CN113415406A - Wing interval adjusting module, aircraft comprising same and aircraft control method - Google Patents

Abstract

The invention provides a wing spacing adjusting module, an aircraft comprising the wing spacing adjusting module and an aircraft control method, wherein the wing spacing adjusting module comprises a telescopic unit group and a power unit; the aircraft comprises a wing interval adjusting module group consisting of wing interval adjusting modules, a first wing, a second wing, a fuselage, a vertical take-off and landing module group and an aileron group; the flight control method comprises the steps of controlling the aircraft in the processes of vertical take-off and landing, flat flight, hovering, transition from vertical take-off to flat flight and transition from vertical take-off to flat flight. The invention eliminates the 'dead weight' defect of the conventional composite wing and has high pneumatic efficiency; the control moment of the invention is sufficient in vertical take-off and landing, flat flight and conversion, stable in flight and good in wind resistance; the invention can still carry out controllable flight when the engine, the propeller and the aileron part lose efficacy, and has good reliability; the wing spacing of the invention can be adjusted steplessly, and the control capability of vertical take-off and landing, flat flight and conversion of the whole flight process is improved.

Description

Wing interval adjusting module, aircraft comprising same and aircraft control method

Technical Field

The invention relates to the technical field of aviation, in particular to a wing interval adjusting module, an aircraft comprising the wing interval adjusting module and an aircraft control method.

Background

The vertical take-off and landing aircraft can take off and land vertically without the support of airports and runways, can take off and land at any place to execute tasks, and has wide application requirements in numerous fields such as power inspection, environmental protection monitoring, logistics transportation and the like. However, the conventional helicopter mode is complex to control, the flight time and the flight range are not ideal, and particularly the accident rate is very high due to the complex pneumatic mechanism and the control method; the tilt rotor aircraft partially improves the inherent defects of the helicopter, compared with the helicopter, the flight time and the flight distance of the tilt rotor aircraft are greatly improved, but the lift force and the thrust force of the tilt rotor aircraft are coupled in the vertical flying, rotating and flat flying stages and often cannot meet the control requirement, and particularly, the defects often cause accidents when external wind disturbance exists or a task with larger disturbance is executed; a novel tailstock type composite wing vertical take-off and landing fixed wing aircraft is developed in recent years, a plurality of rotors are utilized to provide lift force and control torque when the aircraft is taken off and landed vertically, then the aircraft is in a fixed wing horizontal flight mode under the pushing of fixed wing propellers, and compared with a helicopter and a tilting rotor aircraft, the aircraft is simple to control and stable in flight, but the vertical take-off and landing and the horizontal flight are controlled by two sets of power systems to work independently, so that the dead weight is overlarge, and the technical capability of the unmanned aerial vehicle is severely limited.

The patent application for application number 201811618297.2 provides a start, integrative VTOL unmanned aerial vehicle of electricity generation, is provided with the electronic vertical rotor oar that propeller propulsion engine, organism both sides wing installed control organism vertical lift respectively through the organism front portion and realizes VTOL and fly, and in addition, the motor is drive, the electricity generation is integrative, improves the unmanned aerial vehicle performance. However, the scheme has the defect of 'dead weight' of the conventional composite wing, and when the vertical rotors on the two sides of the body generate electricity in the flat flight stage, the aerodynamic force of the rotors is greatly changed periodically within 360 degrees of rotation due to high-speed flat flight, so that the electricity generation performance is influenced.

According to the patent application with the application number of 202011133841.1, a three-rotor tailstock type vertical take-off and landing unmanned aerial vehicle is provided, three rotors are formed by arranging two wing tip rotors and one vector rotor, and the three rotors and a control surface realize the flight modes of four unmanned aerial vehicles, namely a vertical flight mode, a horizontal flight mode, a vertical flight to horizontal flight transition mode and a vertical flight to vertical flight transition mode. According to the scheme, the vector rotor wing rotating plane and the wingtip rotor wing rotating plane are not in the same plane and are far away from each other in the vertical flight stage, so that the attitude control capability is weak, and in addition, the control capability of controlling the pitching channel only by the aileron is insufficient in the horizontal flight stage.

For example, patent application No. 202011182422.7 provides a four-engine double-rotor-arm vertical take-off and landing unmanned aerial vehicle and a flight control method thereof, wherein a set of rotor arms comprising two propellers are respectively arranged at the front edges of wings at two sides, and the rotor arms rotate by 90 degrees in the flight process and take off and land vertically, so that the requirements on take-off or recovery sites are reduced. In addition, the two inner flapped ailerons, the two outer flapped ailerons, the two horizontal tails and the two vertical tails of the two inner flapped ailerons are sensitive to the influence of external wind disturbance in the vertical stage, and the vertical take-off and landing performance is further reduced.

Disclosure of Invention

The invention provides a wing interval adjusting module, an aircraft comprising the wing interval adjusting module and an aircraft control method.

In order to achieve the purpose, the invention adopts the following specific technical scheme:

a wing spacing adjustment module, comprising: the telescopic unit group is used for adjusting the distance between the wings, and the power unit is used for driving the telescopic unit group to stretch;

the telescopic unit group comprises a first telescopic unit and a second telescopic unit; the first telescopic unit is fixedly connected with the first wing, the second telescopic unit is fixedly connected with the second wing, and the first telescopic unit and the second telescopic unit are driven to be telescopic through the power unit so as to adjust the distance between the first wing and the second wing.

