CN114194385A - Aircraft and control method thereof - Google Patents
Aircraft and control method thereof Download PDFInfo
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- CN114194385A CN114194385A CN202111420893.1A CN202111420893A CN114194385A CN 114194385 A CN114194385 A CN 114194385A CN 202111420893 A CN202111420893 A CN 202111420893A CN 114194385 A CN114194385 A CN 114194385A
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- 238000000034 method Methods 0.000 title claims abstract description 32
- 230000003213 activating effect Effects 0.000 claims description 5
- 238000006243 chemical reaction Methods 0.000 claims description 5
- 238000012986 modification Methods 0.000 description 4
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- 230000008569 process Effects 0.000 description 4
- 238000013459 approach Methods 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 2
- 230000006378 damage Effects 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 239000003350 kerosene Substances 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/04—Helicopters
- B64C27/08—Helicopters with two or more rotors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/32—Rotors
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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
- B64C29/00—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft
- B64C29/02—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis vertical when grounded
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Abstract
The invention provides an aircraft and a control method thereof. The aircraft comprises: a body; and a wing having a first end proximate a nose of the fuselage and a second end proximate a tail of the fuselage, the wing comprising: a first rotor at a first end; a second rotor at a second end; and a third rotor located between the first rotor and the second rotor; wherein, first rotor can vert, and the second rotor has anti-oar function, and the third rotor is equipped with guide vane and lower guide vane. The invention adopts the scheme of combining multiple rotors to replace a single rotor, thereby increasing the redundancy of the rotors and improving the safety of the airplane. The aircraft combines the advantages of the traditional helicopter and the fixed-wing aircraft, can realize vertical take-off and landing or short-distance running take-off and landing, and has low flight resistance and high flight speed.
Description
Technical Field
The invention relates to the technical field of aircrafts, in particular to an aircraft and a control method thereof.
Background
The existing vertical take-off and landing aircraft for urban commuting mainly adopts a single-rotor helicopter with a tail rotor, as the diameter of a rotor wing of the aircraft is large, the speed of a blade tip is close to the sound speed when the rotor wing rotates, so that great noise pollution is caused, a power system of the aircraft basically adopts a turboshaft engine, a combustion working medium is aviation kerosene, the discharge of combustion tail gas causes pollution to the environment, the redundancy of the rotor wing of the single-rotor helicopter is insufficient, and once the lift rotor wing breaks down, a catastrophic accident of machine destruction and human death can be caused.
Disclosure of Invention
The invention provides an aircraft and a control method thereof, and aims to solve one of the problems of noise pollution, tail gas pollution, insufficient rotor redundancy and the like of the conventional vertical take-off and landing aircraft for urban commuting.
The aircraft comprises:
a body; and
a body; and
a wing having a first end proximate a nose of the fuselage and a second end proximate a tail of the fuselage, the wing comprising:
a first rotor at the first end;
a second rotor at the second end; and
a third rotor located between the first rotor and the second rotor;
wherein, first rotor can vert, the second rotor has anti-oar function, the third rotor is equipped with guide vane and lower guide vane.
In an embodiment of the invention, the second rotor is tiltable.
In an embodiment of the invention, the wing is a diamond-shaped upper single wing, the number of the first rotor and the number of the second rotor are respectively 2-6, and the number of the third rotor is 1-3.
In an embodiment of the invention, the wing further comprises a longitudinal beam, and the first rotor and the second rotor are respectively mounted at two ends of the longitudinal beam.
In an embodiment of the invention, a slide rail is arranged at the connecting end of the longitudinal beam, the connecting end of the first rotor wing includes a first connecting portion and a second connecting portion, the first connecting portion can slide in the slide rail, so that the first rotor wing tilts, and the second connecting portion is connected with the connecting end of the longitudinal beam through a hinge.
In an embodiment of the present invention, a slide rail is disposed at the connecting end of the longitudinal beam, the connecting ends of the first rotor and the second rotor respectively include a first connecting portion and a second connecting portion, the first connecting portion can slide in the slide rail, so that the first rotor and the second rotor can tilt, and the second connecting portion is connected to the connecting end of the longitudinal beam through a hinge.
In an embodiment of the invention, a power supply device is arranged on the wing.
