRIEF DESCRIPTION OF THE DRAWINGS

Fig. 1 is a schematic diagram of the structure of the present invention;

FIG2 is a front view of FIG1 ;

Fig. 3 is a partial cross-sectional view of A-A in Fig. 1;

FIG4 is a perspective view of the duct shielding cover mechanism of the present invention;

FIG5 is a schematic diagram of the duct shielding cover mechanism of the present invention in an open state;

FIG6 is a schematic diagram of a closed state of the duct shielding cover mechanism of the present invention;

FIG7 is a schematic diagram of the structure of the present invention having a ducted air guide cover;

FIG8 is a schematic diagram of the structure of a hollow triangle motor fixing frame of the present invention;

FIG. 9 is a top view of the duct shielding cover mechanism of the present invention in a closed state.

In the figure: 1. Fuselage 2. Fixed wing 3. Cabin 4. Fuel tank 5. Flaps 6. Vertical take-off and landing electric rotor mechanism 61. Duct body 62. Motor 63. Upper rotor 64. Lower rotor 65. Motor output shaft 66. Motor fixing bracket 7. Aileron 81. Duct shielding cover 82. Shielding cover support shaft 83. Drive lever 84. Push-pull rod 85. Positive thread nut 86. Negative thread nut 87. Screw 88. Drive motor 89. Fixed seat 9. Propeller 10. Sensor assembly 11. Fuel engine 12. Elevator 13. Tail horizontal stabilizer 14. Battery 15. Landing gear 16. Ducted fairing 17. Tail vertical stabilizer 18. Rudder 19. Aircraft parachute 20. Electronic control part 21. Balance sensor 22. Upper exit plane 23. Lower exit plane 24. Seam line.

Detailed ways

The present invention will be further described below in conjunction with the accompanying drawings:

Referring to Figures 1-2, an electric rotor vertical take-off and landing fixed-wing aircraft driven by fuel power to fly forward includes a fuselage 1, wherein the interior of the fuselage 1 is provided with a passenger cabin 3 for passengers; two fixed wings 2 are symmetrically arranged on both sides of the fuselage 1; a landing gear 15 is arranged at the bottom of the fuselage 1 in a triangular distribution manner; two tail horizontal stabilizers 13 are arranged at the tail of the fuselage 1; and a fuel tank 4 is arranged in the fixed wings 2. A flap 5 with a rear edge that can swing up and down is provided at a position near the fuselage 1 at the rear edge of the fixed wing 2, and an aileron 7 with a rear edge that can swing up and down is provided at a position outside the flap 5 and away from the fuselage 1 at the rear edge of the fixed wing 2. A battery 14 is provided inside the fuselage, and the battery 14 is connected to an electronic control part 20, and the electronic control part 20 performs charging and discharging management. A front-to-rear tail vertical stabilizer 17 is fixedly provided just above the front-to-rear center axis of the tail of the fuselage 1, and the lower end of the tail vertical stabilizer 17 is fixedly connected to the tail of the fuselage 1. A tail horizontal stabilizer 13 is symmetrically fixed on the same plane in the horizontal direction on both sides of the tail of the fuselage 1 or on both sides of the upper end of the tail vertical stabilizer 17. A rudder 18 with a rear edge that can swing left and right is provided on the rear part of the tail vertical stabilizer 17 toward the rear of the aircraft, and an elevator 12 with a rear edge that can swing up and down is provided on the tail horizontal stabilizer 13 toward the rear of the aircraft.

Referring to FIG. 1 , the throttle of the fuel engine 11 is controlled by a steel wire rope or a synchronous transmission drive control of an electric motor with angle encoder feedback, and the motion control of the flap 5, aileron 7, rudder 18, and elevator 12 is controlled by a steel wire rope or a synchronous transmission drive control of an electric motor with angle encoder feedback or a hydraulic transmission control. An aircraft parachute 19 is provided in the middle of the fuselage, which will be opened when the aircraft is in distress at high altitude to ensure that the aircraft and personnel land safely on the ground.

