WO2016058502A1 - 一种尾坐式飞行器 - Google Patents

一种尾坐式飞行器 Download PDF

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Publication number
WO2016058502A1
WO2016058502A1 PCT/CN2015/091696 CN2015091696W WO2016058502A1 WO 2016058502 A1 WO2016058502 A1 WO 2016058502A1 CN 2015091696 W CN2015091696 W CN 2015091696W WO 2016058502 A1 WO2016058502 A1 WO 2016058502A1
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Prior art keywords
wing
tail
aircraft
unit
attitude
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PCT/CN2015/091696
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English (en)
French (fr)
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吴建伟
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吴建伟
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Publication of WO2016058502A1 publication Critical patent/WO2016058502A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/22—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft
    • 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

Definitions

  • the present invention relates to a vertical take-off and landing aircraft, and more particularly to a tail-seat aircraft.
  • the tail-sitter (Tail-Sitter) is a take-off, landing, and squat-like vertical take-off and landing aircraft.
  • the attitude accumulation speed is changed into a level flight, and the landing speed is reduced to reduce the flight speed and change the attitude to enter the vertical take-off and landing.
  • Tail-seat aircraft need to rely on attitude-controlled devices to maintain their balance during take-off, landing, and hovering.
  • the XFV-1 tail-seat aircraft developed by Lockheed and the XFY-1 tail-seat aircraft developed by Convair are both driven by a large nose-coaxial reverse propeller.
  • the XFV-1 tail-seat aircraft and the XFY-1 tail-seat aircraft are equipped with a pneumatic control rudder surface as an attitude control device on the wing below the lower washing airflow, which can utilize the aerodynamics on the wing under the action of the lower washing airflow. Control the rudder surface to control the vertical takeoff and landing, hovering and flight during the flight.
  • this pneumatic control rudder surface is a complicated mechanical component, the mechanical parts are expensive to produce and maintain, and are prone to mechanical failure.
  • pneumatic control of the rudder surface is used to control the take-off, landing, and hovering of the aircraft. The aircraft is less balanced and less sensitive.
  • the technical problem to be solved by the present invention is to provide a tail-seat aircraft with a simpler mechanical structure and more flexible operation.
  • a tail-seat aircraft of the present invention includes a body, a wing, an attitude control device, a main thrust device 3 for providing a main thrust to the aircraft, and a main thrust device 3 using a heat engine as a power device.
  • the wing includes a left half wing and a right half wing; wherein the attitude control device comprises a roll attitude device, a pitch attitude device, a flight control system; the roll attitude device is used for adjusting a roll attitude of the aircraft in a vertical state;
  • the posture device comprises at least two rolling posture units respectively disposed on the left half wing and the right half wing, and each of the roll alignment posture units respectively corresponding to a power unit having one motor and controlling the output power of each motor respectively,
  • the roll-to-position device provides a power module for the power supply; the roll-to-talk unit is a propeller or ducted fan, and the governor unit is operatively coupled to the flight control system.
  • the rolling attitude control device which is controlled by the flight control system and is powered by the motor, is more sensitive, quicker and easier to operate, thereby making the attitude control of the aircraft more stable.
  • the pitch attitude adjusting device comprises at least one tilting attitude unit, and each of the pitching and tilting units respectively has a motor connected to the power, and respectively controls the output power of each motor.
  • a governor unit a power unit that supplies power to the pitch attitude device;
  • a pitch attitude unit is a propeller or a ducted fan, the governor unit is operatively coupled to the flight control system; and the pitch attitude unit is set at an aircraft level Above or below the aircraft in the state.
  • the aircraft also includes a vertical tail, and the pitch attitude unit is coupled to the vertical tail.
  • the vertical tail and the wing are T-shaped or Y-shaped or X-shaped; the T-shaped or Y-shaped or X-shaped layout refers to the T or Y or the general view of the aircraft's main view.
  • X graphics the main view refers to the graphics seen from the nose to the tail.
  • the pitch attitude unit can be attached to the end of the vertical tail. This has the advantage that the use of the power-adjusting pitching device eliminates the need for complex mechanical components such as the original pneumatically controlled rudder surface, servo actuators, hinges, etc., which further simplifies the mechanical structure of the aircraft.
  • the pitch-adjusting device with motor-powered control controlled by the flight control system is more sensitive, quicker and easier to operate, thus making the attitude control of the aircraft more stable.
  • the pitching and tilting unit is connected to the end of the vertical tail to further improve the efficiency of the attitude adjustment of the pitching unit.
  • the pitch-adjusting unit is connected to the body or the wing through the elongated rib; the pitch-adjusting unit is connected to the wing by the elongated rib, and has two pitch adjustments.
  • the posture units are symmetrically disposed in the left and right halves, respectively.