The invention provides a control method of an aircraft, which comprises the following steps:
vertical takeoff and conversion to horizontal propulsion, comprising:
activating the first rotor, the second rotor, and the third rotor;
tilting the first rotor to a vertical up position;
opening the upper guide vane and the lower guide vane of the third rotor, and adjusting the lower guide vane to a first position, so that the lower guide vane guides the flow vertically downwards, and the aircraft takes off vertically;
when the aircraft flies to a required height, tilting the first rotor wing to be horizontal and forward, and closing the third rotor wing so as to close the upper guide vane and the lower guide vane; and
closing the second rotor.
In an embodiment of the present invention, the control method further includes:
hover adjusting handpiece pointing, comprising:
adjusting the lower guide vane to a second position, thereby adjusting the aircraft nose direction of the aircraft; and
and after the direction of the aircraft nose of the aircraft is adjusted, adjusting the lower guide vane to the first position again.
In an embodiment of the present invention, the control method further includes:
vertical descent, comprising:
actuating the second rotor and the third rotor and tilting the first rotor vertically upward;
opening the upper guide vane and the lower guide vane of the third rotor, and adjusting the lower guide vane to a third position, so that the lower guide vane guides the flow forwards and downwards;
adjusting the deflection direction of the lower guide vane to enable the aircraft to land at a fixed point; and
closing the first, second, and third rotors.
The invention provides another control method of an aircraft, which comprises the following steps:
vertical takeoff and conversion to horizontal propulsion, comprising:
activating the first rotor, the second rotor, and the third rotor;
tilting the first rotor and the second rotor vertically upward;
opening the upper guide vane and the lower guide vane of the third rotor, and adjusting the lower guide vane to a first position, so that the lower guide vane guides the flow vertically downwards, and the aircraft takes off vertically;
when the aircraft flies to a required height, tilting the first rotor wing to be horizontal and forward, and closing the upper guide vane and the lower guide vane; and
and closing the second rotor wing in a decelerating way, simultaneously reversing the propeller, tilting to the horizontal direction, and starting again.
In an embodiment of the invention, the control method of the aircraft further comprises:
vertical descent, comprising:
closing the second rotor and adjusting the second rotor pitch angle to a vertical take-off and landing state;
starting the second rotor wing, and tilting the first rotor wing and the second rotor wing to be vertically upward;
opening the upper guide vane and the lower guide vane of the third rotor, and adjusting the lower guide vane to a third position, so that the lower guide vane guides the flow forwards and downwards;
adjusting the deflection direction of the lower guide vane to enable the aircraft to land at a fixed point; and
closing the first, second, and third rotors.
The invention provides another control method of an aircraft, which comprises the following steps:
short take-off, comprising:
and tilting the first rotor and the second rotor to the horizontal direction, adjusting the pitch angle of the second rotor to a horizontal propulsion state, and starting the first rotor and the second rotor.
In an embodiment of the invention, the control method of the aircraft further comprises:
short-range descent, comprising:
switching the first rotor to a slow vehicle minimum power state;
closing the second rotor and completing the reverse oar;
when the aircraft is grounded, starting the second rotor wing, and switching the throttle of the second rotor wing into a maximum power state;
and opening the third rotor, the upper guide vane and the lower guide vane, and adjusting the guide direction of the lower guide vane to a fourth position. The invention adopts the scheme of combining multiple rotors to replace a single rotor, thereby increasing the redundancy of the rotors and improving the safety of the airplane. The aircraft combines the advantages of the traditional helicopter and the fixed-wing aircraft, can realize vertical take-off and landing or short-distance running take-off and landing, and has low flight resistance and high flight speed.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
Fig. 1(a) and 1(b) are top views of an aircraft according to an embodiment of the present invention, in which the first rotor of fig. 1(a) is facing vertically upward, and the first rotor of fig. 1(b) is facing horizontally forward.
Fig. 2(a) and 2(b) are side views of the aircraft shown in fig. 1, with the first rotor facing vertically upward in fig. 2(a) and in a tilt neutral condition in fig. 2 (b).
Fig. 3(a) -3 (c) are sectional views taken along line a-a of fig. 1, in which the upper and lower guide vanes in fig. 3(a) are in a closed state, the upper guide vane in fig. 3(b) is open, the lower guide vane is in a backward tilted state, and the upper guide vane in fig. 3(c) is open, and the lower guide vane is in a forward tilted state.