Referring to FIG. 1 , the technical solution also includes four vertical take-off and landing electric rotor mechanisms 6, which are respectively buried in the fixed wing 2 and the tail horizontal stabilizer 13. The vertical take-off and landing electric rotor mechanisms 6 include a front left ducted electric rotor mechanism, a front right ducted electric rotor mechanism, a rear left ducted electric rotor mechanism, and a rear right ducted electric rotor mechanism. The front left ducted electric rotor mechanism is fixedly arranged on the left fixed wing and is horizontally away from the fuselage 1. The front right ducted electric rotor mechanism is fixedly arranged on the right fixed wing. The front left ducted electric rotor mechanism and the front right ducted electric rotor mechanism are symmetrically arranged on both sides of the fuselage, the rear right ducted electric rotor mechanism is fixedly arranged on the horizontal stabilizer of the right tail wing and is horizontally away from the left horizontal tail wing, the rear left ducted electric rotor mechanism is fixedly arranged on the horizontal stabilizer of the left tail wing and is horizontally away from the right horizontal tail wing, and the rear left ducted electric rotor mechanism and the rear right ducted electric rotor mechanism are symmetrically arranged on both sides of the fuselage 1.

Referring to Figures 1, 3 and 8, the vertical take-off and landing electric rotor mechanism 6 in the present technical solution includes a duct body 61, a motor 62, a rotor, a hollow triangular motor fixing frame 66, and a duct shielding cover mechanism. The duct body 61 is fixedly buried in the fixed wing 2 and the tail horizontal stabilizer 13, and vertically penetrates the upper plane and the lower plane of the fixed wing 2 and the tail horizontal stabilizer 13. The motor 62 is one or two motors with coaxial center lines and a motor output shaft 65 facing upward and downward. The motor The machine 62 is fixed on the inner wall of the cylindrical duct of the duct body 61 through the motor fixing bracket 66, and the axis line of the motor output shaft 65 coincides with the center line of the cylindrical duct of the duct body 61. The motor output shaft 65 is provided with an upper rotor 63 or a lower rotor 64, and the rotor and the motor 62 are both retracted into the upper outlet plane 22 and the lower outlet plane 23 of the duct body 61.

Referring to FIG. 7 , as another embodiment, as needed, in order to solve the problem of center of gravity balance of the aircraft during vertical take-off and landing of the aircraft's electric rotor, the position of the vertical take-off and landing electric rotor mechanism 6 on the fixed wing 2 or the tail horizontal stabilizer 13 can be moved forward to protrude from the front edge of the fixed wing 2 or the tail horizontal stabilizer 13, and a ducted guide cover 16 is provided on the vertical take-off and landing electric rotor mechanism 6 in the direction of the aircraft's forward movement, so as to reduce airflow resistance and increase lift when the aircraft moves forward.

Referring to Figures 4-6, the upper outlet plane 22 and the lower outlet plane 23 of the duct body 61 are both provided with a split duct shielding cover 81, and the duct shielding cover mechanism includes the duct shielding cover 81, a shielding cover support shaft 82 and a driving mechanism, one end of the duct shielding cover 81 is fixedly connected to the shielding cover support shaft 82, and the shielding cover support shaft 82 is hinged to the fixed wing 2 and/or the tail horizontal stabilizer 13 and is in a rotatable state. With the shielding cover support shaft 82 as a fulcrum, the duct shielding cover 81 is controlled by the driving mechanism to cover the duct from a horizontal closed state to rotate outward to open, or to rotate inward from an open state to close and cover the duct.

Referring to Figures 4-6, the edges of the split duct shielding cover 81 in the horizontal closed state are attached to each other at the seam line, and the seam line 24 and the center line of the shielding cover support shaft 82 are both set parallel to the front and rear center axis of the aircraft. When the aircraft flies forward at high speed, the duct shielding cover 81 is tangent to the air during the opening and closing process, and the wind resistance and noise generated are minimal. The duct shielding cover 81 is opened before the vertical take-off and landing electric rotor works, and is closed after the work is completed. In the horizontal closed state, the duct shielding cover 81 is integrated with the surface of the fixed wing 2 or the surface of the horizontal stabilizer 13 of the tail wing, and the joint is smooth and the gap is small. When the aircraft flies forward at high speed, the duct shielding cover 81 in the horizontal closed state interacts with the air to generate more lift and reduce flight noise.