Preferably, the first telescopic unit comprises a first rack and a first guide rail, the first rack makes linear motion along the first guide rail, and one end of the first rack is fixedly connected with the first wing;

the second telescopic unit comprises a second rack and a second guide rail, the second rack linearly moves along the second guide rail, and one end of the second rack is fixedly connected with the second wing;

the power unit comprises a power motor and a power gear, the power gear is sleeved on an output shaft of the power motor and is meshed with the first rack and the second rack, the power gear is driven to rotate by the power motor to drive the first rack and the second rack to move in the opposite direction, and the distance between the first wing and the second wing is adjusted.

Preferably, the power unit further comprises a wiring groove for wiring, and a bottom plate for fixing the power unit, the first guide rail, the second guide rail and the wiring groove; the power unit, the first guide rail, the second guide rail and the wiring groove are fixedly connected with the bottom plate.

Preferably, the power gear box further comprises a shell for protecting the telescopic unit group, the power unit, the power gear, the wiring groove and the bottom plate; the outer shell is arranged on the outermost side of the wing spacing adjusting module.

An aircraft comprises a fuselage, a first wing, a second wing, a vertical take-off and landing module group, an aileron group and a wing interval adjusting module group, wherein the first wing and the second wing are used for realizing flight;

the wing interval adjusting module group comprises a first wing interval adjusting module and a second wing interval adjusting module, and the first wing interval adjusting module and the second wing interval adjusting module are symmetrically distributed relative to the fuselage and are fixedly connected with the fuselage;

the first wing and the second wing are symmetrically distributed relative to the fuselage, first telescopic units of the first wing interval adjusting module and the second wing interval adjusting module are fixedly connected with the first wing, second telescopic units of the first wing interval adjusting module and the second wing interval adjusting module are fixedly connected with the second wing, and telescopic unit groups of the first wing interval adjusting module and the second wing interval adjusting module are synchronously telescopic to adjust the distance between the first wing and the second wing;

the vertical take-off and landing module group comprises four vertical take-off and landing modules with the same structure, each vertical take-off and landing module comprises a propeller for providing lift force and an engine for driving the propeller to rotate, and the four vertical take-off and landing modules are respectively fixed at two ends of the first wing and the second wing;

the aileron group includes four ailerons and four steering engines that are used for controlling the aileron, and four ailerons and four steering engines are all fixed on the surface of first wing and second wing, and relative fuselage symmetric distribution.

Preferably, the first wing and the second wing are both sweepback type flying wings, and sweepback angles of the first wing and the second wing are equal.

Preferably, the sweep back angle is in the range of 5 ° to 70 °.

Preferably, the first wing and/or the second wing are provided with dihedral angles or anhedral angles.

Preferably, neither the dihedral nor the anhedral angle is greater than 45 °.

Preferably, the minimum spacing between the first wing and the second wing is greater than the root chord length of the first wing and the second wing.

Preferably, the first wing and/or the second wing are high-lift airfoil wings.

Preferably, the first wing and the second wing are both provided with wing mounting holes and wing wiring holes, the first wing and the second wing are respectively provided with a first mounting hole and a first wiring hole at positions corresponding to the wing mounting holes and the wing wiring holes on the first wing interval adjusting module and the second wing interval adjusting module, the first wing and the first wing interval adjusting module are fixedly connected and the second wing interval adjusting module are fixedly connected through the matching of the wing mounting holes and the first mounting holes, and the first wing and the wiring harness of the first wing interval adjusting module and the wiring harness of the second wing and the second wing interval adjusting module are connected through the matching of the wing wiring holes and the first wiring holes.

Preferably, the vertical take-off and landing module further comprises an engine cabin for fixing an engine, and a vertical stabilizing support leg for assisting vertical lifting;

the propeller is fixedly connected with the output end of the engine, the engine is fixedly connected with the engine cabin, and the engine cabin and the vertical stabilizing support legs are fixedly connected with the first wing or the second wing.

Preferably, the axes of rotation of the propellers of the four vtol modules are parallel to each other.

Preferably, the mutually parallel axes of rotation are parallel to or at an angle to the chord lines of the first and second airfoils.

Preferably, the included angle is less than 30 °.

Preferably, the propellers of the two vertical take-off and landing modules fixed on the first wing rotate in opposite directions; the rotation directions of the propellers of the two vertical take-off and landing modules fixed on the second wing are opposite; the propellers of the two vertical take-off and landing modules which are fixed on the first wing and the second wing and positioned on the same side have the same rotating direction.

Preferably, the engine is an electric motor or a hybrid electric-oil engine.

Preferably, the vertical stabilizer feet are of a symmetrical wing-shaped structure and are fixedly connected with the surface of the engine cabin, which faces away from the propeller.

Preferably, the four ailerons are respectively located at four preset aileron positions around the engine cabin, and the four preset aileron positions are symmetrically distributed relative to the fuselage.

Preferably, the surface of the fuselage is provided with symmetrically distributed fuselage mounting holes and fuselage wiring holes, the positions corresponding to the fuselage mounting holes and the fuselage wiring holes on the first wing interval adjusting module and the second wing interval adjusting module are respectively provided with second mounting holes and second wiring holes, the fuselage is fixedly connected with the first wing interval adjusting module and the second wing interval adjusting module respectively through the cooperation of the fuselage mounting holes and the second mounting holes, and the wiring harness of the fuselage is connected with the wiring harnesses of the first wing interval adjusting module and the second wing interval adjusting module respectively through the cooperation of the fuselage wiring holes and the second wiring holes.

Preferably, the rear ends of the four engine cabins are respectively provided with a horizontal tail.

Preferably, the shape of the first wing interval adjusting module and the shape of the second wing interval adjusting module are both symmetrical wing profiles.

Preferably, a first vertical fin is mounted at the trailing edge of the first wing interval adjusting module, and a second vertical fin is mounted at the trailing edge of the second wing interval adjusting module.