Fig. 4(a) and 4(b) show the connection of the first rotor and the stringer in an embodiment of the invention, in which the first rotor is facing vertically in fig. 4(a) and horizontally forward in fig. 4 (b).
Fig. 5 is a schematic view of the driving mechanism of the connection shown in fig. 4.
Fig. 6 shows a schematic layout of a power supply device in an aircraft according to an embodiment of the present invention.
Fig. 7-10 illustrate state changes in the control process for the aircraft shown in fig. 1.
Detailed Description
The following detailed description of the present invention, taken in conjunction with the accompanying drawings and examples, is provided to enable the invention and its various aspects and advantages to be better understood. However, the specific embodiments and examples described below are for illustrative purposes only and are not limiting of the invention.
It is expressly intended that all such similar substitutes and modifications which would be obvious to one skilled in the art are deemed to be included in the invention. While the methods and applications of this invention have been described in terms of preferred embodiments, it will be apparent to those of ordinary skill in the art that variations and modifications in the methods and applications described herein, as well as other suitable variations and combinations, may be made to implement and use the techniques of this invention without departing from the spirit and scope of the invention.
Fig. 1-2 illustrate an aircraft 100 provided by an embodiment of the present invention. Which includes a fuselage 110, wings 120, horizontal tails 130, and vertical tails 140.
Wherein the wing 120 comprises a first rotor 121, a second rotor 122 and a third rotor 123. The first rotor 121 is located at a first end of the wing near the nose of the fuselage. The second rotor 122 is located at a second end of the wing near the aft portion of the fuselage. Third rotor 123 is located between first rotor 121 and second rotor 122. In the present invention, the first rotor 121 can tilt, the second rotor 122 has a counter-rotating function, and the third rotor 123 is provided with an upper guide vane 123a and a lower guide vane 123b (as shown in fig. 3). Can vert the rotor and can realize by the conversion of vertical direction to horizontal direction, can provide opposite direction's thrust behind the anti-oar function is anti-oar promptly.
The second rotor 122 in this embodiment is also able to tilt. It should be noted that the second rotor of the present invention may not be tilted, and the second rotor is fixed to the longitudinal member 124 of the wing 120, and the rotation axis of the second rotor is perpendicular to the plane of the wing.
In this embodiment, the wing 120 is a diamond-shaped upper single wing. Of course, it may be other forms of wing. In this embodiment, the number of the main body 110 is 6, but the number may be other.
In this embodiment, the number of the first rotor and the second rotor is 4, that is, the number of the first rotor and the second rotor is 4, and the number of the third rotor is 2. Optionally, in other embodiments of the present invention, the first rotor and the second rotor are 2-6 rotors, respectively, and the third rotor is 1-3 rotors. The first rotor, the second rotor and the third rotor are adopted to jointly provide the vertical take-off and landing lift force of the airplane and the forward thrust force of the airplane during flat flight.
In the vertical take-off and landing process of the airplane, the upper guide vane 123a of the third rotor 123 is opened to intake air, and the lower guide vane 123b is opened to keep a vertical downward flow guiding state, so that vertical upward thrust can be provided for the airplane. When the lower guide vanes 123b are deflected in the aft direction, the aircraft can be provided with vertical upward thrust while providing forward flight thrust. When the lower guide vane 123b deflects forward, the vertical upward thrust can be provided for the airplane, and meanwhile, the backward resistance can be provided for the airplane, so that the flying speed is reduced. When the lower guide vanes 123b of the two third rotors deflect to the front and rear opposite directions respectively, the steering control during the suspension of the airplane can be realized.
In this embodiment, the first rotor 121 and the second rotor 122 are mounted on the wing 120 through a longitudinal beam 124, wherein the first rotor 121 and the second rotor 122 are respectively mounted at both ends of the longitudinal beam 124. Fig. 4 and 5 show a connection and drive of the first rotor 121 and the longitudinal beam 124.
The connecting end of the longitudinal beam 124 is provided with a slide rail 124a, and the connecting end of the first rotor 121 includes a first connecting portion 121a and a second connecting portion 121 b. The first connection portion 121a is slidable in the slide rail 124a, so that the first rotor 121 tilts, and the connection end of the second connection portion 121b and the side member 124 is connected by a hinge 124 b.