Referring to Figures 4-6, the drive mechanism includes a drive motor 88, a fixed seat 89, a screw rod 87, a positive thread nut 85, a negative thread nut 86, a drive lever 83, a push-pull rod 84 and a position sensor, the position sensor includes an open state position sensor and a closed state position sensor, the drive motor 88 is fixed on the fixed seat 89, the fixed seat 89 is fixedly connected to the stabilizer surface of the fixed wing 2 and the tail horizontal stabilizer 13, the screw rod 87 is arranged at the middle position of the upper outlet plane 22 and the lower outlet plane 23 on the outer side of the duct body 61, and the axis of the screw rod 87 is perpendicular to the space of the shielding cover support shaft 82, the screw rod 87 and the output shaft of the drive motor 88 are on the same axis and are fixedly connected, the screw rod 87 is restricted by axial movement in the fixed seat 89 and is hinged In the rotating state, half of the screw rod 87 is a positive thread groove and the other half is a negative thread groove, which are respectively sleeved with a positive thread nut 85 and a negative thread nut 86. One end of the push-pull rod 84 is hinged to the positive thread nut 85 or the negative thread nut 86, and the other end is hinged to the driving lever 83. The duct shielding cover 81 and the driving lever 83 are fixedly connected at the shielding cover support shaft 82. When the screw rod 87 is driven by the driving motor 88 to rotate forward or reverse, the positive thread nut 85 and the negative thread nut 86 are simultaneously moved towards each other or separated in the opposite direction at the same speed under the action of the thread groove of the screw rod 87. At the same time, the driving lever 83 and the duct shielding cover 81 are driven by the push-pull rod 84 to rotate open or close with the shielding cover support shaft 82 as the fulcrum until the open state position sensor or the closed state position sensor receives a signal, and the electronic control part controls the driving motor to stop running. As shown in the figure, half of the thread groove of the screw rod 87 on the driving motor 88 side (X1 direction in the figure) is a positive thread groove, which is sleeved with a positive thread nut 85, and the other half (X2 direction in the figure) is a negative thread groove, which is sleeved with a negative thread nut 86.

Referring to Figures 1-2, the fixed wing 2 is fixedly connected to a fuel engine 11, and the output shaft of the fuel engine 11 is arranged in the horizontal forward direction of the aircraft. A propeller 9 is fixedly provided on the output shaft of the fuel engine 11. When the fuel engine 11 drives the propeller 9 to rotate, the propeller 9 cannot touch the fuselage 1 and the fixed wing 2. The fuel engine 11 drives the propeller 9 to rotate to transport air to the rear of the engine, forming a reverse thrust to pull the aircraft forward. A starter and a generator are provided on the fuel engine 11, and the starter and the generator are connected to the electronic control part 20.

1-2, the fuselage 1 is provided with a balance sensor 21, which is connected to the electronic control part 20. The balance sensor 21 senses the balance state of the aircraft attitude during the working stage of the vertical take-off and landing electric rotor mechanism 6, and transmits the state data to the aircraft. The sensor assembly 10 is provided at the front end of the fuselage 1. The sensor assembly 10 includes a wind speed sensor, a temperature sensor, an altitude sensor, a radar scanning sensor, a speed sensor, and a horizontal angle position sensor. The sensor assembly 10 is connected to the electronic control part 20.

