CN111498101A - Aircraft with a flight control device - Google Patents
Aircraft with a flight control device Download PDFInfo
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- CN111498101A CN111498101A CN202010313140.XA CN202010313140A CN111498101A CN 111498101 A CN111498101 A CN 111498101A CN 202010313140 A CN202010313140 A CN 202010313140A CN 111498101 A CN111498101 A CN 111498101A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/22—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft
- B64C27/26—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft characterised by provision of fixed wings
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/82—Rotorcraft; Rotors peculiar thereto characterised by the provision of an auxiliary rotor or fluid-jet device for counter-balancing lifting rotor torque or changing direction of rotorcraft
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C5/00—Stabilising surfaces
- B64C5/06—Fins
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C9/00—Adjustable control surfaces or members, e.g. rudders
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/82—Rotorcraft; Rotors peculiar thereto characterised by the provision of an auxiliary rotor or fluid-jet device for counter-balancing lifting rotor torque or changing direction of rotorcraft
- B64C2027/8236—Rotorcraft; Rotors peculiar thereto characterised by the provision of an auxiliary rotor or fluid-jet device for counter-balancing lifting rotor torque or changing direction of rotorcraft including pusher propellers
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Abstract
The invention relates to the technical field of aircrafts, and discloses an aircraft. The aircraft comprises: the airplane comprises a fuselage, wherein wings are arranged on two sides of the fuselage respectively; the lifting rotor wing can be rotatably arranged on the machine body and can adjust the total pitch and the attack angle of the paddle disk; the propulsion propellers are respectively arranged on the wings; wherein, when the power of lift rotor became invalid, the aircraft can be followed the aircraft normal condition and converted into rotation gyroplane state, and at rotation gyroplane state, the increase of oar dish incidence was with the hypsokinesis, and lift rotor can be through the effect rotation of the air current that from down up passed the oar dish, impels the screw rotation in order to provide the thrust that advances. The aircraft is under normal flight state, when the power of lift rotor became invalid, owing to the effect of propulsion screw, the aircraft still can continue the flight with multiple flight mode, waits to fly to can descend with rotation gyroplane state after landing the ground point to the security performance has been promoted.
Description
Technical Field
The invention relates to the technical field of aircrafts, in particular to an aircraft.
Background
Along with the improvement of living standard of people, the number of automobiles is gradually increased, the annual growth rate of the motor vehicle reserves exceeds 10%, the annual growth rate of roads is kept at 2-3 percentage points, traffic jam becomes a main problem facing urban development, and the traveling efficiency and the living quality of people are seriously influenced.
The popularization of the future automatic driving and intelligent networking technology can relieve traffic jam to a certain extent by improving the passenger carrying rate of motor vehicles and reducing the reserved quantity of the motor vehicles, but the ground roads are one-dimensional, the sky is three-dimensional, and the development of intelligent three-dimensional traffic is another important way for solving the future travel. The urban aircraft can make full use of a low-altitude airspace, provides a new quick trip mode on the basis of the existing traffic system, and improves trip efficiency.
Disclosure of Invention
In view of the above, the present invention is directed to an aircraft with high safety performance in the event of a power failure.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
an aircraft, the aircraft comprising: the airplane comprises a fuselage, wherein wings are arranged on two sides of the fuselage respectively; the lifting rotor wing can be rotatably arranged on the machine body and can adjust the total pitch and the attack angle of the paddle disk; the propulsion propellers are respectively arranged on the wings; when the power of lift rotor became invalid, the aircraft can be followed the aircraft normal condition and converted into the rotation gyroplane state, the increase of oar dish incidence is in order to hypsokinesis, the lift rotor can be through the effect rotation of the air current that from down up passed the oar dish in order to provide the required lift of whole quick-witted, the propulsion screw rotates in order to provide the thrust that advances.
In this technical scheme, the aircraft is under normal flight state, when the power of lift rotor became invalid, owing to the effect of propulsion screw, the aircraft still can continue the flight with multiple flight mode, waits to fly to land and can descend with rotation gyroplane state after the landing place to the security performance has been promoted.
Further, the normal state of the aircraft includes a helicopter hovering state in which the lifting rotor rotates at a first rotational speed, the paddle wheel is substantially horizontal to provide lift in a vertical direction, and the collective pitch of the propulsion propellers is adjusted according to the real-time reactive torque generated by the lifting rotor to balance the real-time reactive torque; when the power of the lifting rotor wing fails, the total pitch of the lifting rotor wing is reduced by controlling the increasing of the attack angle of the paddle disc, the total pitch of the propelling propeller is controlled to increase the advancing thrust to improve the forward flying speed, the attack angle of the paddle disc is increased, the total pitch of the lifting rotor wing is reduced, and airflow flows through the paddle disc from bottom to top to drive the lifting rotor wing to rotate so as to be directly converted into the state of the autorotation rotor wing machine from the helicopter hovering state.