In the embodiment shown in fig. 4, the motor 124c drives the screw rod 124d to rotate, which drives the transverse worm 124e to rotate, and the worm 124e rotates to drive the first connecting portion 121a of the first rotor 121 to rotate in the slide rail 124a, and the rotation center is designed with a rotor rotation hinge 124 f. In fig. 4 124g represents a worm support.
When the second rotor 122 is also tiltable, the connection shown in fig. 4 can also be used to connect to the stringer.
The first rotor 121, the second rotor 122 and the third rotor 123 of the present invention may be driven by a power supply device (e.g., a battery), and the wing 120 may be provided with a power supply device 125 (as shown in fig. 6).
The aircraft provided by the invention has the advantages that the diameter of the rotor wing is small, the tip speed of the rotor wing is low, and the aerodynamic noise level of the rotor wing is equivalent to the urban background noise. The aircraft adopts many rotors combination overall arrangement to increase the rotor redundancy, has promoted the security. The rotor wing is driven by adopting the electric power of the battery, so that the tail gas pollution of the engine and the working noise pollution of the engine are avoided. The aircraft combines the advantages of the traditional helicopter and the fixed-wing aircraft, can realize vertical take-off and landing, and has low flight resistance and high flight speed.
When the second rotor can not tilt, the control method of the aircraft vertical takeoff or horizontal takeoff can comprise the following steps:
starting the first rotor, the second rotor and the third rotor;
tilting the first rotor wing vertically upwards;
opening an upper guide vane and a lower guide vane of the third rotor, and adjusting the lower guide vane to a first position to guide the lower guide vane vertically downwards, so that the aircraft vertically takes off;
when the aircraft flies to the required height, the first rotor wing is tilted to be horizontal and forward, and the third rotor wing is closed so as to close the upper guide vane and the lower guide vane; and
the second rotor is closed.
When the aircraft needs to adjust the flight direction, the control method can comprise the following steps:
adjusting the lower guide vane to a second position, thereby adjusting the aircraft nose direction of the aircraft; and
and after the direction of the aircraft nose of the aircraft is adjusted, adjusting the lower guide vane to the first position again.
When the aircraft lands, the control method may include:
starting the second rotor wing and the third rotor wing, and tilting the first rotor wing to be vertically upward;
opening an upper guide vane and a lower guide vane of the third rotor, and adjusting the lower guide vane to a third position so that the lower guide vane guides the flow forwards and downwards;
adjusting the deflection direction of the lower guide vane to make the aircraft land at a fixed point; and
the first, second, and third rotors are closed.
When the second rotor wing can tilt, the control method of the aircraft vertical takeoff or horizontal takeoff can comprise the following steps:
starting the first rotor, the second rotor and the third rotor;
tilting the first rotor wing and the second rotor wing to be vertically upward;
opening an upper guide vane and a lower guide vane of the third rotor, and adjusting the lower guide vane to a first position to guide the lower guide vane vertically downwards, so that the aircraft vertically takes off;
when the aircraft flies to the required height, the first rotor wing is tilted to be horizontal and forward, and the upper guide vane and the lower guide vane are closed; and
and the second rotor wing is reversely rotated to the horizontal direction after being reversely rotated, and is started again to provide horizontal thrust.
When the aircraft needs to adjust the flight direction, the control method can comprise the following steps:
adjusting the lower guide vane to a second position, thereby adjusting the aircraft nose direction of the aircraft; and
and after the direction of the aircraft nose of the aircraft is adjusted, adjusting the lower guide vane to the first position again.
When the aircraft lands, the control method may include:
closing the second rotor wing, reversing the second rotor wing again, and tilting the second rotor wing vertically upwards;
starting the second rotor wing, and tilting the first rotor wing to be vertically upward;
opening an upper guide vane and a lower guide vane of the third rotor, and adjusting the lower guide vane to a third position so that the lower guide vane guides the flow forwards and downwards;
adjusting the deflection direction of the lower guide vane to make the aircraft land at a fixed point; and
the first, second, and third rotors are closed.