Specific operation control process of the implementation case of the present invention:

Vertical take-off stage: the pilot first turns on the main power switch of the aircraft, the system self-checks, the pilot manually or automatically confirms that the aircraft flaps 5, ailerons 7, rudder 18, and elevator 12 are flexibly and effectively controlled before returning to the initial position, the pilot then checks the fuel tank 6 oil level through the instrument or display screen, checks the battery 14 power, confirms that the fuel level and power are sufficient, opens the duct shielding cover mechanism of the vertical take-off and landing electric rotor mechanism 6, makes all duct shielding covers 81 in the fully open state and locks and maintains, the pilot operates the electronic control part 20 to control the motors 62 in all ducted vertical take-off and landing electric rotor mechanisms 6 to rotate at a low speed, checks and confirms that the status is normal, and then the pilot starts the fuel engine 11 to put it in a low-speed standby state. Later, the pilot manipulates the take-off altitude controller to gradually increase the target height of the aircraft from the ground. The electronic control system will immediately enable the motor based on the actual measured height of the aircraft from the ground and the set height, increase the motor speed and torque, and the rotor on the motor shaft rotates at high speed to form a downward reverse thrust. At the same time, the electronic control part 20 calculates and distributes the power speed and lift of each vertical take-off and landing electric rotor mechanism 6 according to the state of the balance sensor in the fuselage to ensure that the aircraft is always in a horizontal set balance state during the ascent, so that the aircraft can rise vertically smoothly. At this time, the aircraft display will display the target height and the current actual height of the control. The control part 20 will automatically calculate and control the overall thrust of the electric rotor to form a reasonable ascent acceleration change so that the occupants feel comfortable in the cockpit. When the actual height rises with the increase of the target height and finally reaches the target height, the electronic control part will control each electric rotor to maintain the downward thrust so that the aircraft maintains the attitude and rotates to stop at the set height.

If there are no buildings around the take-off point, the pilot can increase the throttle of the fuel engine 11 to increase the speed during the vertical ascent phase of the electric rotor to drive the aircraft, drive the propellers 9 on the two engines to accelerate the rotation and drive the aircraft to move forward. At this time, if the altitude does not reach the set altitude, the electronic control part 20 will always control the vertical take-off and landing electric rotor mechanism 6 to increase the thrust according to the actual altitude value so that the aircraft continues to rise while maintaining a horizontal attitude until it reaches the target altitude. If the throttles of the two fuel engines are different, the propellers 9 on the engines generate different pulling forces, which can achieve horizontal steering of the aircraft in the air.

Forward flight stage: When the aircraft reaches the set altitude, the electronic control part 20 no longer controls the electric rotor to generate more overall thrust to make the aircraft rise, but accurately controls the aircraft to maintain the set altitude and maintain the horizontal attitude of the aircraft. At this time, the pilot increases the throttle of the fuel engine to increase the speed. The aircraft is driven by the fuel engine to accelerate the propeller. The wings and tail of the aircraft generate lift as the forward speed of the aircraft increases. When the aircraft reaches a certain speed, the entire aircraft can completely rely on the lift of the wings and tail in the air to hold up and maintain a balanced flight attitude to fly forward. In this process, the electronic control part 20 always controls the working speed state of the vertical take-off and landing electric rotor according to the actual height of the aircraft and the set altitude, and gradually reduces the vertical working thrust of the electric rotor until the lift of the wings and tail in the air can fully hold up the entire aircraft to maintain the altitude above the set altitude. Then the electronic control part 20 controls the vertical take-off and landing electric rotor mechanism 6 to stop working. Later, the pilot operates all duct shielding covers 81 to close. At this time, the aircraft flies normally as an ordinary fixed-wing aircraft. The pilot then operates to turn off the electric vertical take-off and landing function switch. At this point, the seamless transition from electric vertical takeoff to normal forward movement of the fuel-powered fixed-wing aircraft is completed.