Further, the normal state of the aircraft includes a compound helicopter state in which the lifting rotor rotates at a first rotational speed, the paddle wheel tilts forward to provide a pulling force, the collective pitch of the propulsion propellers is adjusted according to a real-time reactive torque generated by the lifting rotor to balance the real-time reactive torque, the lifting rotor and the wing together provide a lift force in a vertical direction, a component of the pulling force provided by the lifting rotor in a horizontal direction and the propulsion propellers provide a forward thrust; when the power of lift rotor became invalid, reduce lift rotor collective pitch, maintain or improve preceding flying speed through increasing propulsion screw collective pitch simultaneously, with the oar dish is the hypsokinesis from the antelope adjustment, makes the air current flow through the oar dish from bottom to top in order to drive the rotation of lift rotor, lift rotor provides almost whole lift of vertical direction, in order to follow compound helicopter state direct conversion is the rotation gyroplane state.
Furthermore, in the event of a power failure of the lifting rotor, the aircraft can also be switched from the compound helicopter state to the compound autogiro state and then from the compound autogiro state to the autogiro state; when the power of the lifting rotor wing fails, the total pitch of the lifting rotor wing is reduced, meanwhile, the total pitch of the propulsion propeller is increased to increase forward thrust, the forward inclination of the paddle disk is adjusted to be preliminary backward inclination, so that airflow flows through the paddle disk from bottom to top to drive the lifting rotor wing to rotate, and the lifting rotor wing and the wing jointly provide a vertical lifting force to be converted into a composite self-rotating rotorcraft state from the composite helicopter state; in the state of the composite autorotation rotorcraft, the paddle disc tilts backwards initially, airflow passes through the paddle disc from bottom to top to drive the paddle disc to autorotate, and the lifting rotor and the wings provide a lifting force in the vertical direction together; reducing the thrust of said propulsion propellers to reduce the forward flight speed, said wings providing a gradual reduction in lift, further adjusting said disc to further recline as the forward flight speed decreases, said elevating rotor providing substantially all lift in the vertical direction to transition from said compound autogiro state to said autogiro state.
In addition, the normal state of the aircraft comprises a composite autorotation gyroplane state, in the composite autorotation gyroplane state, the paddle disc is tilted backwards preliminarily, airflow passes through the paddle disc from bottom to top to drive the lifting rotor to rotate, the lifting rotor and the wings provide lift force in the vertical direction together, the wings provide more and more lift force along with the increase of forward flying speed, and the rotating speed of the lifting rotor is reduced step by step; when the power of the lifting rotor fails, the aircraft can continue to normally fly in the state, in addition, the forward flying speed can be reduced by reducing the thrust of the propulsion propeller, the lift force provided by the wing is gradually reduced, and the paddle disk is adjusted to enable the paddle disk to tilt backwards so as to increase the paddle disk attack angle until the lifting rotor provides almost all lift force in the vertical direction, so that the lifting rotor can be directly converted into the autorotation rotorcraft state from the composite autorotation rotorcraft state.
Further, the normal state of the aircraft also includes a fixed-wing cruise state, and when the power of the lifting rotor fails, the aircraft can be switched from the fixed-wing cruise state to the compound autorotation rotorcraft state and then from the compound autorotation rotorcraft state to the autorotation rotorcraft state; in the fixed wing cruising state, the total pitch of the lifting rotor wing is adjusted to be near zero lift total pitch, the rotating plane of the lifting rotor wing is maintained in a horizontal state or a state close to the horizontal state, the lifting rotor wing rotates at the lowest rotating speed, the wing provides all lifting force in the vertical direction, and the propulsion propeller provides the whole machine forward thrust; when the power of the lifting rotor wing fails, the aircraft can continue to normally fly in the state, in addition, the total distance of the lifting rotor wing is increased by reducing the thrust of the propelling propeller, the paddle disk is continuously backwards tilted to increase the attack angle of the paddle disk so as to increase the rotation speed of the lifting rotor wing, and the lifting rotor wing and the wing jointly provide the lifting force in the vertical direction so as to switch from the fixed-wing cruise state to the composite rotation rotorcraft state.
Further, in the fixed-wing cruise state, the paddle wheel is controlled to be close to horizontal so that the lifting rotor rotates at the lowest rotating speed, and/or the lifting rotor is driven to rotate at the lowest rotating speed by a driving device of the aircraft.