The flight control method of the aircraft comprises the following control methods:

control of vertical take-off and landing: the telescopic unit groups of the first wing interval adjusting module and the second wing interval adjusting module are in a contraction state, so that the first wing and the second wing are in a small interval state, and the course angle, the pitch angle, the roll angle and the altitude channel of the aircraft are controlled through the lift force of the propeller, the aerodynamic force of the first wing and the second wing and the aerodynamic force of the aileron group;

controlling the flat flight: the telescopic unit groups of the first wing interval adjusting module and the second wing interval adjusting module are both in an extension state, so that the first wing and the second wing are in a large interval state, and the course angle, the pitch angle, the roll angle and the altitude channel of the aircraft are controlled by aerodynamic force of the first wing and the second wing and aerodynamic force of the aileron group; when the manipulation capability of the aerodynamic force of the first wing, the second wing and the aileron group is insufficient, the differential motion is carried out through the lift force of the propeller to generate compensation aerodynamic force;

controlling hovering: the telescopic unit groups of the first wing interval adjusting module and the second wing interval adjusting module are in an extension state, so that the first wing and the second wing are in a large interval state, and the course angle, the pitch angle, the roll angle and the altitude channel of the aircraft are controlled through the lift force of the propeller, the aerodynamic force of the first wing and the second wing and the aerodynamic force of the aileron group;

control of transition from vertical takeoff to flat flight: the telescopic unit group of the first wing spacing adjusting module and the second wing spacing adjusting module is switched to an extension state from a contraction state, so that the first wing and the second wing are switched to a large spacing state from a small spacing state, and the course angle, the pitch angle, the roll angle and the altitude channel of the aircraft are controlled through the lift force of the propeller, the aerodynamic force of the first wing and the second wing and the aerodynamic force of the aileron group;

control of transition from flat flight to vertical descent: the telescopic unit groups of the first wing spacing adjusting module and the second wing spacing adjusting module are switched to a contraction state from an extension state, so that the first wing and the second wing are switched to a small spacing state from a large spacing state, and the course angle, the pitch angle, the roll angle and the altitude channel of the aircraft are controlled through the lift force of the propeller, the aerodynamic force of the first wing and the second wing and the aerodynamic force of the aileron group.

Preferably, in controlling the vertical take-off and landing, hovering and transitioning from flat flight to vertical landing of the aircraft, controlling the heading, pitch and roll angles of the aircraft comprises the steps of:

generating a yawing moment through the differential motion of the four ailerons, and controlling the course angle of the aircraft;

the pitching moment is generated by the differential motion of the four propellers and the linkage of the four ailerons, and the pitching angle of the aircraft is controlled;

the rolling torque is generated through the differential motion of the four propellers, and the rolling angle of the aircraft is controlled.

Preferably, in the process of controlling the plane flight of the aircraft and the transition from vertical takeoff to plane flight, the step of controlling the heading angle, the pitch angle and the roll angle of the aircraft comprises the following steps:

generating a yawing moment through differential motion of the four propellers to control a course angle of the aircraft;

the pitching moment is generated by the differential motion of the four propellers and the linkage of the four ailerons, and the pitching angle of the aircraft is controlled;

the rolling moment is generated through the differential motion of the four ailerons, and the rolling angle of the aircraft is controlled.

The invention can obtain the following technical effects:

(1) the defects of 'dead weight' of the conventional composite wing are eliminated, and the aerodynamic efficiency is high.

(2) The control torque on the four channels of pitching, rolling, course and height is sufficient during vertical take-off and landing, horizontal flight and conversion, the flight is stable, and the wind resistance is good.

(3) The controllable flight can be still carried out when the engine, the propeller and the aileron part fail, and the reliability is good.

(4) The wing spacing can be adjusted in a stepless manner, the inherent defects of large windward area and weak wind resistance of the vertical take-off and landing aircraft in the vertical take-off and landing stage are overcome, and the control capability of the vertical take-off and landing, level flight and conversion of the whole flight process is improved.

Drawings

FIG. 1 is a schematic view of the internal structure of a wing pitch adjustment module according to an embodiment of the invention;

FIG. 2 is a schematic view of a wing pitch adjustment module according to an embodiment of the invention;

FIG. 3 is an isometric view of an aircraft according to an embodiment of the invention;

FIG. 4 is a schematic illustration of embodiment 1 of an aircraft according to an embodiment of the invention;

FIG. 5 is a schematic illustration of a first airfoil according to an embodiment of the invention;

FIG. 6 is a schematic illustration of a fuselage according to an embodiment of the invention;

FIG. 7 is a schematic illustration of embodiment 2 of an aircraft according to an embodiment of the invention;

fig. 8 is a schematic view of embodiment 3 of the aircraft according to an embodiment of the invention.

Wherein the reference numerals include: the airplane wing airplane comprises a first rack 1, a first guide rail 2, a second rack 3, a second guide rail 4, a power gear 5, a wiring groove 6, a bottom plate 7, a shell 8, a first wing 9, a second wing 10, an airplane body 11, a vertical take-off and landing module group 12, an aileron group 13, a first airplane wing interval adjusting module 14, a second airplane wing interval adjusting module 15, a first mounting hole 8-1, a first wiring hole 8-2, a second mounting hole 8-3, a second wiring hole 8-4, a first airplane wing mounting hole 9-1, a first airplane wing wiring hole 9-2, an airplane body mounting hole 11-1, an airplane body wiring hole 11-2, a cabin cover 11-3, a propeller 12-1, an engine 12-2, an engine cabin 12-3, a vertical stable support leg 12-4, an aileron 13-1 and a steering engine 13-2.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be described in further detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not to be construed as limiting the invention.