  • the roll-to-talk position unit is coupled to the end of the wing. This can improve the efficiency of the attitude adjustment of the roll alignment unit.
  • the wing is a ring-shaped wing.
  • the main thrust device can be placed in the annular wing.
  • the left and right ends of the annular wing are respectively provided with winglets, and the roll-aligning units are respectively connected at the ends of the winglets.
  • the ring wing and the main thrust device can be combined into a duct
  • the fan which is arranged in the annular wing by the main thrust device, can attract the upper layer of ambient air and play a certain role of increasing the radiation.
  • FIG. 1 is a working principle diagram of an attitude control device of a tail-suspended aircraft according to the present invention.
  • FIG. 2 is a schematic view showing a T-shaped layout of a vertical tail fin and a wing of a tail-suspended aircraft according to the present invention.
  • FIG 3 is a schematic view showing a vertical tail fin and a wing of a tail-shaped aircraft in a Y-shaped layout according to the present invention.
  • FIG. 4 is a schematic view showing the X-shaped layout of the vertical tail and the wing of the tail-suspended aircraft of the present invention.
  • FIG. 5 is a top plan view of a vertical tail fin and a wing in a Y-shaped layout of a tail-suspended aircraft of the present invention.
  • FIG. 6 is a schematic view of a pitch attitude unit of a tail-suspended aircraft connected to a wing by an elongate rib according to the present invention.
  • FIG. 7 is a schematic view of a ring-shaped wing of a tail-suspended aircraft of the present invention.
  • the tail-seat aircraft of the present invention includes a body 1, a wing 2, an attitude control device, and is used to provide a main thrust for the aircraft.
  • the roll alignment device is configured to adjust the roll attitude of the aircraft in a vertical state; the roll attitude device comprises at least two roll alignment units 5 respectively placed on the left and right wings, and each roll alignment unit 5
  • the roll-adjusting unit 5 is a propeller or a ducted fan, and the speed is adjusted.
  • the unit 7 is operatively coupled to the flight control system.
  • the pitching and tilting device comprises at least one pitching and aligning unit 9, and each of the pitching and aligning units 9 respectively has a motor 6 connected to the power, and a governor unit 7 for controlling the output power of each of the motors 6, respectively, for providing the pitching device.
  • the power module 8 may be an electric power storage device, such as a rechargeable battery, a super capacitor, a nuclear battery, etc.; or may be a power generating device, including an engine and a power-connected generator; or may be connected An electric power storage device for a power generating device.
  • Motor 6 is optimal for brushless motors, but it is not limited. It can also be other types of motors, such as brush motors, AC motors, DC motors, single-phase motors, three-phase motors, and so on.
  • the governor unit 7 includes an electronic speed controller, a DC motor governor, an AC motor governor, etc., which can adjust the output power of the motor; the governor unit 7 can be combined with the motor 6 or other equipment. A module together can also be an independent governor.
  • the type of governor should be It matches the type of motor 6, such as a brushless motor using a brushless electronic governor, a brushed motor using a brushed electronic governor, and the like.
  • the governor unit 7 is controlled by the flight control system 4 and is connected or electrically connected to the flight control system 4; the flight control system is an automatic control system for performing flight attitude and motion parameter control, and the flight control system 4 can employ an electronic flight control system. , flight control system with automatic control capability such as digital flight control system and fly-by-wire control system; use flight control system 4 to collect flight attitude data, analyze and process data, automatically issue control signals, and control motor 6 through governor unit 7.
  • the so-called propeller of the present invention refers to a device that converts engine rotational power into propulsive force by rotating in air, and fans, blades, and rotors also fall within the scope of the propeller of the present invention.
  • the so-called thrust device refers to a device that converts engine power into thrust, and the main thrust device 3 provides the main thrust for the aircraft.
  • the main thrust device 3 may be a rotor connected to the power of the engine, a ducted fan, or other thrust devices, such as a vector engine, a turbofan engine, etc., which can provide vertical thrust; the main thrust device 3 uses a rotor or a ducted fan.
  • the ⁇ engine may be a turboshaft engine or a piston engine; the number of the main thrust devices 3 is not limited and may be one set, two sets or multiple sets.
  • the main thrust device 3 is disposed near the longitudinal axis of the aircraft or at the longitudinal axis of the aircraft, but is not limited; the so-called longitudinal axis of the aircraft refers to the axis passing through the nose to the tail.
  • the roll alignment unit 5 and the pitch attitude unit 9 can be connected to the output shaft of the motor 6, or can be connected to the power of the motor 6 by other means, such as by a drive shaft.
  • the roll alignment unit 5 and the pitch attitude unit 9 do not have to be in the same position as the motor 6, and the motor 6 can be placed at a position near the longitudinal axis of the aircraft, the aircraft, and then through the transmission shaft and the roll attitude unit 5 and the tilt posture.