In addition, in the fixed-wing cruise state, the aircraft can balance the real-time reaction torque generated by driving the lifting rotor through the deflection of the rudder at the tail part of the aircraft body.
In addition, in the autogyro state, the heading of the aircraft is controlled by the deflection of the rudder at the tail of the fuselage and/or by controlling the difference in thrust of the left and right propeller propellers.
Finally, in the autogiro state, the rotor angle of attack can be at a maximum.
Additional features and advantages of the invention will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate an embodiment of the invention and, together with the description, serve to explain the invention and not to limit the invention.
In the drawings:
fig. 1 is a schematic perspective view of an aircraft according to an embodiment of the invention;
FIG. 2 is a schematic view of an aircraft according to an embodiment of the present invention transitioning from various normal states to a rotorcraft state after a power failure of the lifting rotors;
FIG. 3 is a schematic illustration of an aircraft in a helicopter hovering state i according to an embodiment of the present invention;
FIG. 4 is a schematic illustration of an aircraft in a compound helicopter state j in accordance with an embodiment of the present invention;
FIG. 5 is a schematic representation of an aircraft in a compound autogyro state k according to an embodiment of the present invention;
FIG. 6 is a schematic view of an aircraft in a fixed-wing cruise condition/, according to an embodiment of the present invention;
figure 7 is a schematic view of an aircraft according to an embodiment of the invention in a state n of autogiro;
FIG. 8 is a schematic view of the direction of rotation of a propulsion propeller of the aircraft according to an embodiment of the present invention;
fig. 9 is a schematic view of a wing of an aircraft generating lift in accordance with an embodiment of the invention.
Description of reference numerals:
description of reference numerals:
1-fuselage, 2-wing, 3-lifting rotor, 4-propulsion propeller, 5-rotor counterweight, 6-aileron, 7-vertical tail wing, 8-transverse tail wing, 9-rudder, 10-elevator and 11-landing gear unit.
Detailed Description
In addition, the embodiments of the present invention and the features of the embodiments may be combined with each other without conflict.
The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.
Referring to fig. 1 and 2, the aircraft provided by the invention comprises a fuselage 1, a lifting rotor 3 and a propulsion propeller 4, wherein wings 2 are respectively arranged on two sides of the fuselage 1; the lifting rotor 3 can be rotatably arranged on the machine body 1; the propulsion propellers 4 are respectively arranged on the wings 2; wherein, when lift rotor 3's power became invalid, the aircraft can convert the rotation gyroplane state into from the aircraft normal condition, and at the rotation gyroplane state, the increase of oar dish incidence is with the hypsokinesis, and lift rotor 3 can be through the air current effect that from down up passes the oar dish and the rotation, impels propeller 4 to rotate in order to provide the thrust that advances.
In this technical scheme, the aircraft is under normal flight state, when the power of lift rotor 3 became invalid, owing to the effect of propulsion screw 4, the aircraft still can continue the flight with multiple flight mode, waits to fly to can descend with the rotation gyroplane state after landing the ground point to the security performance has been promoted.
The lifting rotor 3 is rotatably arranged at the top of the fuselage 1, the rotation plane of the lifting rotor 3 is a paddle disk, and the included angle of the lifting rotor 3 relative to the fuselage can be adjusted, that is, the paddle disk plane can be adjusted in various directions relative to the aircraft, for example, the adjustment of the paddle disk plane of the lifting rotor 3 can be realized by always using the existing automatic tilter device, particularly, the paddle disk attack angle is the included angle between the paddle disk and the forward flying direction, and the adjustment of the paddle disk attack angle is the forward tilting and backward tilting adjustment of the paddle disk; at the same time, the collective pitch of the lifting rotors 3 can be changed. The total pitch, also called total pitch angle, is the inclination angle between the blade and the rotating plane, and the pulling force of the lifting rotor 3 can be changed by changing the total pitch under the condition of the same rotating speed; the zero-lift total distance means that under the setting of the total distance, the pulling force generated by the lifting rotor 3 is very small and can be ignored.
The propulsion propellers 4 are symmetrically arranged on the wing 2, in the embodiment shown in fig. 1, the propulsion propellers 4 are four and distributed side to side, the propulsion propellers 4 being used to provide forward thrust and to balance the reaction torque generated by the lifting rotor 3.