Fig. 7-10 illustrate changes in the state of the aircraft shown in fig. 1-2 during control. In fig. 7 and 8, the first rotor wing is horizontally forward, the guide vanes of the third rotor wing are closed, the second rotor wing is vertically upward, and the aircraft is in a slow-flying state. The first rotor level is forward, and the third rotor guide vane closes, and the second rotor is perpendicular upwards, and the aircraft level flies slow-speed state. In fig. 9 and 10, the first rotor wing faces horizontally forward, the third rotor wing guide vanes are closed, the second rotor wing faces horizontally backward, and the aircraft is in a high-speed flying state.
In the embodiment shown in fig. 7-10, the transition of the aircraft from the vertical takeoff, flat flight, and landing phases is as follows:
the first rotor 121 and the second rotor 122 incline upwards, the upper and lower guide vanes 123a and 123b of the third rotor 123 are opened, the lower guide vane 123b keeps vertical downward flow, and the aircraft takes off vertically.
When the aircraft vertically takes off and hovers, the lower guide vanes 123b of the third rotor 123 deflect in the opposite direction, so that the steering control of the aircraft is realized, the aircraft nose points to the direction of a preset flight path, and then the lower guide vanes 123b recover to be in a vertically downward guide state.
The first rotor 121 is tilted in the horizontal direction to provide a forward power component of the aircraft, and the lower guide vanes 123b of the third rotor 123 are simultaneously deflected backward to provide a forward power component of the aircraft. The second rotor 122 maintains a vertical state and gradually reduces the thrust-up force according to the state of the aircraft (fig. 1(b) and fig. 2 (b)).
The first rotor 121 finishes horizontal tilting and only provides forward thrust, the upper and lower guide vanes 123a and 123b of the third rotor 123 are closed, the second rotor 122 keeps an upward posture and finishes feathering and stopping, the horizontal flight resistance is reduced, the aircraft keeps a slow horizontal flight state, and the gravity of the aircraft is balanced by the lift force of the wing 120 (see fig. 7 and 8).
The second rotor 122 stops rotating and tilts to the horizontal direction, and at the same time, the reverse propeller is completed, the second rotor 122 starts rotating again, forward thrust is provided, and the aircraft keeps a high-speed flat flight state (see fig. 9 and 10).
The pitching control of the aircraft in the flat flight state is controlled by the vertical deflection of the elevator 131 on the horizontal tail 130, the yawing control of the aircraft in the flat flight state is controlled by the left-right deflection of the rudder 141 on the vertical tail 140, and the rolling control of the aircraft in the flat flight state is controlled by the vertical deflection of the ailerons 126 and the flaps 127 on the rear part of the wings 120 (see fig. 9 and 10).
When the aircraft approaches the destination, the first rotor 121 and the second rotor 122 are switched to a slow speed state in the approach process of the aircraft, the speed of the aircraft is gradually reduced, the flap 127 deflects downwards to increase wing camber, and the lift force of the wing 120 at the low speed is improved. During the speed reduction, the second rotor 122 stalls and completes the upward yaw, which achieves rotor feathering (see fig. 7, 8).
The upper and lower guide vanes 123a, 123b of the third rotor 123 are opened, and the lower guide vane 123b deflects toward the front lower direction, so that the rotor airflow is guided toward the front lower direction, and the lift force in the vertical direction and the resistance force in the horizontal direction of the aircraft are provided. At the same time, the second rotor 122 starts to rotate at a slow speed, and the first rotor 121 starts to tilt in the vertical direction while maintaining the slow speed state (fig. 1(b) and 2 (b)).
The first rotor 121 performs switching from the horizontal direction to the vertical direction, and raises the rotation speed of the rotor simultaneously with the second rotor 122 and the third rotor 123, providing lift when the aircraft vertically lands (fig. 1(a) and fig. 2 (a)).
When the aircraft is in a hovering state, accurate fixed-point landing is achieved by adjusting the deflection direction of the lower guide vane 123b of the third rotor 123.
When the aircraft is in a hovering state, accurate fixed-point landing is achieved by adjusting the deflection direction of the lower guide vane 123b of the third rotor 123.
After the aircraft descends, the first rotor 121, the second rotor 122 and the third rotor 123 all stall, and the upper and lower guide vanes 123a and 123b are closed, and the weight of the aircraft is supported by four landing gears 150 symmetrically distributed on the left and right of the lower part of the fuselage.