Vertical landing stage: When electric vertical landing is required, the electric vertical take-off and landing function switch is turned on, and the electric rotor duct shielding cover mechanism immediately opens the duct shielding cover 81 and locks it. The pilot reduces the throttle of the aircraft fuel engine 11, the engine slows down, and the aircraft maintains the flight attitude and slows down. When it descends to the set height, the electronic control part 20 starts the vertical take-off and landing. The descending electric rotor generates and increases the downward thrust to lift the aircraft to offset the reduced lift of the aircraft wings and tail due to the aircraft deceleration, so that the aircraft maintains the flight attitude and flies at the set altitude until the aircraft decelerates to the point where the horizontal displacement speed is close to zero. The electronic control part 20 always controls the vertical take-off and landing electric rotor to generate and increase the corresponding thrust required, so that the actual altitude of the aircraft reaches the set altitude while maintaining the attitude. After that, the pilot manually or automatically controls to continuously lower the target altitude. The electronic control part compares the actual altitude of the aircraft with the target altitude and continuously reduces the downward thrust of the vertical electric rotor in each duct. The aircraft maintains a horizontal and stable state and continues to descend until the aircraft relative to the ground is zero. The aircraft lands smoothly on the ground. The descending speed in this process is controlled by the electronic control part to make the passengers feel comfortable. During landing, if there are no buildings around the landing site, the aircraft can be lifted and lowered to the ground landing point by the downward thrust generated by the vertical electric rotor while the fuel power gradually decreases and the aircraft is still moving forward and decelerating. After the aircraft lands safely, the vertical take-off and landing electric rotor mechanism 6 stops working, and then all duct shielding covers 81 are closed, the fuel engine 11 is turned off, and the landing is completed.

The above process does not require a ground runway or ground taxiing during the takeoff and landing phases, which greatly reduces the aircraft's requirements for ground take-off and landing points.

The implementation case operation process described above may be modified according to actual conditions.

Of course, if the landing site has a long enough runway, the aircraft can taxi and land like a normal fixed-wing aircraft, and the vertical electric take-off and landing mechanism does not need to work.

During the entire take-off, landing and flight process, the aircraft fuel engine will continuously generate electricity when it is working. The generated electricity is processed by the control part and then charged into the battery for use when the vertical lifting electric rotor mechanism 6 is working.

The aircraft altitude in this implementation process can be the spatial altitude and position actually calculated by the electronic control part and provided by multiple Beidou navigation satellites, or it can be the horizontal altitude, or it can be the height between the aircraft and the ground measured by the sensor.

The present invention preferably adopts a solution in which two engines are respectively fixed to the fixed wings on both sides. In addition, solutions in which two engines are respectively fixed to the fixing frames on both sides of the fuselage head or a single high-power engine is arranged at the head, middle or tail of the aircraft fuselage are all within the protection scope of the present invention.

Although the present invention has been described above with reference to the embodiments, various modifications may be made thereto and parts thereof may be replaced by equivalents without departing from the scope of the present invention. In particular, as long as there is no structural conflict, the various features in the embodiments disclosed by the present invention, such as the duct shielding cover mechanism, are the most preferred option in the present invention, and any scheme of adding an open or closed duct cover to the duct or vertical take-off and landing electric rotor mechanism is protected by the present invention.