The propulsion propellers 4 are symmetrically distributed on both sides of the fuselage 1. The propulsion propeller 4 can be operated with a large stroke, i.e. the collective pitch of the propulsion propeller 4 can be varied in a large range. The collective pitch, also called collective pitch angle, is the angle of inclination of the blade to the plane of rotation. In one embodiment, the propulsion propellers 4 are arranged symmetrically on both sides of the fuselage 1, as long as an even number is chosen, preferably the propulsion propellers 4 are arranged at the ends of the wings 2. I.e. if two propulsion propellers 4 are provided, the propulsion propellers 4 are preferably arranged at the ends of the wing 2, respectively. In the embodiment shown in fig. 1, four propulsion propellers 4 are present. Arranging the propeller 4 as far as possible at the distal end of the wing 2 increases the moment arm of the force acting on the wing with respect to the center of gravity of the fuselage, thereby improving the efficiency of the propeller 4 in balancing the torque and course control of the fuselage 1 when the lifting rotor 3 is driven.
Further, arranging the propulsion propeller 4 at the tip of the wing 2 may reduce the tip loss of the wing 2 and improve the aerodynamic efficiency of the wing 2. In addition, the rotation directions of the symmetrically arranged propulsion propellers 4 are opposite, and the rotation directions of the propulsion propellers 4 on the same side are also opposite, for example, in fig. 8, the propulsion propeller 4 at the end of the wing 2 on the left side of the fuselage 1 needs to rotate in the counterclockwise direction, and the propulsion propeller 4 at the end of the wing 2 on the right side of the fuselage 1 needs to rotate in the clockwise direction, when viewed from the head to the tail. As shown in fig. 9, this is because the principle of the wing 2 generating lift is that, during forward flight, when the airflow passes through the wing 2, the flow velocity of the upper and lower surfaces is not uniform, and the pressure on the lower surface of the wing 2 is high due to low flow velocity of the airflow; and the pressure difference between the upper surface and the lower surface of the wing 2 generates upward lift force due to high airflow velocity and small pressure intensity on the upper surface. However, due to the uneven pressure distribution, at the end of the wing 2, the airflow tends to flow from a high-pressure area to a low-pressure area, that is, the airflow tends to flow from below the wing 2 to above the wing 2, as shown in fig. 9, which causes the loss of the wing tip and thus reduces the aerodynamic efficiency of the wing 2. The wing tip loss is reduced and the aerodynamic performance of the wing 2 is improved by the requirement of the rotating direction of the propelling propeller 4 at the end part of the wing 2 as shown in fig. 8, namely, the rotating direction of the propelling propeller 4 at the end part of the wing 2 is always opposite to the relative movement trend direction of the upper surface air flow and the lower surface air flow at the end part of the wing 2. The propulsion propeller 4 is operated with a large stroke, i.e. the collective pitch of the propulsion propeller 4 can be varied in a large range. The total pitch, also called total pitch angle, is the angle between the blade and the plane of rotation. Through the pitch-variable operation, the thrust of the propulsion propeller 4 can be changed without changing the rotation direction, and the direction of the thrust can be changed at the same time.
In addition, as shown in fig. 1, the tip of the lifting rotor 3 of the aircraft may be provided with a rotor weight 5 to optimize the moment of inertia of the lifting rotor 3. In addition, the tail of the fuselage 1 can be provided with a T-shaped empennage, the T-shaped empennage comprises a vertical empennage 7 and a transverse empennage 8, the vertical empennage 7 is provided with a rudder 9 capable of deflecting left and right, the rudder 9 can provide partial heading control moment, namely, the heading is controlled through the deflection of the rudder 9, the transverse empennage 8 is provided with an elevator 10 capable of deflecting up and down, the wings 2 are provided with ailerons 6 capable of deflecting up and down, and the ailerons 6 and the elevator 10 provide partial attitude adjustment control moment. In addition, the fuselage 1 is provided with a landing gear unit 11 to meet ground maneuvering and damping during landing.
The state of the autogyro, that is, the lowest forward flight speed state of the lifting rotor 3, at this time the attack angle of the paddle disk is increased, for example, the state can be adjusted to the maximum state, and the airflow passes through the paddle disk from bottom to top to maintain the rotation speed of the lifting rotor 3. At this time, because the forward flight speed is low, the lifting rotor 3 provides most of lift force, and in this state, the rotating speed of the lifting rotor 3 is lower than that of a helicopter mode, and the adjustment of the rotating speed and the pulling force is realized by adjusting the attack angle of a paddle disk. The forward thrust of the whole machine is provided by a propulsion propeller 4. At the moment, the pitching and rolling attitude control of the whole machine is mainly realized by adjusting the attack angle of a paddle disk; heading control is mainly achieved by the rudder 9 deflection at the tail of the fuselage 1.