  • Unit 9 performs a power connection.
  • the roll-pointing device is used to adjust the rolling attitude of the aircraft in a vertical state; instead of the rolling attitude in a horizontal state; in the horizontal state, the yaw attitude of the rolling attitude device to the aircraft Have an impact.
  • the direction of the roll attitude unit 5 is set to the direction in which the aircraft generates vertical lift in the vertical state.
  • the pitch attitude unit 9 can also be used in the same manner, and the direction of the pitch attitude unit 9 is set to the direction in which the aircraft generates vertical lift in the vertical state.
  • the roll posture unit 5 and the pitch attitude unit 9 form a reaction torque after the rotation, and it is possible to adopt a means for balancing the reaction torque setting or setting the balance reaction torque. It is possible to set the rotation direction of each of the posture adjusting units 5, 9 to be a pair of forward and reverse pairs, a coaxial double paddle with a counteracting torque cancellation, and a tilting attitude unit 5, 9 in a direction opposite to the reaction torque. Reaction torque setting.
  • the device that balances the reaction torque can be a tail rotor, a rudder surface placed below the airflow, or other types of devices, such as the NOTAR tail rotor used by the Boeing MD600N helicopter, which is a favorable interaction between the jet ejector and the rotor under the airflow.
  • the pitching and tilting device adopts the motor-driven propeller or ducted fan to eliminate the complicated mechanical components such as the original pneumatic control rudder surface, servo actuator and hinge, which further simplifies the mechanical structure of the aircraft.
  • pitch attitude adjustment devices can also be used, for example, a pneumatic control rudder surface is provided on the wing under the action of the lower wash air flow, and the main thrust device is provided with a ducted fan ⁇ , and a pneumatic control rudder surface is provided at the air outlet of the ducted fan. And other devices.
  • the aircraft further includes a vertical tail 10, and the pitch-adjusting unit 9 is coupled to the vertical tail 10.
  • the vertical tail 10 and the wing 2 may be in a T-shaped or Y-shaped or X-shaped layout; the T-shaped or Y-shaped or X-shaped layout refers to a T or Y or X graphic generally presented in the main view of the aircraft.
  • the main view refers to the graphic seen from the nose to the tail.
  • the pitch attitude unit 9 can be connected to the end of the vertical tail 10.
  • the T-shaped or Y-shaped or X-shaped layout can ignore the tilt angle of the main view.
  • the T-shape can be an inverted T-shape
  • the X-shaped can be a cross-shaped, etc. This simple transformation is in this case.
  • FIG. 2 is a schematic view showing a T-shaped layout of a vertical tail 10 and a wing 2 of a tail-suspended aircraft according to the present invention.
  • the following types can be used:
  • the body 1 and the wing 2 are substantially in the same plane, and the vertical tail is 10 is connected to the body 1, and the vertical tail 10 is perpendicular to the wing 2.
  • FIG. 3 is a schematic view showing a Y-shaped layout of a vertical tail 10 and a wing 2 of a tail-suspended aircraft according to the present invention.
  • the following types can be used:
  • the wing 2 and the body 1 are not in the same plane, and the wing 2 Above the body 1 or Below, the body 1 and the wing 2 can be connected through the connecting surface 13;
  • the vertical tail 10 is connected to the body 1, and the vertical tail 10 is perpendicular to the wing 2.
  • FIG. 5 shows a top view of the vertical tail 10 of the tail-suspended aircraft of the present invention in a Y-shaped layout, and the main thrust device 3 can be disposed at the tail of the aircraft, and the main thrust device 3 can be a ducted fan.
  • FIG. 4 is a schematic view showing the X-shaped layout of the vertical tail 10 and the wing 2 of the tail-suspended aircraft of the present invention.
  • the following types can be adopted: There are two sets of vertical tails 10 respectively arranged in the horizontal state of the aircraft. Above and below and perpendicular to the wing 2 , the main view is an X-shaped or cross-shaped image, and the body 1 can be placed at the intersection of the vertical tail 10 and the wing 2.
  • the pitch-adjusting unit 9 is coupled to the end of the vertical tail 10.
  • the roll alignment unit 5 can be attached to the end of the wing 2.
  • FIG. 6 a schematic diagram of the pitch-adjusting unit 9 of the tail-suspended aircraft connected to the wing 2 by the elongated rib 11 is shown in FIG.
  • the pitch posture unit 9 is connected to the body 1 or the wing 2 through the elongated rib 11; the pitch attitude unit 9 is connected to the wing 2 via the elongated rib 11, and two pitch attitude units 9 are symmetrically disposed on the left side, respectively.
  • Half and right wing The roll alignment unit 5 can be attached to the end of the wing 2.