Claims

A fixed-wing aircraft with electric rotors for vertical take-off and landing driven by fuel power and flying forward, comprising a fuselage (1), wherein a passenger cabin (3) for passengers is provided inside the fuselage (1); two fixed wings (2) symmetrically arranged on both sides of the fuselage (1); a landing gear (15) arranged at the bottom of the fuselage (1) in a triangular distribution manner; two tail horizontal stabilizers (13) arranged at the tail of the fuselage (1); a fuel tank (4), wherein the fuel tank (4) is arranged in the fixed wings (2), and is characterized in that: it also comprises a vertical take-off and landing electric rotor mechanism (6) buried in the fixed wings (2) or/and in the tail horizontal stabilizer (13), wherein the vertical take-off and landing electric rotor mechanism (6) comprises a duct body (61), a motor (62), a rotor, and a motor fixing frame. (66) A duct shielding cover mechanism, wherein the duct body (61) is fixedly embedded in the fixed wing (2) and/or the tail horizontal stabilizer (13), and vertically penetrates the upper plane and the lower plane of the fixed wing (2) and the tail horizontal stabilizer (13); the motor (62) is one or two motors with coaxial center lines and one motor output shaft (65) facing upward and the other facing downward; the motor (62) is fixedly arranged on the inner wall of the cylindrical duct of the duct body (61) via a motor fixing frame (66), and the axis of the motor output shaft (65) coincides with the center line of the duct body (61); a rotor is fixedly arranged on the motor output shaft (65), and the rotor and the motor (62) are both retracted in the upper outlet plane (22) and the lower outlet plane (23) of the duct body (61).
According to claim 1, an electric rotor vertical take-off and landing fixed-wing aircraft driven by fuel power to fly forward is characterized in that: the duct shielding cover mechanism includes a duct shielding cover (81), a shielding cover support shaft (82) and a driving mechanism, the upper outlet plane (22) and the lower outlet plane (23) of the duct body (61) are both provided with a split duct shielding cover (81), one end of the duct shielding cover (81) is fixedly connected to the shielding cover support shaft (82), and the shielding cover support shaft (82) is hinged to the fixed wing (2) and/or the tail horizontal stabilizer (13) and is rotatable In the state, the duct shielding cover (81) is rotated outward from a horizontal closed state to cover the duct or rotated inward from an open state to close and cover the duct under the control of a driving mechanism with the shielding cover support shaft (82) as a fulcrum. The edges of the split duct shielding cover (81) in the horizontal closed state are fitted to each other at the seam line (24), and the seam line (24) and the center line of the shielding cover support shaft (82) are both arranged parallel to the front and rear center axis of the aircraft. In the horizontal closed state, the duct shielding cover (81) is integrated with the surface of the fixed wing (2) or the surface of the tail horizontal stabilizer (13), and the seam is smooth and the gap is small.
According to claim 2, an electric rotor vertical take-off and landing fixed-wing aircraft driven by fuel power to fly forward is characterized in that: the driving mechanism includes a driving motor (88), a fixing seat (89), a screw (87), a positive screw nut (85), a negative screw nut (86), a driving lever (83), a push-pull rod (84) and a position sensor, the position sensor includes an open state position sensor and a closed state position sensor, the driving motor (88) is fixed on the fixing seat (89), the fixing seat (89) is fixedly connected to the fixed wing (2) or/and the tail horizontal stabilizer (13), the screw (87) is arranged at a middle position between the upper outlet plane (22) and the lower outlet plane (23) on the outer side of the duct body (61), and the axis of the screw (87) is perpendicular to the space of the shielding cover support shaft (82), the screw (87) and the output shaft of the driving motor (88) are on the same axis and are fixedly connected, and the screw (87) is inside the fixing seat (89). The screw rod (87) is restricted in axial movement and is in an articulated rotatable state. Half of the screw rod (87) is a positive thread groove and the other half is a negative thread groove, which are respectively sleeved with a positive thread nut (85) and a negative thread nut (86). One end of the push-pull rod (84) is hinged to the positive thread nut (85) or the negative thread nut (86), and the other end is hinged to the driving lever (83). The duct shielding cover (81) and the driving lever (83) are fixedly connected at the shielding cover support shaft (82). The screw rod (87) rotates forward or backward under the drive of the driving motor (88). During reversal, the positive thread nut (85) and the negative thread nut (86) move toward each other or separate in opposite directions at the same speed under the action of the thread groove of the screw rod (87). At the same time, the push-pull rod (84) drives the driving lever (83) and the duct shielding cover (81) to rotate around the shielding cover support shaft (82) to open or close the duct shielding cover (81) until the open state position sensor or the closed state position sensor receives a signal, and the electronic control part (20) controls the driving motor (88) to stop.