The aircraft control method provided by the embodiment of the invention can comprise the steps of taking off vertically and converting into horizontal propulsion, hovering and adjusting the aircraft nose pointing direction, landing vertically and the like. At this time, the second rotor cannot tilt.
Wherein the step of taking off vertically and converting into horizontal propulsion comprises:
starting the first rotor, the second rotor and the third rotor;
tilting the first rotor wing vertically upwards;
opening an upper guide vane and a lower guide vane of the third rotor, and adjusting the lower guide vane to a first position to guide the lower guide vane vertically downwards, so that the aircraft vertically takes off;
when the aircraft flies to the required height, the first rotor wing is tilted to be horizontal and forward, and the third rotor wing is closed so as to close the upper guide vane and the lower guide vane; and
the second rotor is closed.
Wherein the hover adjustment handpiece pointing comprises:
adjusting the lower guide vane to a second position, thereby adjusting the aircraft nose direction of the aircraft; and
and after the direction of the aircraft nose of the aircraft is adjusted, adjusting the lower guide vane to the first position again.
Wherein, vertical descending includes:
starting the second rotor wing and the third rotor wing, and tilting the first rotor wing to be vertically upward;
opening an upper guide vane and a lower guide vane of the third rotor, and adjusting the lower guide vane to a third position so that the lower guide vane guides the flow forwards and downwards;
adjusting the deflection direction of the lower guide vane to make the aircraft land at a fixed point; and
the first, second, and third rotors are closed.
When the second rotor can also tilt, the step of taking off vertically and converting into horizontal propulsion comprises:
starting the first rotor, the second rotor and the third rotor;
tilting the first rotor wing and the second rotor wing to be vertically upward;
opening an upper guide vane and a lower guide vane of the third rotor, and adjusting the lower guide vane to a first position to guide the lower guide vane vertically downwards, so that the aircraft vertically takes off;
when the aircraft flies to the required height, the first rotor wing is tilted to be horizontal and forward, and the upper guide vane and the lower guide vane are closed; and
the second rotor is decelerated and closed, and simultaneously, the counter-rotor tilts to the horizontal direction and starts again.
The vertical landing step comprises:
closing the second rotor wing, and adjusting the pitch angle of the second rotor wing to a vertical take-off and landing state;
starting the second rotor wing, and tilting the first rotor wing and the second rotor wing to be vertically upward;
opening an upper guide vane and a lower guide vane of the third rotor, and adjusting the lower guide vane to a third position so that the lower guide vane guides the flow forwards and downwards;
adjusting the deflection direction of the lower guide vane to make the aircraft land at a fixed point; and
the first, second, and third rotors are closed.
When the second rotor is also able to tilt, the control method may further comprise the steps of short take-off and short landing.
Wherein, short range take-off includes:
vert first rotor and second rotor to the horizontal direction, adjust second rotor pitch angle to the horizontal propulsion state simultaneously, start first rotor and second rotor, first rotor provides the required thrust of aircraft take-off with the second rotor jointly, reduces the aircraft distance of running. The third rotor, the upper guide vane and the lower guide vane are in a closed state.
The short-distance landing comprises the following steps:
switch into slow car miniwatt state with first rotor, close the second rotor to accomplish the anti-oar, when the aircraft ground connection, start the second rotor, and switch into the maximum power state with the second rotor throttle, the second rotor provides the aircraft and descends the thrust of running in-process against. And meanwhile, the third rotor wing, the upper guide vane and the lower guide vane are opened, the guide direction of the lower guide vane is adjusted to be towards the front lower part, and the third rotor wing provides partial reverse thrust in the airplane landing and running process, so that the airplane running distance is reduced.
It should be understood that the above examples are only for clearly illustrating the present invention and are not intended to limit the embodiments. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. And obvious variations or modifications of the invention may be made without departing from the scope of the invention.
Claims (10)
1. An aircraft, characterized in that it comprises:
a body; and
a wing having a first end proximate a nose of the fuselage and a second end proximate a tail of the fuselage, the wing comprising:
a first rotor at the first end;
a second rotor at the second end; and
a third rotor located between the first rotor and the second rotor;
wherein, first rotor can vert, the second rotor has anti-oar function, the third rotor is equipped with guide vane and lower guide vane.