  • the wing 2 may be a ring-shaped wing, and the main thrust device 3 It may be disposed in the annular wing; winglet wings 12 may also be respectively disposed at the left end and the right end of the ring wing, and the roll-aligning unit 5 is respectively connected to the ends of the winglets 12 respectively.
  • the half-ring wing on the left side of the aircraft can be defined as the left-half wing, and the half-ring wing on the right side of the aircraft is defined as the right-hand wing.
  • the pitch attitude unit 9 may be disposed at the upper or lower end of the ring-shaped wing in the horizontal state of the aircraft, or may be provided with a pitch-adjusting unit 9 at the upper or lower end. It is also possible to provide winglet wings 12 at the upper or lower end of the annular wing in the horizontal state of the aircraft, and the pitch attitude unit 9 is attached to the end of the winglet wing 12.
  • the above-mentioned end of the wing refers to the wing tip, and the end or tip of the ring wing refers to any part of the ring wing.
  • the above-mentioned horizontal state of the aircraft refers to a state in which the body is parallel to the ground, and the nose of the aircraft is in front and behind the tail; the so-called vertical state refers to a state in which the body is perpendicular to the ground with the head facing upward and the tail facing downward.
  • the wing 2 may be provided with flaps and ailerons. It can also be equipped with a horizontal tail and an elevator surface. The aircraft can also be equipped with a landing gear.

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Abstract

一种尾坐式飞行器，包括机体(1)、机翼(2)、姿态控制装置以及采用热机作为动力装置的主推力装置(3)，机翼(2)包括左半翼及右半翼；姿态控制装置包括滚转调姿装置、俯仰调姿装置和飞行控制***(4)；滚转调姿装置用于调整飞行器处于垂直状态下的滚转姿态；滚转调姿装置包括至少2个分别置于左半翼及右半翼的滚转调姿单元(5)，每个滚转调姿单元(5)分别对应功率连接有1个电机(6)、分别控制各个电机(6)输出功率的调速器单元(7)、电源模块(8)；滚转调姿单元(5)为螺旋桨或涵道风扇，调速器单元(7)与飞行控制***可操作地连接。该尾坐式飞行器的机械结构简化，反应更加灵敏迅速。

Description

说明书 发明名称：一种尾坐式飞行器
[0001] 技术领域
[0002] 本发明涉及一种垂直起降飞行器， 尤其涉及一种尾坐式飞行器。