According to claim 1, an electric rotor vertical take-off and landing fixed-wing aircraft driven by fuel power to fly forward is characterized in that: the fixed wing (2) is fixedly connected to a fuel engine (11), the output shaft of the fuel engine (11) is arranged in the horizontal forward direction of the aircraft, a propeller (9) is fixedly arranged on the output shaft of the fuel engine (11), and the fuel engine (11) is connected to the fixed wing (2) and the fuel engine (11) is connected to the fixed wing (2). When the engine (11) drives the propeller (9) to rotate, the propeller (9) does not touch the fuselage (1) and the fixed wing (2). The fuel engine (11) drives the propeller (9) to rotate to transport air to the rear of the engine, thereby forming a reverse thrust and pulling the aircraft forward. The fuel engine (11) is provided with a starter and a generator, and the starter and the generator are connected to the electronic control part (20).
According to claim 4, an electric rotor vertical take-off and landing fixed-wing aircraft driven by fuel power to fly forward is characterized in that: a flap (5) with a rear edge that can swing up and down is provided at a position close to the fuselage (1) at the rear edge of the fixed wing (2), and an aileron (7) with a rear edge that can swing up and down is provided at a position outside the flap (5) and away from the fuselage (1) at the rear edge of the fixed wing (2), a battery (14) is provided inside the fuselage, and the battery (14) is connected to an electronic control part (20), and the electronic control part (20) performs charge and discharge management, and the tail of the fuselage (1) is provided with a flap (5) at a position far away from the fuselage (1). A tail wing vertical stabilizer (17) is fixedly provided above the front and rear center axis of the fuselage (1), the lower end of the tail wing vertical stabilizer (17) is fixedly connected to the tail of the fuselage (1), and tail wing horizontal stabilizers (13) are symmetrically fixedly provided on the same plane in the horizontal direction on both sides of the tail of the fuselage (1) or on both sides of the upper end of the tail wing vertical stabilizer (17), and a rudder (18) with a rear edge that can swing left and right is provided on the rear part of the tail wing vertical stabilizer (17) in the rear direction of the aircraft, and an elevator (12) with a rear edge that can swing up and down is provided on the tail wing horizontal stabilizer (13) in the rear direction of the aircraft.
According to claim 5, an electric rotor vertical take-off and landing fixed-wing aircraft driven by fuel power to fly forward is characterized in that: the throttle of the fuel engine (11) is controlled by a wire rope or a motor synchronous transmission drive control with angle encoder feedback, and the movement control of the flaps (5), ailerons (7), rudder (18), and elevator (12) is controlled by a wire rope or a motor synchronous transmission drive control with angle encoder feedback or hydraulic transmission control.
According to any one of claims 1 to 5, an electric rotor vertical take-off and landing fixed-wing aircraft driven by fuel power to fly forward is characterized in that: a balance sensor (21) is provided inside the fuselage (1), and the balance sensor (21) is connected to the electronic control part (20). The balance sensor (21) senses the balance state of the aircraft attitude during the working stage of the vertical take-off and landing electric rotor mechanism (6), and transmits the state data to the electronic control part (20), and the electronic control part (20) then calculates and controls the lift of each vertical take-off and landing electric rotor mechanism (6) so that the aircraft always maintains a balanced set state, and an aircraft parachute (19) is provided in the middle of the fuselage.
According to any one of claims 1 to 5, an electric rotor vertical take-off and landing fixed-wing aircraft driven by fuel power to fly forward is characterized in that a sensor assembly (10) is provided at the front end of the fuselage (1), the sensor assembly includes a wind speed sensor, a temperature sensor, an altitude sensor, a radar scanning sensor, a speed sensor, and a horizontal angle position sensor, and the sensor assembly (10) is connected to an electronic control part (20).
According to claim 1, an electric rotor vertical take-off and landing fixed-wing aircraft driven by fuel power to fly forward is characterized in that the vertical take-off and landing electric rotor mechanism (6) is provided with a ducted guide cover (16) in the direction of the aircraft's forward movement, so as to reduce airflow resistance and increase lift when the aircraft moves forward.
According to claim 1, an electric rotor vertical take-off and landing fixed-wing aircraft driven by fuel power to fly forward is characterized in that: a plurality of vertical take-off and landing electric rotor mechanisms (6) are arranged on the fixed wing (2) or the tail horizontal stabilizer (13), and the same motor (62) in the vertical take-off and landing electric rotor mechanism (6) is provided with an upper output shaft and/or a lower output shaft, and is respectively provided with an upper rotor (63) and/or a lower rotor (64).