As shown in fig. 2 and 3, the normal state of the aircraft includes a helicopter hovering state i in which the lifting rotor 3 rotates at a first rotation speed, the paddle disk is kept horizontal to provide lift in a vertical direction, and the total pitch of the propeller 4 is adjusted according to the real-time reactive torque generated by the lifting rotor 3 to balance the real-time reactive torque; in the event of a power failure of the lifting rotor 3, it may be switched from helicopter hovering state i to autogiro state n (as shown in fig. 7) by a logic operation 212, where the logic operation 212 is to increase forward thrust by controlling the collective pitch of the propulsive propellers 4 to increase forward flight speed, and simultaneously increase the rotor disk attack angle and decrease the collective pitch of the lifting rotor 3, so that the airflow flows through the rotor disk from bottom to top to drive the lifting rotor 3 to rotate, so as to directly switch from helicopter hovering state to autogiro state. At the moment, the aircraft flies in the autorotation gyroplane state n, and can land in the autorotation gyroplane state n after flying to a landing place, so that the safety performance is improved.
One embodiment of the logic operation 212 is: the pilot or the controller increases the forward thrust to improve the forward flight speed by controlling the total pitch of the 4 propellers of the propelling screw, when the aircraft accelerates, the pilot or the controller starts to increase the attack angle of the paddle disc and simultaneously reduces the total pitch, so that the airflow flows through the paddle disc from bottom to top, the driving torque of the lifting rotor wing 3 is provided by air, and the driving torque provided by the air for driving the lifting rotor wing 3 to rotate is gradually increased along with the increase of the incoming flow speed; when the complete machine reaches certain forward flight speed, the air can provide the drive torque of all the lifting rotors 3, at the moment, the lifting rotors 3 are in a complete autorotation state, and the fuselage does not receive the action of the torque of the lifting rotors 3 due to the autorotation of the lifting rotors 3, so that the balance torque is not required to be provided, and the propulsion propellers 4 positioned on the two sides of the fuselage provide equal large thrust to provide forward thrust. The aircraft thus completes the transition from helicopter hovering state i to autogyro state n.
In addition, as shown in fig. 2 and 4, the normal state of the aircraft includes a composite helicopter state j in which the lifting rotor 3 rotates at a first rotation speed, the paddle wheel tilts forward to provide a pulling force, the total pitch of the propulsion propellers 4 is adjusted according to the real-time reactive torque generated by the lifting rotor 3 to balance the real-time reactive torque, the lifting rotor 3 and the wings 2 together provide a lifting force in the vertical direction, the pulling force provided by the lifting rotor 3 has a component in the horizontal direction and the propulsion propellers 4 provide a forward thrust; in the event of a power failure of the lifting rotor 3, it is possible to switch directly from the compound helicopter state j to the autogyro state n (as shown in fig. 7) by a logic operation 207, the logic operation 207 being to reduce the collective pitch of the lifting rotor 3 while maintaining or increasing the forward flight speed by increasing the collective pitch of the propulsive propellers 4, the forward tilt of the rotor disk being adjusted to a backward tilt, so that the airflow flows through the rotor disk from bottom to top to drive the lifting rotor 3 to spin, said lifting rotor 3 providing almost the entire lift in the vertical direction to switch directly from the compound helicopter state to the autogyro state. At the moment, the aircraft flies in the autorotation gyroplane state n, and can land in the autorotation gyroplane state n after flying to a landing place, so that the safety performance is improved.
In addition, as shown in fig. 2, when the lifting rotor 3 fails in power, the aircraft can also be switched from the composite helicopter state j to the composite autorotation rotorcraft state k, and then from the composite autorotation rotorcraft state k to the autorotation rotorcraft state n; when the lifting rotor 3 fails, the lifting rotor 3 can be switched from a composite helicopter state j to a composite autorotation rotor state k (as shown in fig. 5) through a logic operation 205 and flies in the composite autorotation rotor state k, the logic operation 205 is to reduce the total pitch of the lifting rotor 3 and increase the total pitch of the propulsion propeller 4 to increase the forward thrust, adjust the forward tilt of the paddle disk to be preliminary backward tilt, so that the airflow flows through the paddle disk from bottom to top to drive the lifting rotor 3 to rotate, and the lifting rotor 3 and the wing 2 jointly provide a vertical lifting force to be switched from the composite helicopter state j to the composite autorotation rotor state k; in a state k of the composite autorotation rotorcraft, the paddle disk tilts backwards initially, airflow passes through the paddle disk from bottom to top to drive the lifting rotor 3 to autorotate, the lifting rotor 3 and the wings 2 provide lift force in the vertical direction together, the wings 2 provide more and more lift force along with the increase of forward flying speed, and the rotating speed of the lifting rotor 3 is reduced gradually; compound autogyro state k may be further converted to autogyro state n (as shown in fig. 7) by logic operation 211, logic operation 211 being to decrease the pitch of the propulsion propeller 4 to reduce forward thrust, and further adjust the rotor disc to further recline the rotor disc as forward flight speed decreases until the lift rotor 3 provides substantially all lift in the vertical direction to convert from compound autogyro state k to autogyro state n. At this moment, the aircraft flies with rotation gyroplane state n, treats to fly and can descend with rotation gyroplane state after landing the ground point to the security performance has been promoted.