The wing interval adjusting module provided by the embodiment of the invention comprises: the telescopic unit group is used for adjusting the distance between the wings, and the power unit is used for driving the telescopic unit group to stretch;

the telescopic unit group comprises a first telescopic unit and a second telescopic unit; the first telescopic unit is fixedly connected with the first wing, the second telescopic unit is fixedly connected with the second wing, the first telescopic unit and the second telescopic unit are driven to be telescopic through the power unit, the first wing and the second wing are further driven to move, and the distance between the first wing to be adjusted and the second wing to be adjusted is adjusted.

As shown in fig. 1, in an embodiment of the present invention, the first telescopic unit includes a first rack 1 and a first guide rail 2, a surface of the first rack 1 facing away from a tooth surface is provided with a slider engaged with the first guide rail 2, the first rack 1 moves linearly along the first guide rail 2, and the first guide rail 2 maintains the linearity of the first rack 1 during movement; one end of the first rack 1 is fixedly connected with the first wing, and the first wing is driven to move by the movement of the first rack 1;

the second telescopic unit comprises a second rack 3 and a second guide rail 4, a sliding block matched with the second guide rail 4 is arranged on the surface of the second rack 3, which is far away from the tooth surface, the second rack 3 linearly moves along the second guide rail 4, and the straightness of the second rack 3 during movement is kept through the second guide rail 4; one end of the second rack 3 is fixedly connected with the second wing, and the second wing is driven to move by the movement of the second rack 3;

the power unit comprises a power motor and a power gear 5, the power gear 5 is sleeved on an output shaft of the power motor, the power gear 5 is meshed with the first rack 1 and the second rack 3, the power gear 5 is driven to rotate through the power motor, the first rack 1 and the second rack 3 are driven to move reversely, and the distance between the first wing and the second wing is adjusted.

In one embodiment of the invention, the power unit further comprises a wiring groove 6 for wiring, and a bottom plate 7 for fixing the power unit, the first guide rail 2, the second guide rail 4 and the wiring groove 6; the power unit, the first guide rail 2, the second guide rail 4 and the wiring groove 6 are fixedly connected with the bottom plate 7; the wiring harness is restrained by the wiring groove 6 with a hollow structure, so that the wiring harness is prevented from contacting a moving device and blocking the moving device to move; all the parts are fixed through the bottom plate 7, so that the relative positions of all the parts are ensured, and the stable operation of the wing interval adjusting module is ensured.

As shown in fig. 2, in one embodiment of the present invention, a housing 8 for protecting the telescopic unit group, the power unit, the power gear 5, the cabling duct 6 and the bottom plate 7 is further included; the shell 8 is arranged on the outermost side of the wing spacing adjusting module and wraps the rest parts; the rest parts are protected by the shell 8, and interference or damage of the outside to the rest parts is reduced.

The above details describe the structure of the wing pitch adjustment module provided by the invention, and the invention also provides an aircraft comprising the wing pitch adjustment module, corresponding to the adjustment module.

As shown in fig. 3, 4 and 6, the aircraft provided by the embodiment of the invention includes a fuselage 11, and further includes a first wing 9 and a second wing 10 for implementing flight, a vertical take-off and landing module group 12 for providing power, an aileron group 13 for implementing steering, and a wing interval adjusting module group composed of wing interval adjusting modules;

the wing interval adjusting module group comprises a first wing interval adjusting module 14 and a second wing interval adjusting module 15, and the first wing interval adjusting module 14 and the second wing interval adjusting module 15 are symmetrically distributed relative to the central axis of the fuselage 11 and are fixedly connected with the fuselage 11;

the first wing 9 and the second wing 10 are symmetrically distributed relative to the central axis of the fuselage 11, so that the adverse aerodynamic coupling effect between the first wing 9 and the second wing 10 is reduced, the first telescopic units of the first wing spacing adjusting module 14 and the second wing spacing adjusting module 15 are fixedly connected with the first wing 9, the second telescopic units of the first wing spacing adjusting module 14 and the second wing spacing adjusting module 15 are fixedly connected with the second wing 10, and the telescopic unit groups of the first wing spacing adjusting module 14 and the second wing spacing adjusting module 15 are synchronously telescopic to adjust the distance between the first wing 9 and the second wing 10; the first wing interval adjusting module 14 and the second wing interval adjusting module 15 are synchronously stretched and contracted, so that the wings are prevented from inclining caused by different lengths of the two wing interval adjusting modules;

the vertical take-off and landing module group 12 comprises four vertical take-off and landing modules with the same structure, each vertical take-off and landing module comprises a propeller 12-1 for providing lift force and an engine 12-2 for driving the propeller 12-1 to rotate, and the four vertical take-off and landing modules are respectively fixed at two ends of the first wing 9 and the second wing 10; the propeller 12-1 of the vertical take-off and landing module provides power for the aircraft to take off and land vertically, hover and fly horizontally.

The aileron group 13 comprises four ailerons 13-1 and four steering engines 13-2 for controlling the ailerons 13-1, the four ailerons 13-1 and the four steering engines 13-2 are all fixed on the surfaces of the first wing 9 and the second wing 10 and are symmetrically distributed relative to the central axis of the fuselage 11, and the ailerons 13-1 are driven by the steering engines 13-2 to change the shape, so that the flight direction of the aircraft is changed;

the fuselage 11 is of a hollow cabin structure, comprising a cabin cover 11-3, through which objects are carried.

As shown in fig. 5, in one embodiment of the present invention, the first wing 9 and the second wing 10 are both sweepback type flyers, and the sweepback angles of the first wing 9 and the second wing 10 are equal.

In one embodiment of the invention, the sweep back angle is in the range of 5 to 70.