[0003] 背景技术
[0004] 尾坐式 （Tail-Sitter) 飞行器是一种起飞、 着陆吋都是机尾冲地垂直起降飞行器
， 起飞吋达到一定高度后改变姿态积累速度转入平飞， 降落吋减小飞行速度同 吋改变姿态进入垂直起降。 尾坐式飞行器在起飞、 着陆、 悬停吋需要依靠姿态 控制的装置才能保持自身的平衡。
[0005] 例如洛克希德研制的 XFV-1型尾坐式飞行器和康维尔研制的 XFY-1尾坐式飞行 器， 两者都用巨大的机头同轴反转螺旋桨驱动。 XFV-1型尾坐式飞行器及 XFY-1 型尾坐式飞行器在下洗气流的下方的机翼上设置有气动控制舵面作为姿态控制 装置， 可以利用下洗气流作用下的机翼上的气动控制舵面控制垂直起降、 悬停 和平飞阶段的飞行。 但由于这种气动控制舵面是一种复杂的机械部件， 这种机 械部件生产、 维护的成本高， 而且容易出现机械故障； 此外， 利用气动控制舵 面控制飞行器的起飞、 着陆、 悬停吋的飞行器平衡性较差而且灵敏度较低。
[0006] 发明内容
[0007] 本发明要解决的技术问题是提供一种机械结构更简单的、 操作更加灵活的尾坐 式飞行器。
[0008] 为解决上述技术问题， 本发明一种尾坐式飞行器包括机体、 机翼、 姿态控制装 置、 用于为飞行器提供主要推力的主推力装置 3; 主推力装置 3采用热机作为动 力装置， 机翼包括左半翼及右半翼； 其中， 姿态控制装置包括滚转调姿装置、 俯仰调姿装置、 飞行控制***； 滚转调姿装置用于调整飞行器处于垂直状态下 的滚转姿态； 滚转调姿装置包括至少 2个分别置于左半翼及右半翼的滚转调姿单 元、 每个滚转调姿单元分别对应功率连接有 1个电机、 分别控制各个电机输出功 率的调速器单元、 为滚转调姿装置提供电源的电源模块； 滚转调姿单元为螺旋 桨或涵道风扇， 调速器单元与飞行控制***可操作地连接。 [0009] 这样的好处是， 采用了使用电能的滚转调姿装置可以免去原先气动控制舵面、 伺服作动器、 铰链等复杂的机械部件， 使飞行器的机械结构得到简化。 通过飞 行控制***控制的以电机作为动力装置的滚转调姿装置反应更加灵敏迅速而且 更加易于操作， 从而使飞行器的姿态控制更为稳定。
[0010] 作为本发明一种尾坐式飞行器的进一步改进， 俯仰调姿装置包括至少 1个俯仰 调姿单元、 每个俯仰调姿单元分别对应功率连接有 1个电机、 分别控制各个电机 输出功率的调速器单元、 为俯仰调姿装置提供电源的电源单元； 俯仰调姿单元 为螺旋桨或涵道风扇， 调速器单元与飞行控制***可操作地连接； 俯仰调姿单 元设置在飞行器处于水平状态下的飞行器的上方或下方。 作为更一步改进， 该 飞行器还包括垂直尾翼， 俯仰调姿单元与垂直尾翼连接。 作为更一步改进， 垂 直尾翼与机翼呈 T字型或 Y字型或 X字型布局； T字型或 Y字型或 X字型布局是指 飞行器的主视图所大体呈现的 T或 Y或 X图形， 主视图是指从机头向机尾方向所 看到的图形。 俯仰调姿单元可以连接在垂直尾翼的端部。 这样的好处是， 采用 了使用电能的俯仰调姿装置可以免去原先气动控制舵面、 伺服作动器、 铰链等 复杂的机械部件， 使飞行器的机械结构得到更进一步的简化。 通过飞行控制系 统控制的以电机作为动力装置的俯仰调姿装置反应更加灵敏迅速而且更加易于 操作， 从而使飞行器的姿态控制更为稳定。 俯仰调姿单元连接在垂直尾翼的端 部可以进一步提高俯仰调姿单元姿态调整的效率。
[0011] 作为本发明一种尾坐式飞行器的进一步改进， 俯仰调姿单元通过伸长肋与机体 或机翼连接； 俯仰调姿单元通过伸长肋与机翼连接吋， 有两个俯仰调姿单元分 别对称地设置在左半翼及右半翼。 这样的好处是， 可以利用伸长肋为俯仰调姿 单元提供一个远离飞行器重心轴线的距离， 可以提供一个更适合俯仰调姿单元 安装的位置， 使飞行器的空气动力布局设计可以更加灵活， 更方便。
[0012] 作为本发明一种尾坐式飞行器的更进一步改进， 滚转调姿单元连接在机翼的端 部。 这样可以提高滚转调姿单元姿态调整的效率。
[0013] 作为本发明一种尾坐式飞行器的另一个改进， 机翼为环形机翼。 主推力装置可 以设置在环形机翼内。 环形机翼的左端及右端分别设置有翼梢小翼， 滚转调姿 单元分别连接在各个翼梢小翼的端部。 环形机翼与主推力装置可以组合成涵道 风扇， 通过主推力装置设置在环形机翼内， 可以吸引上层环境空气， 起到一定 的引射增升的作用。
[0014] 附图说明
[0015] 下面结合附图和具体实施方式对本发明作进一步详细的说明。
[0016] 图 1是本发明一种尾坐式飞行器的姿态控制装置工作原理图。
[0017] 图 2是本发明一种尾坐式飞行器的垂直尾翼与机翼呈 T字型布局的示意图。