2. The aircraft of claim 1 wherein said second rotor is tiltable.
3. The aircraft of claim 1 or 2 wherein said wings are rhombus upper singlewings, said first and second rotors are 2-6 each, and said third rotor is 1-3.
4. The aircraft of claim 1 or 2 wherein the wing further comprises a stringer, the first rotor and the second rotor being mounted at respective ends of the stringer.
5. The aircraft of claim 4 wherein the connecting end of the stringer is provided with a slide track, the connecting end of the first rotor comprises a first connecting portion and a second connecting portion, the first connecting portion is slidable within the slide track to tilt the first rotor, and the second connecting portion is hinged to the connecting end of the stringer.
6. The aircraft of claim 1 or 2, wherein a power supply is provided on the wing.
7. The method of controlling an aircraft of claim 1, comprising:
vertical takeoff and conversion to horizontal propulsion, comprising:
activating the first rotor, the second rotor, and the third rotor;
tilting the first rotor to a vertical up position;
opening the upper guide vane and the lower guide vane of the third rotor, and adjusting the lower guide vane to a first position, so that the lower guide vane guides the flow vertically downwards, and the aircraft takes off vertically;
when the aircraft flies to a required height, tilting the first rotor wing to be horizontal and forward, and closing the third rotor wing so as to close the upper guide vane and the lower guide vane; and
closing the second rotor;
hover adjusting handpiece pointing, comprising:
adjusting the lower guide vane to a second position, thereby adjusting the aircraft nose direction of the aircraft; and
after the aircraft nose direction of the aircraft is adjusted, adjusting the lower guide vane to the first position again; and
vertical descent, comprising:
actuating the second rotor and the third rotor and tilting the first rotor vertically upward;
opening the upper guide vane and the lower guide vane of the third rotor, and adjusting the lower guide vane to a third position, so that the lower guide vane guides the flow forwards and downwards;
adjusting the deflection direction of the lower guide vane to enable the aircraft to land at a fixed point; and closing the first, second, and third rotors.
8. The method of controlling an aircraft of claim 2, comprising:
vertical takeoff and conversion to horizontal propulsion, comprising:
activating the first rotor, the second rotor, and the third rotor;
tilting the first rotor and the second rotor vertically upward;
opening the upper guide vane and the lower guide vane of the third rotor, and adjusting the lower guide vane to a first position, so that the lower guide vane guides the flow vertically downwards, and the aircraft takes off vertically;
when the aircraft flies to a required height, tilting the first rotor wing to be horizontal and forward, and closing the upper guide vane and the lower guide vane; and
and closing the second rotor wing in a decelerating way, simultaneously reversing the propeller, tilting to the horizontal direction, and starting again.
9. The control method according to claim 8, characterized by further comprising:
vertical descent, comprising:
closing the second rotor and adjusting the second rotor pitch angle to a vertical take-off and landing state;
starting the second rotor wing, and tilting the first rotor wing and the second rotor wing to be vertically upward;
opening the upper guide vane and the lower guide vane of the third rotor, and adjusting the lower guide vane to a third position, so that the lower guide vane guides the flow forwards and downwards;
adjusting the deflection direction of the lower guide vane to enable the aircraft to land at a fixed point; and
closing the first, second, and third rotors.
10. The method of controlling an aircraft of claim 2, comprising:
short take-off, comprising:
tilting the first rotor and the second rotor to a horizontal direction while adjusting the second rotor pitch angle to a horizontal thrust state;
activating the first rotor and the second rotor; and
short-range descent, comprising:
switching the first rotor to a slow vehicle minimum power state;
closing the second rotor and completing the reverse oar;
when the aircraft is grounded, starting the second rotor wing, and switching the throttle of the second rotor wing into a maximum power state;
and opening the third rotor, the upper guide vane and the lower guide vane, and adjusting the guide direction of the lower guide vane to a fourth position.
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| CN202111420893.1A CN114194385A (en) | 2021-11-26 | 2021-11-26 | Aircraft and control method thereof |
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| CN202111420893.1A CN114194385A (en) | 2021-11-26 | 2021-11-26 | Aircraft and control method thereof |
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| CN116080900A (en) * | 2023-03-03 | 2023-05-09 | 成都沃飞天驭科技有限公司 | Vertical take-off and landing aircraft and control method thereof |
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