In one embodiment of the invention, the first wing 9 and/or the second wing 10 are provided with dihedral or anhedral angles.

In one embodiment of the invention, neither the dihedral nor the anhedral angle are greater than 45 °.

In one embodiment of the present invention, the minimum distance between the first wing 9 and the second wing 10 is greater than the chord length of the root of the first wing 9 and the second wing 10, which is the chord length at the center of the wing, and the aerodynamic efficiency is improved by controlling the minimum distance.

In one embodiment of the invention, the first wing 9 and/or the second wing 10 are high-lift airfoil wings.

In an embodiment of the invention, the first wing 9 and the second wing 10 are both provided with wing mounting holes and wing routing holes, the first wing spacing adjustment module 14 and the second wing spacing adjustment module 15 are respectively provided with a first mounting hole 8-1 and a first routing hole 8-2 at positions corresponding to the wing mounting holes and the wing routing holes, the first wing 9 is fixedly connected with the first wing spacing adjustment module 14 and the second wing 10 is fixedly connected with the second wing spacing adjustment module 15 through the matching of the wing mounting holes and the first mounting hole 8-1, and the first wing 9 is connected with a wiring harness of the first wing spacing adjustment module 14 and the second wing 10 is connected with a wiring harness of the second wing spacing adjustment module 15 through the matching of the wing routing holes and the first routing holes 8-2.

As shown in fig. 5, taking the first wing 9 as an example, the surface of the first wing 9 is provided with a first wing mounting hole 9-1 and a first wing routing hole 9-2.

In one embodiment of the invention, the vertical take-off and landing module further comprises an engine cabin 12-3 for fixing the engine 12-2, a vertical stabilizer leg 12-4 for assisting vertical lifting;

the propeller 12-1 is fixedly connected with the output end of the engine 12-2, the engine 12-2 is fixedly connected with the engine cabin 12-3, and both the engine cabin 12-3 and the vertical stabilizer 12-4 are fixedly connected with the first wing 9 or the second wing 10; the vertical stable leg 12-4 provides support during vertical take-off and landing and improves heading stability during flat flight.

In one embodiment of the invention, the rotational axes of the propellers 12-1 of the four VTOL modules are parallel to each other.

In one embodiment of the invention, the mutually parallel axes of rotation are parallel to or at an angle to the chord line of the first wing 9 and the second wing 10.

In one embodiment of the invention, the included angle is less than 30 °.

In one embodiment of the invention, the propellers 12-1 of the two VTOL modules fixed to the first wing 9 rotate in opposite directions; the propellers 12-1 of the two vertical take-off and landing modules fixed on the second wing 10 have opposite rotating directions; the propellers 12-1 of the two vertical take-off and landing modules which are fixed on the first wing 9 and the second wing 10 and are positioned at the same side have the same rotating direction; the upper washing trend of wing tip airflow is inhibited, and the pneumatic efficiency is improved.

In one embodiment of the present invention, the engine 12-2 is an electric motor or a hybrid electric-oil engine 12-2; the oil-electricity hybrid power engine 12-2 is composed of an internal combustion engine and an electric power generation all-in-one machine, when the aircraft flies flatly, the internal combustion engine can drive the propeller 12-1 to generate flatly flying pulling force, so that the electric power generation all-in-one machine is in a power generation state, namely, the propeller 12-1 rotates to generate power through relative incoming flow and stores the power in a storage battery in a windward state, the rotation plane of the propeller 12-1 is perpendicular to the relative incoming flow, the uniform aerodynamic force of the propeller 12-1 in a 360-degree rotation range is guaranteed, and pre-stored electric quantity is optimized to improve aerodynamic efficiency.

In one embodiment of the invention, the vertical stabilizer legs 12-4 are of a symmetrical airfoil structure and are fixedly connected to the surface of the engine compartment 12-3 facing away from the propeller 12-1; reduce aerodynamic interference and improve the aerodynamic stability in vertical take-off and landing and during flying.

In one embodiment of the present invention, four ailerons 13-1 are located at four predetermined aileron locations around the engine compartment 12-3, respectively, the four predetermined aileron locations being symmetrically distributed with respect to a central axis of the fuselage 11; the aileron is preset to be as close as possible to the wingtip to take full advantage of the propeller 12-1 slipstream to improve the control torque.

As shown in fig. 6, in one embodiment of the present invention, the surface of the body 11 is provided with symmetrically distributed body mounting holes 11-1 and body wiring holes 11-2, a second mounting hole 8-3 and a second wiring hole 8-4 are respectively arranged on the first wing interval adjusting module 14 and the second wing interval adjusting module 15 corresponding to the fuselage mounting hole 11-1 and the fuselage wiring hole 11-2, the fuselage 11 is respectively fixedly connected with a first wing interval adjusting module 14 and a second wing interval adjusting module 15 through the matching of the fuselage mounting hole 11-1 and the second mounting hole 8-3, the wiring harness of the fuselage 11 is respectively connected with the wiring harnesses of the first wing interval adjusting module 14 and the second wing interval adjusting module 15 through the matching of the fuselage wiring hole 11-2 and the second wiring hole 8-4.

In one embodiment of the invention, the rear ends of the four engine cabins 12-3 are respectively provided with a horizontal tail, and the control capability and the robustness of the whole aircraft in horizontal and vertical flight are further increased by arranging the horizontal tail at the rear end of each engine cabin 12-3.

In one embodiment of the invention, the profile of the first wing interval adjustment module 14 and the profile of the second wing interval adjustment module 15 are both symmetrical airfoils.

In one embodiment of the present invention, a first vertical fin is installed at the trailing edge of the first wing interval adjusting module 14, and a second vertical fin is installed at the trailing edge of the second wing interval adjusting module 15, so that the heading control capability and robustness are further enhanced by installing the vertical fins.