[0018] 图 3是本发明一种尾坐式飞行器的垂直尾翼与机翼呈 Y字型布局的示意图。
[0019] 图 4是本发明一种尾坐式飞行器的垂直尾翼与机翼呈 X字型布局的示意图。
[0020] 图 5是本发明一种尾坐式飞行器的垂直尾翼与机翼呈 Y字型布局的俯视图。
[0021] 图 6是本发明一种尾坐式飞行器的俯仰调姿单元通过伸长肋与机翼连接的示意 图。
[0022] 图 7是本发明一种尾坐式飞行器的环形机翼示意图。
[0023] 具体实施方式
[0024] 图 1所示本发明一种尾坐式飞行器的姿态控制装置工作原理图， 本发明一种尾 坐式飞行器包括机体 1、 机翼 2、 姿态控制装置、 用于为飞行器提供主要推力的 主推力装置 3; 主推力装置 3采用热机作为动力装置， 机翼 2包括左半翼及右半翼 ； 其特征在于： 姿态控制装置包括滚转调姿装置、 俯仰调姿装置、 飞行控制系 统 4; 滚转调姿装置用于调整飞行器在垂直状态下的滚转姿态； 滚转调姿装置包 括至少 2个分别置于左半翼及右半翼的滚转调姿单元 5、 每个滚转调姿单元 5分别 对应功率连接有 1个电机 6、 分别控制各个电机 6输出功率的调速器单元 7、 为滚 转调姿装置提供电源的电源模块 8; 滚转调姿单元 5为螺旋桨或涵道风扇， 调速 器单元 7与飞行控制***可操作地连接。 俯仰调姿装置包括至少一个俯仰调姿单 元 9、 每个俯仰调姿单元 9分别对应功率连接有 1个电机 6、 分别控制各个电机 6输 出功率的调速器单元 7、 为俯仰调姿装置提供电源的电源模块 8; 俯仰调姿单元 9 为螺旋桨或涵道风扇， 调速器单元 7与飞行控制*** 4可操作地连接； 俯仰调姿 单元 9设置在飞行器处于水平状态下的飞行器的上方或下方。
[0025] 电源模块 8可以是电功率储存装置， 例如充电电池、 超级电容、 核电池等等； 也可以是发电装置， 包括发电机和功率连接发电机的发动机； 也可以是连接有 发电装置的电功率储存装置。 电机 6采用无刷电机最优， 但并非是限定， 也可以 是其它类型的电机， 如有刷电机、 交流电机、 直流电机、 单相电机、 三相电机 等等。 调速器单元 7包括电子调速器 （electronic speed controller) 、 直流电机调 速器、 交流电机调速器等可以调节电机输出功率的装置； 调速器单元 7可以为与 电机 6或其它设备组合在一起的一个模块， 也可以是独立的调速器， 可以是单组 输出控制单个电机的调速器， 也可以是多组输出分别控制多个电机的调速器； 调速器的类型应该与电机 6的类型相匹配， 例如无刷电机采用无刷电子调速器、 有刷电机采用有刷电子调速器等等。 调速器单元 7接受飞行控制*** 4控制并与 飞行控制*** 4信号连接或电联接； 飞行控制***是进行飞行姿态和运动参数实 施控制的自动控制***， 飞行控制*** 4可以采用电子飞行控制***、 数字式飞 行控制***、 电传操纵***等具备自动控制能力的飞行控制***； 利用飞行控 制*** 4采集飞行姿态数据、 分析处理数据、 自动发出控制信号， 通过调速器单 元 7控制电机 6的输出功率， 从而实现对飞行器的姿态控制。 本发明所谓螺旋桨 是指在空气中旋转将发动机转动功率转化为推进力的装置， 风扇、 扇叶、 旋翼 也属于本发明所述螺旋桨的范围。
[0026] 所谓推力装置是指将发动机功率转换为推力的装置， 主推力装置 3为飞行器提 供主要的推力。 主推力装置 3可以是功率连接发动机的旋翼、 涵道风扇， 也可以 是其它的推力装置， 例如矢量发动机、 涡扇发动机等可以提供垂直推力的推力 装置； 主推力装置 3采用旋翼或涵道风扇吋发动机可以采用涡轮轴发动机或活塞 式发动机； 主推力装置 3数量不限， 可以为一组、 双组或多组。 主推力装置 3设 置在飞行器纵向轴线附近或设置在飞行器纵向轴线最佳， 但并非是限定； 所谓 的飞行器纵向轴线是指经过机头至机尾的轴线。
[0027] 滚转调姿单元 5及俯仰调姿单元 9可以与电机 6的输出轴连接， 或者通过其它方 式实现与电机 6的功率连接， 例如通过传动轴进行连接等。 滚转调姿单元 5及俯 仰调姿单元 9不一定要和电机 6在同一位置， 可以将电机 6设置在机体、 飞行器纵 向轴线附近等位置， 然后通过传动轴与滚转调姿单元 5及俯仰调姿单元 9进行功 率连接。 滚转调姿装置用于调整飞行器处于垂直状态下的滚转姿态； 而不是处 于水平状态下的滚转姿态； 在水平状态下， 滚转调姿装置对飞行器的偏航姿态 产生影响。 滚转调姿单元 5的方向设置为飞行器在垂直状态下产生垂直升力的方 向。 同样， 俯仰调姿单元 9也可以采用同样的方式， 俯仰调姿单元 9的方向设置 为飞行器在垂直状态下产生垂直升力的方向。 