In addition, as shown in fig. 2, the normal state of the aircraft includes a compound autorotation gyroplane state k, in the compound autorotation gyroplane state k, as shown in fig. 5, the paddle disk tilts backwards initially, the airflow passes through the paddle disk from bottom to top to drive the lifting rotor 3 to rotate, the lifting rotor 3 and the wing 2 provide lift force in the vertical direction together, as the forward flying speed increases, the wing 2 provides more and more lift force, and the rotating speed of the lifting rotor 3 decreases gradually; in the event of a power failure of the lifting rotor 3, it is possible to switch directly from the compound autogyro state k to the autogyro state n (as shown in fig. 7) by means of a logic operation 211, the logic operation 211 being such as to reduce the thrust of the propulsive propellers 4 to reduce the forward flight speed, the lift provided by the wing 2 being progressively reduced, the rotor disk being adjusted so as to tilt back the disk so as to increase the disk angle of attack until said lifting rotor 3 provides almost the entire lift in the vertical direction, so as to switch directly from the compound autogyro state k to the autogyro state n.
In addition, as shown in fig. 2, the normal state of the aircraft also includes a fixed-wing cruise state l, and when the power of the lifting rotor 3 fails, the aircraft can be switched from the fixed-wing cruise state l to a compound autorotation gyroplane state k, and then from the compound autorotation gyroplane state k to an autorotation gyroplane state n; in the cruise state of the fixed wing, as shown in fig. 6, the collective pitch of the lifting rotor 3 is adjusted to be near the zero-lift collective pitch, the rotating plane of the paddle disk is maintained in a horizontal state or a state close to the horizontal state, the lifting rotor 3 rotates at the lowest rotating speed, the wings 2 provide all lift force in the vertical direction, and the propulsion propeller 4 provides the forward thrust of the whole machine; in the event of a power failure of the elevator rotor 3, it is possible to switch from the fixed-wing cruise state i to the compound autogyro state k (as shown in fig. 5) by logic operation 209, logic operation 209 being to decrease the thrust of the propulsion propeller 4, increase the collective pitch of the elevator rotor 3 and continuously tip the disk back to increase the disk angle of attack to increase the autorotation speed of the elevator rotor 3, so as to switch from the fixed-wing cruise state i to the compound autogyro state k. At this moment, the aircraft can fly with compound rotation gyroplane state, then converts into rotation gyroplane state n through logic operation 211 again, and at this moment, the aircraft flies with rotation gyroplane state n, waits to fly can descend with rotation gyroplane state n after landing the landing place to the security performance has been promoted.
In addition, in the fixed-wing cruise state l, the paddle wheel tilts back to be close to horizontal so that the lifting rotor 3 rotates at the lowest rotation speed, and/or the lifting rotor 3 is driven to rotate at the lowest rotation speed by the driving device of the aircraft, so that the whole aircraft can be in the optimal lift-drag ratio state.
In addition, as shown in fig. 1, in the fixed-wing cruise state l, the aircraft balances the real-time reaction torque generated by driving the elevator rotor 3 only through the deflection of the rudder 9 at the tail part of the fuselage 1, and the propulsion propeller 4 provides the whole forward thrust.
In addition, as shown in fig. 1, in the autogyro state n, the heading of the aircraft is controlled by the yaw of the rudder 9 at the tail of the fuselage 1 and/or the difference in thrust of the left and right propeller propellers 4 to improve the heading handling performance in the low speed state.
In addition, in order to improve the safety of the aircraft in the autogiro state n, as shown in fig. 7, in the autogiro state n, the paddle wheel angle of attack can be set to the maximum state according to actual needs, and can be further adjusted by adjusting the attitude of the whole aircraft so as to maintain the rotation speed of the lifting rotor 3 at the low forward flight speed to maintain the lift.