FIGS. 4, 6 and 7 illustrate three embodiments of the present invention;

the first wing 9 of embodiment 1 shown in fig. 4 has a dihedral angle and the second wing 10 has a dihedral angle;

as shown in fig. 6, the first wing 9 and the second wing 10 of the embodiment 2 have no dihedral, the lift force of the first wing 9 and the second wing 10 is larger, and the pulling force of the engine 12-2 is larger when the aircraft is in flat flight;

the first airfoil 9 of embodiment 3 shown in fig. 7 has a dihedral and the second airfoil 10 has no dihedral.

The above details describe the structure of the aircraft provided by the invention, and the invention also provides a flight control method of the aircraft corresponding to the aircraft.

The flight control method provided by the embodiment of the invention comprises the following control methods:

control of vertical take-off and landing: the telescopic unit groups of the first wing interval adjusting module 14 and the second wing interval adjusting module 15 are both in a contraction state, so that the first wing 9 and the second wing 10 are in a small interval state, and the pneumatic efficiency and the control capability are improved; the course angle, the pitch angle, the roll angle and the altitude channel of the aircraft are controlled by the lift force of the propeller 12-1, the aerodynamic force of the first wing 9 and the second wing 10 and the aerodynamic force of the aileron group 13; the lifting force of the propeller 12-1, the aerodynamic force of the first wing 9 and the second wing 10 and the moment arm of the aerodynamic force relative to the mass center of the aileron group 13 are all large, the control moment of a course angle, a pitch angle, a roll angle and a height channel is sufficient, the control in a vertical take-off and landing mode is stable, the robustness is good, and the external disturbance capacity such as wind disturbance resistance is strong; the controllable flight can still be carried out when the aileron 13-1 partially fails, and the reliability is good.

Controlling the flat flight: the telescopic unit groups of the first wing interval adjusting module 14 and the second wing interval adjusting module 15 are both in an extension state, so that the first wing 9 and the second wing 10 are in a large interval state, and the lift-drag ratio and the pneumatic efficiency are improved; the course angle, the pitch angle, the roll angle and the altitude channel of the aircraft are controlled through the aerodynamic force of the first wing 9 and the second wing 10 and the aerodynamic force of the aileron group 13; when the manipulation capability of the aerodynamic force of the first wing 9, the second wing 10 and the aileron group 13 is insufficient, the difference is carried out through the lifting force of the propeller 12-1 to generate the compensation aerodynamic force; the safe level flight can be realized at a very low speed, and the stall defect of the conventional fixed wing is avoided; the controllable flight can still be carried out when the engine 12-2, the propeller 12-1 or the aileron 13-1 partially fails, and the reliability is good.

Controlling hovering: the telescopic unit groups of the first wing interval adjusting module 14 and the second wing interval adjusting module 15 are both in an extension state, so that the first wing 9 and the second wing 10 are in a large interval state, and the lift-drag ratio and the pneumatic efficiency are improved; the course angle, the pitch angle, the roll angle and the altitude channel of the aircraft are controlled by the lift force of the propeller 12-1, the aerodynamic force of the first wing 9 and the second wing 10 and the aerodynamic force of the aileron group 13;

control of transition from vertical takeoff to flat flight: the telescopic unit group of the first wing interval adjusting module 14 and the second wing interval adjusting module 15 is switched from a contraction state to an extension state, so that the first wing 9 and the second wing 10 are switched from a small interval state to a large interval state, and the course angle, the pitch angle, the roll angle and the altitude channel of the aircraft are controlled through the lift force of the propeller 12-1, the aerodynamic force of the first wing 9 and the second wing 10 and the aerodynamic force of the aileron group 13; the lifting force of the propeller 12-1, the aerodynamic force of the first wing 9 and the second wing 10 and the moment arm of the aerodynamic force of the aileron group 13 relative to the mass center are large, the control moment of a course angle, a pitch angle, a roll angle and a height channel is sufficient, the control is stable when the flight is converted from vertical takeoff to horizontal flight, the robustness is good, and the external disturbance capacity such as wind disturbance resistance is strong; the controllable flight can still be carried out when the aileron 13-1 partially fails, and the reliability is good.

Control of transition from flat flight to vertical descent: the telescopic unit group of the first wing interval adjusting module 14 and the second wing interval adjusting module 15 is switched from an extension state to a contraction state, so that the first wing 9 and the second wing 10 are switched from a large interval state to a small interval state, and the course angle, the pitch angle, the roll angle and the altitude channel of the aircraft are controlled through the lift force of the propeller 12-1, the aerodynamic force of the first wing 9 and the second wing 10 and the aerodynamic force of the aileron group 13; the lifting force of the propeller 12-1, the aerodynamic force of the first wing 9 and the second wing 10 and the moment arm of the aerodynamic force of the aileron group 13 relative to the mass center are all large, the control moment of a course angle, a pitch angle, a roll angle and a height channel is sufficient, the control is stable when the flight is converted into the vertical landing, the robustness is good, and the external disturbance capacity such as wind disturbance resistance is strong; the controllable flight can still be carried out when the aileron 13-1 partially fails, and the reliability is good.

In one embodiment of the invention, controlling the heading, pitch and roll angles of an aircraft during vertical takeoff and landing, hovering and transitioning from flat flight to vertical landing comprises the steps of:

generating a yawing moment through the differential motion of the four ailerons 13-1, and controlling the course angle of the aircraft;

the pitching moment is generated through the differential motion of the four propellers 12-1 and the linkage of the four ailerons 13-1, and the pitching angle of the aircraft is controlled;

the roll angle of the aircraft is controlled by the differential generation of roll torque by the four propellers 12-1.