滚转调姿单元 5及俯仰调姿单元 9 在旋转吋会形成反作用扭矩， 可以采取平衡反作用扭矩的设置或者设置平衡反 作用扭矩的装置。 可以采用将各个调姿单元 5、 9的旋转方向设置为正向与反向 两两搭配、 采用反作用扭矩抵消的共轴双桨、 往反作用扭矩相反的方向倾斜调 姿单元 5、 9等可以平衡反作用扭矩的设置。 平衡反作用扭矩的装置可以是尾桨 、 设置在气流下方的舵面， 也可以是其它类型的装置， 例如波音公司 MD600N直 升机采用的 NOTAR尾桨， 即用喷气引射和旋翼下洗气流的有利交互作用形成反 扭力的装置； 平衡反作用扭矩的装置不是必需的。 还可以利用平衡反作用扭矩 的设置方法或者设置平衡反作用扭矩的装置来实现偏航控制。 俯仰调姿装置采 用电机驱动螺旋桨或涵道风扇的方式可以免去原先气动控制舵面、 伺服作动器 、 铰链等复杂的机械部件， 使飞行器的机械结构得到进一步简化。 当然， 还可 以采用其它的俯仰调姿装置， 例如利用下洗气流作用下的机翼上设置气动控制 舵面、 主推力装置采用涵道风扇吋在涵道风扇的出风口设置有气动控制舵面等 装置。
[0028] 作为本发明一种尾坐式飞行器的进一步改进， 该飞行器还包括垂直尾翼 10， 俯 仰调姿单元 9与垂直尾翼 10连接。 垂直尾翼 10与机翼 2可以呈 T字型或 Y字型或 X 字型布局； T字型或 Y字型或 X字型布局是指飞行器的主视图所大体呈现的 T或 Y 或 X图形， 主视图是指从机头向机尾方向所看到的图形。 俯仰调姿单元 9可以连 接在垂直尾翼 10的端部。 T字型或 Y字型或 X字型布局可以不考虑主视图的滚转 倾斜角度， 例如 T字型可以是倒 T字型、 X字型可以是十字型等， 这种简单的变换 在本发明方案的精神和范围内。
[0029] 图 2所示本发明一种尾坐式飞行器的垂直尾翼 10与机翼 2呈 T字型布局的示意图 ， 可以采用以下型式： 机体 1、 机翼 2大体在同一平面上， 垂直尾翼 10与机体 1连 接， 垂直尾翼 10垂直于机翼 2。
[0030] 图 3所示本发明一种尾坐式飞行器的垂直尾翼 10与机翼 2呈 Y字型布局的示意图 ， 可以采用以下型式： 机翼 2与机体 1不在同一平面上， 机翼 2在机体 1的上方或 下方， 可以通过连接面 13连接机体 1与机翼 2; 垂直尾翼 10与机体 1连接， 垂直尾 翼 10垂直于机翼 2。 还可以在机翼 2设置有小翼， 用于水平飞行吋的偏航控制。 图 5所示本发明一种尾坐式飞行器的垂直尾翼 10与机翼 2呈 Y字型布局的俯视图， 可以将主推力装置 3设置在飞行器的尾部， 主推力装置 3可以采用涵道风扇。
[0031] 图 4所示本发明一种尾坐式飞行器的垂直尾翼 10与机翼 2呈 X字型布局的示意图 ， 可以采用以下型式： 有两组垂直尾翼 10分别设置在飞行器处于水平状态下的 上方与下方并与机翼 2垂直， 主视图呈 X字型或十字型图像， 机体 1可以设置在垂 直尾翼 10与机翼 2相交处。
[0032] 作为本发明一种尾坐式飞行器的更进一步改进， 俯仰调姿单元 9连接在垂直尾 翼 10的端部。 滚转调姿单元 5可以连接在机翼 2的端部。
[0033] 作为本发明一种尾坐式飞行器的另一种改进， 如图 6所示本发明一种尾坐式飞 行器的俯仰调姿单元 9通过伸长肋 11与机翼 2连接的示意图， 俯仰调姿单元 9通过 伸长肋 11与机体 1或机翼 2连接； 俯仰调姿单元 9通过伸长肋 11与机翼 2连接吋， 有两个俯仰调姿单元 9分别对称地设置在左半翼及右半翼。 滚转调姿单元 5可以 连接在机翼 2的端部。
[0034] 作为本发明一种尾坐式飞行器的另一种改进， 如图 7所示本发明一种尾坐式飞 行器的环形机翼示意图， 机翼 2可以为环形机翼， 主推力装置 3可以设置在环形 机翼内； 还可以在环形机翼的左端及右端分别设置有翼梢小翼 12， 滚转调姿单 元 5分别连接在各个翼梢小翼 12的端部。 在采用环形机翼作为机翼 2吋， 可以将 飞行器左部的半环机翼定义为左半翼， 将飞行器右部的半环机翼定义为右半翼 。 俯仰调姿单元 9可以设置在飞行器水平状态下环形机翼的上端或下端， 或在上 端或下端同吋设置有俯仰调姿单元 9。 还可以在飞行器水平状态下环形机翼的上 端或下端设置有翼梢小翼 12， 俯仰调姿单元 9连接在翼梢小翼 12的端部。
[0035] 以上所谓机翼的端部是指机翼梢部， 环形机翼的端部或梢部是指环形机翼的任 意一部。 以上所谓飞行器水平状态是指机体与地面平行， 飞行器机头在前、 机 尾在后的状态； 所谓的垂直状态是指机体垂直于地面， 机头朝上、 机尾朝下的 状态。
[0036] 作为本发明一种尾坐式飞行器的更进一步改进， 机翼 2可以设置有襟翼、 副翼 ， 还可以设置有水平尾翼、 升降舵面， 飞行器还可以设置有起落架。