For example, when the aircraft suddenly loses the power decision height of the lifting rotor 3 in the helicopter hovering state i, the decision height is the safe height that the whole aircraft can still be safely converted into the self-rotating rotor aircraft state n, and below the decision height, the whole aircraft adopts a self-rotating forced landing program to avoid danger to passengers. At this time, the pilot or the controller should control the propulsion propeller 4 to be in the maximum thrust state (full throttle state) to rapidly increase the forward flight speed, simultaneously rapidly reduce the total pitch of the lifting rotor 3, and continuously adjust the attack angle of the paddle disk of the lifting rotor 3, so that the airflow flows through the paddle disk from bottom to top, the lifting rotor 3 is driven to rapidly rotate, and the aircraft enters the autorotation rotorcraft state n.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (10)
1. An aircraft, characterized in that it comprises:
the airplane comprises a fuselage (1), wherein wings (2) are respectively arranged on two sides of the fuselage (1);
the lifting rotor wing (3) is rotatably arranged on the fuselage (1), and the lifting rotor wing (3) can adjust the total pitch and the attack angle of a paddle disk;
the propulsion propellers (4), the propulsion propellers (4) are respectively arranged on the wings (2);
wherein, when the power of lift rotor (3) became invalid, the aircraft can be followed the aircraft normal condition and converted into the rotation gyroplane state, the lift rotor can be through the effect rotation of the air current that from the bottom up passed the oar dish in order to provide the required lift of whole quick-witted, propulsion screw (4) rotate in order to provide the thrust that advances.
2. The aircraft of claim 1, wherein the normal aircraft state comprises a helicopter hovering state in which the lifting rotor (3) rotates at a first speed of rotation, the blade disc remaining substantially horizontal to provide lift in a vertical direction, the collective pitch of the propulsive propellers (4) being adjusted according to a real-time reaction torque generated by the lifting rotor (3) to balance the real-time reaction torque;
when the power of the lifting rotor wing (3) fails, the attack angle of a paddle disk is increased through control, the total distance of the lifting rotor wing (3) is reduced, meanwhile, the total distance of the propulsion propeller (4) is controlled to increase forward thrust to improve the forward flying speed, and airflow flows through the paddle disk from bottom to top to drive the lifting rotor wing (3) to rotate so as to be directly converted into the state of the autorotation rotor wing machine from the helicopter hovering state.
3. The aircraft of claim 1, wherein the normal state of the aircraft comprises a compound helicopter state in which the lifting rotor (3) rotates at a first speed of rotation, the paddle wheel tilts forward to provide a pulling force, the collective pitch of the propulsion propellers (4) is adjusted according to a real-time reaction torque generated by the lifting rotor (3) to balance the real-time reaction torque, the lifting rotor (3) and the wing (2) together provide a lift force in a vertical direction, a component of the pulling force provided by the lifting rotor (3) in a horizontal direction and the propulsion propellers (4) provide a forward thrust force;
when the power of lift rotor (3) became invalid, reduce lift rotor (3) collective pitch, maintain or improve preceding flight speed through increasing propulsion screw (4) collective pitch simultaneously, will the oar dish is the hypsokinesis from the antelope adjustment, makes the air current flow through the oar dish from bottom to top in order to drive lift rotor (3) rotation, in order from compound helicopter state direct conversion is the autogyro state.
4. The aircraft according to claim 3, characterized in that said aircraft is also capable of switching from said compound helicopter state to said compound autogiro state and from said compound autogiro state to said autogiro state in the event of a power failure of said lifting rotor (3);
when the power of the lifting rotor wing (3) fails, the total distance of the lifting rotor wing (3) is reduced, meanwhile, the total distance of the propulsion propeller (4) is increased to increase forward thrust, the forward inclination of the paddle disk is adjusted to be preliminary backward inclination, so that airflow flows through the paddle disk from bottom to top to drive the lifting rotor wing (3) to rotate, and the lifting rotor wing (3) and the wing (2) jointly provide a vertical lifting force to be converted from a compound helicopter state to a compound autorotation rotorcraft state; in the state of the compound autorotation rotorcraft, the paddle disc is inclined backwards preliminarily, and the lifting rotor (3) and the wing (2) provide a lifting force in the vertical direction together; -reducing the thrust of said propulsive propellers (4) to reduce the forward flight speed, -gradually reducing the lift provided by said wings (2), -further adjusting said disc to tilt it further backwards as the forward flight speed decreases, -said lifting rotors (3) providing almost the entire lift in the vertical direction to pass from said compound autogyro state to said autogyro state.