In one embodiment of the invention, controlling the heading angle, pitch angle and roll angle of the aircraft during the control of the aircraft in level flight and the transition from vertical takeoff to level flight comprises the steps of:

generating a yaw moment through the differential motion of the four propellers 12-1 to control the course angle of the aircraft;

the pitching moment is generated through the differential motion of the four propellers 12-1 and the linkage of the four ailerons 13-1, and the pitching angle of the aircraft is controlled;

the roll angle of the aircraft is controlled by the differential generation of the four ailerons 13-1 to generate a roll torque.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

While embodiments of the present invention have been shown and described above, it should be understood that the above embodiments are exemplary and should not be taken as limiting the invention. Variations, modifications, substitutions and alterations of the above-described embodiments may be made by those of ordinary skill in the art without departing from the scope of the present invention.

The above embodiments of the present invention should not be construed as limiting the scope of the present invention. Any other corresponding changes and modifications made according to the technical idea of the present invention should be included in the protection scope of the claims of the present invention.

Claims (27)

1. A wing spacing adjustment module, comprising: the telescopic unit group is used for adjusting the distance between the wings, and the power unit is used for driving the telescopic unit group to stretch;

the telescopic unit group comprises a first telescopic unit and a second telescopic unit; the first telescopic unit is fixedly connected with the first wing, the second telescopic unit is fixedly connected with the second wing, and the distance between the first wing and the second wing is adjusted by driving the first telescopic unit and the second telescopic unit to be telescopic through the power unit.

2. The wing pitch adjustment module of claim 1, wherein the first telescoping unit comprises a first rack and a first rail, the first rack moves linearly along the first rail, and one end of the first rack is fixedly connected to the first wing;

the second telescopic unit comprises a second rack and a second guide rail, the second rack linearly moves along the second guide rail, and one end of the second rack is fixedly connected with the second wing;

the power unit comprises a power motor and a power gear, the power gear is sleeved on an output shaft of the power motor, the power gear is meshed with the first rack and the second rack, the power gear is driven to rotate by the power motor to drive the first rack and the second rack to move in the opposite direction, and the distance between the first wing and the second wing is adjusted.

3. The wing spacing adjustment module of claim 2, further comprising a routing channel for routing, a floor for securing the power unit, the first rail, the second rail, and the routing channel; the power unit, the first guide rail, the second guide rail and the wiring groove are fixedly connected with the bottom plate.

4. The airfoil spacing adjustment module of claim 3, further comprising an outer shell for protecting the telescoping unit set, the power unit, the power gear, the routing channel, and the floor; the outer shell is arranged on the outermost side of the wing spacing adjusting module.

5. An aircraft comprising a fuselage, characterized by further comprising a first wing and a second wing for enabling flight, a set of vertical take-off and landing modules for providing power, a set of ailerons for enabling steering, and a set of wing interval adjustment modules consisting of the wing interval adjustment module of any one of claims 1-4;

the wing interval adjusting module group comprises a first wing interval adjusting module and a second wing interval adjusting module, and the first wing interval adjusting module and the second wing interval adjusting module are symmetrically distributed relative to the fuselage and are fixedly connected with the fuselage;

the first wing and the second wing are symmetrically distributed relative to the fuselage, first telescopic units of the first wing interval adjusting module and the second wing interval adjusting module are fixedly connected with the first wing, second telescopic units of the first wing interval adjusting module and the second wing interval adjusting module are fixedly connected with the second wing, and telescopic unit groups of the first wing interval adjusting module and the second wing interval adjusting module synchronously extend and retract to adjust the distance between the first wing and the second wing;

the vertical take-off and landing module group comprises four vertical take-off and landing modules with the same structure, each vertical take-off and landing module comprises a propeller for providing lift force and an engine for driving the propeller to rotate, and the four vertical take-off and landing modules are respectively fixed at two ends of the first wing and the second wing;

the aileron group comprises four ailerons and four steering engines for controlling the ailerons, wherein the four ailerons and the four steering engines are fixed on the surfaces of the first wing and the second wing and are symmetrically distributed on the fuselage.

6. The aircraft of claim 5, wherein the first wing and the second wing are each swept-back flying wings, and wherein the sweep angles of the first wing and the second wing are equal.

7. The aircraft of claim 6, wherein the sweep angle is in the range of 5 ° -70 °.

8. The aircraft of claim 7, wherein the first wing and/or the second wing is provided with a dihedral or a anhedral angle.

9. The aircraft of claim 8, wherein neither said dihedral nor said anhedral angle is greater than 45 °.

10. The aircraft of claim 9, wherein a minimum separation of the first airfoil from the second airfoil is greater than a root chord length of the first airfoil and the second airfoil.

11. The aircraft of claim 10, wherein the first wing and/or the second wing are high-lift airfoil wings.

12. The aircraft of any of claims 5-11, wherein each of the first wing and the second wing is provided with a wing mounting hole and a wing routing hole, a first mounting hole and a first wiring hole are respectively arranged on the first wing interval adjusting module and the second wing interval adjusting module corresponding to the wing mounting hole and the wing wiring hole, the first wing and the first wing spacing adjustment module are fixedly connected and the second wing spacing adjustment module are fixedly connected through the matching of the wing mounting holes and the first mounting holes, and the first wing is connected with the wiring harness of the first wing interval adjusting module and the second wing is connected with the wiring harness of the second wing interval adjusting module through the matching of the wing wiring hole and the first wiring hole.

13. The aircraft of claim 5, wherein the VTOL module further comprises a nacelle for securing the engine, a vertical stabilizer leg for assisting vertical lift;

the propeller is fixedly connected with the output end of the engine, the engine is fixedly connected with the engine cabin, and the engine cabin and the vertical stabilizing support legs are fixedly connected with the first wing or the second wing.