最后所应说明的是， 以上实施例仅用以说明本发明的技术方案而非限制， 尽管 参照较佳实施例对本发明进行了详细说明， 本领域的普通技术人员应当理解， 可以对本发明的技术方案进行修改或等同替换， 而不脱离本发明技术方案的精 神和范围； 依据本发明的技术实质对以上实施例所作的任何简单修改、 等同变 化与修饰， 均仍属于本发明技术方案的范围内。
技术问题
问题的解决方案
发明的有益效果

Claims

权利要求书
[权利要求 1] 一种尾坐式飞行器， 包括机体 （1) 、 机翼 （2) 、 姿态控制装置、 用 于为飞行器提供主要推力的主推力装置 （3) ； 所述的主推力装置 （3 ) 采用热机作为动力装置， 所述的机翼 (2)包括左半翼及右半翼； 其 特征在于： 所述的姿态控制装置包括滚转调姿装置、 俯仰调姿装置、 飞行控制*** （4) ； 所述的滚转调姿装置用于调整所述飞行器处于 垂直状态下的滚转姿态； 所述的滚转调姿装置包括至少 2个分别置于 左半翼及右半翼的滚转调姿单元 （5) 、 每个滚转调姿单元 （5) 分别 对应功率连接有 1个电机 （6) 、 分别控制各个电机 （6) 输出功率的 调速器单元 （7) 、 为滚转调姿装置提供电源的电源模块 （8) ； 所述 滚转调姿单元 （5) 为螺旋桨或涵道风扇， 所述的调速器单元 （7) 与 所述的飞行控制*** （4) 可操作地连接。
[权利要求 2] 根据权利要求 1所述的尾坐式飞行器， 其特征在于： 所述的俯仰调姿 装置包括至少 1个俯仰调姿单元 （9) 、 每个俯仰调姿单元 （9) 分别 对应功率连接有 1个电机 （6) 、 分别控制各个电机 （6) 输出功率的 调速器单元 （7) 、 为俯仰调姿装置提供电源的电源模块 （8) ； 所述 的俯仰调姿单元 （9) 为螺旋桨或涵道风扇， 所述的调速器单元 （7) 与所述的飞行控制*** （4) 可操作地连接； 所述的俯仰调姿单元 （9 ) 设置在飞行器处于水平状态下的飞行器的上方或下方。
[权利要求 3] 根据权利要求 2所述的尾坐式飞行器， 其特征在于： 该飞行器还包括 垂直尾翼 （10) ， 所述的俯仰调姿单元 （9) 与所述的垂直尾翼 （10 ) 连接。
[权利要求 4] 根据权利要求 3所述的尾坐式飞行器， 其特征在于： 所述的垂直尾翼
(10) 与所述的机翼 （2) 呈 T字型或 Y字型或 X字型布局； 所述的 T 字型或 γ字型或 X字型布局是指飞行器的主视图所大体呈现的 T或 Y或 X图形， 所述的主视图是指从机头向机尾方向所看到的图形。
[权利要求 5] 根据权利要求 4所述的尾坐式飞行器， 其特征在于： 所述的俯仰调姿 单元 （9) 连接在垂直尾翼 （10) 的端部。 根据权利要求 2所述的尾坐式飞行器， 其特征在于： 所述的俯仰调姿 单元 （9) 通过伸长肋 （11) 与所述机体 （1) 或所述机翼 （2) 连接 ； 俯仰调姿单元 （9) 通过伸长肋 （11) 与所述的机翼 （2) 连接吋， 有两个俯仰调姿单元 （9) 分别对称地设置在左半翼及右半翼。
根据权利要求 1至 6所述的任一尾坐式飞行器， 其特征在于： 所述的滚 转调姿单元 （5) 连接在机翼 （2) 的端部。
根据权利要求 1至 6所述的任一尾坐式飞行器， 其特征在于： 所述的机 翼 （2) 为环形机翼。
根据权利要求 8所述的尾坐式飞行器， 其特征在于： 所述的主推力装 置 （3) 设置在环形机翼内。
根据权利要求 9所述的尾坐式飞行器， 其特征在于： 所述的环形机翼 的左端及右端分别设置有翼梢小翼 （12) ， 滚转调姿单元 （5) 分别 连接在各个翼梢小翼 （12) 的端部。
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CN204124364U (zh) * 2014-10-12 2015-01-28 吴建伟 一种尾坐式飞行器

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3587264A1 (en) * 2018-06-28 2020-01-01 Leonardo S.p.A. Tail sitter
WO2020003239A2 (en) 2018-06-28 2020-01-02 Leonardo S.P.A. Tail sitter
US11772789B2 (en) 2018-06-28 2023-10-03 Leonardo S.P.A. Tail sitter

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