5. The aircraft of claim 1, wherein the normal state of the aircraft comprises a compound autorotation rotorcraft state, in which a paddle disk tilts back initially, airflow passes through the paddle disk from bottom to top to drive the lifting rotor (3) to rotate, the lifting rotor (3) and the wing (2) jointly provide lift in a vertical direction, the wing (2) provides more and more lift as the forward flight speed increases, and the rotating speed of the lifting rotor (3) is reduced step by step;
when the power of the lifting rotor wing (3) fails, the aircraft can continuously fly; -reducing the forward flight speed by reducing the thrust of the propulsive propellers (4), -gradually reducing the lift provided by the wing (2), -adjusting the lifting rotor (3) to recline the rotor disc to increase the disc angle of attack until the lifting rotor (3) provides almost the full lift in the vertical direction, to switch directly from the compound autogyro state to the autogyro state.
6. The aircraft according to claim 5, characterized in that said aircraft normal conditions also include a fixed-wing cruise condition, said aircraft being able to pass from said fixed-wing cruise condition to said compound autogiro condition and then from said compound autogiro condition to said autogiro condition in the event of a power failure of said lifting rotor (3);
in the fixed wing cruising state, the total pitch of the lifting rotor wing (3) is adjusted to be near zero lift total pitch, the rotating plane of the lifting rotor wing (3) is maintained in a horizontal state or a state close to the horizontal state, the lifting rotor wing (3) rotates at the lowest rotating speed, the wing (2) provides all lift force in the vertical direction, and the propulsion propeller (4) provides the whole machine forward thrust;
when the power of the lifting rotor wing (3) fails, the aircraft can continuously fly; by reducing the thrust of the propulsion propeller (4), increasing the collective pitch of the lift rotors (3) and adjusting the tip back of the rotor disk to increase the rotor disk angle of attack to increase the autorotation speed of the lift rotors (3), the lift rotors (3) and the wings (2) together provide a lift force in the vertical direction to transition from the fixed wing cruise state to the compound autorotation rotorcraft state.
7. The aircraft according to claim 6, characterized in that, in said fixed-wing cruise condition, said paddle is controlled close to horizontal so as to rotate said lift rotor (3) at a minimum rotation speed and/or, by means of the drive means of said aircraft, to drive said lift rotor (3) at a minimum rotation speed.
8. The aircraft according to claim 6, characterized in that it is capable of balancing the real-time reaction torque generated by driving the elevator rotor (3) by means of the deflection of a rudder (9) at the tail of the fuselage (1) in the fixed-wing cruise condition.
9. The aircraft according to claim 1, characterized in that in the autogyro state the heading of the aircraft is controlled by the deflection of a rudder (9) at the tail of the fuselage (1) and/or the difference in thrust of the left and right propeller propellers (4).
10. The aircraft of any one of claims 1-9 wherein in the autogyro state the paddle angle of attack can be at a maximum.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010313140.XA CN111498101A (en) | 2020-04-20 | 2020-04-20 | Aircraft with a flight control device |
| EP21169254.6A EP3901034A1 (en) | 2020-04-20 | 2021-04-19 | Compound rotor aircraft |
| US17/235,578 US20210323659A1 (en) | 2020-04-20 | 2021-04-20 | Compound rotor aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010313140.XA CN111498101A (en) | 2020-04-20 | 2020-04-20 | Aircraft with a flight control device |
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| CN111498101A true CN111498101A (en) | 2020-08-07 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202010313140.XA Withdrawn CN111498101A (en) | 2020-04-20 | 2020-04-20 | Aircraft with a flight control device |
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| Country | Link |
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| CN (1) | CN111498101A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN112429247A (en) * | 2020-12-01 | 2021-03-02 | 飞的科技有限公司 | Aircraft with a flight control device |
| CN112429249A (en) * | 2020-12-01 | 2021-03-02 | 飞的科技有限公司 | Aircraft with a flight control device |
| CN116331475A (en) * | 2023-04-13 | 2023-06-27 | 南京航空航天大学 | Storage type single-oar coaxial rotor wing ultra-high speed helicopter |
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| CN112429247A (en) * | 2020-12-01 | 2021-03-02 | 飞的科技有限公司 | Aircraft with a flight control device |
| CN112429249A (en) * | 2020-12-01 | 2021-03-02 | 飞的科技有限公司 | Aircraft with a flight control device |
| CN116331475A (en) * | 2023-04-13 | 2023-06-27 | 南京航空航天大学 | Storage type single-oar coaxial rotor wing ultra-high speed helicopter |
| CN116331475B (en) * | 2023-04-13 | 2024-01-16 | 南京航空航天大学 | Storage type single-oar coaxial rotor wing ultra-high speed helicopter |
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Application publication date: 20200807 |