14. The machine of claim 5, wherein the axes of rotation of the propellers of four of said VTOL modules are parallel to each other.

15. The machine of claim 14, wherein the axes of rotation that are parallel to each other are parallel to or at an angle to a chord line of the first airfoil and the second airfoil.

16. The aircraft of claim 15, wherein said included angle is less than 30 °.

17. The aircraft of claim 5, wherein the propellers of two VTOL modules fixed to the first wing rotate in opposite directions; the rotation directions of the propellers of the two vertical take-off and landing modules fixed on the second wing are opposite; the propellers of the two vertical take-off and landing modules which are fixed on the first wing and the second wing and are positioned on the same side have the same rotating direction.

18. The aircraft of claim 5, wherein said engine is an electric motor or a hybrid oil-electric engine.

19. The aircraft of claim 13, wherein said vertical stabilizer legs are of symmetrical airfoil configuration and are fixedly attached to a surface of said engine compartment facing away from said propeller.

20. The aircraft of claim 13, wherein four of said ailerons are located at four predetermined aileron positions about said cockpit, respectively, said four predetermined aileron positions being symmetrically distributed with respect to said fuselage.

21. The aircraft according to claim 5, wherein the surface of the fuselage is provided with symmetrically distributed fuselage mounting holes and fuselage wiring holes, the first wing interval adjusting module and the second wing interval adjusting module are provided with second mounting holes and second wiring holes at positions corresponding to the fuselage mounting holes and the fuselage wiring holes, respectively, the fuselage is fixedly connected with the first wing interval adjusting module and the second wing interval adjusting module through the cooperation of the fuselage mounting holes and the second mounting holes, and the wiring harness of the fuselage is connected with the wiring harnesses of the first wing interval adjusting module and the second wing interval adjusting module through the cooperation of the fuselage wiring holes and the second wiring holes.

22. The aircraft of claim 13, wherein the aft ends of four of said engine nacelles are each fitted with a horizontal tail.

23. The aircraft of claim 5, wherein the profile of the first wing interval adjustment module and the profile of the second wing interval adjustment module are both symmetrical airfoils.

24. The aircraft of claim 5, wherein a first droop is mounted at a trailing edge of the first wing span adjustment module and a second droop is mounted at a trailing edge of the second wing span adjustment module.

25. A flight control method for an aircraft according to claim 5, characterized in that it comprises the following control methods:

control of vertical take-off and landing: the telescopic unit groups of the first wing spacing adjusting module and the second wing spacing adjusting module are both in a contraction state, so that the first wing and the second wing are in a small-spacing state, and the course angle, the pitch angle, the roll angle and the altitude channel of the aircraft are controlled through the lift force of the propeller, the aerodynamic force of the first wing and the second wing and the aerodynamic force of the aileron group;

controlling the flat flight: the telescopic unit groups of the first wing spacing adjusting module and the second wing spacing adjusting module are both in an extension state, so that the first wing and the second wing are in a large spacing state, and the course angle, the pitch angle, the roll angle and the altitude channel of the aircraft are controlled by aerodynamic force of the first wing and the second wing and aerodynamic force of the aileron group; when the manipulation capability of the aerodynamic force of the first wing, the second wing and the aileron group is not enough, the difference is carried out through the lift force of the propeller to generate the compensation aerodynamic force;

controlling hovering: the telescopic unit groups of the first wing spacing adjusting module and the second wing spacing adjusting module are both in an extension state, so that the first wing and the second wing are in a large spacing state, and the course angle, the pitch angle, the roll angle and the altitude channel of the aircraft are controlled through the lift force of the propeller, the aerodynamic force of the first wing and the second wing and the aerodynamic force of the aileron group;

control of transition from vertical takeoff to flat flight: the telescopic unit group of the first wing spacing adjusting module and the second wing spacing adjusting module is switched from a contraction state to an extension state, so that the first wing and the second wing are switched from a small spacing state to a large spacing state, and the course angle, the pitch angle, the roll angle and the altitude channel of the aircraft are controlled through the lift force of the propeller, the aerodynamic force of the first wing and the second wing and the aerodynamic force of the aileron group;

control of transition from flat flight to vertical descent: the telescopic unit group of the first wing spacing adjusting module and the second wing spacing adjusting module is switched to a contraction state from an extension state, so that the first wing and the second wing are switched to a small spacing state from a large spacing state, and the course angle, the pitch angle, the roll angle and the height channel of the aircraft are controlled through the lift force of the propeller, the aerodynamic force of the first wing and the second wing and the aerodynamic force of the aileron group.

26. The method of flight control of claim 25, wherein controlling the heading, pitch, and roll angles of the aircraft during control of the vertical takeoff and landing, hovering, and transitioning from flat flight to vertical landing comprises the steps of:

generating a yaw moment through the differential motion of the four ailerons, and controlling the course angle of the aircraft;

generating a pitching moment through the differential motion of the four propellers and the linkage of the four ailerons, and controlling the pitching angle of the aircraft;

and the rolling angle of the aircraft is controlled by generating rolling torque through the differential motion of the four propellers.

27. The method of flight control of claim 25, wherein controlling the heading, pitch and roll angles of the aircraft during the level flight and transition from vertical takeoff to level flight of the aircraft comprises the steps of:

generating a yaw moment through the differential motion of the four propellers, and controlling the course angle of the aircraft;

generating a pitching moment through the differential motion of the four propellers and the linkage of the four ailerons, and controlling the pitching angle of the aircraft;

and controlling the roll angle of the aircraft by generating roll torque through the differential motion of the four ailerons.

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