WO2016062223A1 - 一种垂直起降飞行器 - Google Patents

一种垂直起降飞行器 Download PDF

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Publication number
WO2016062223A1
WO2016062223A1 PCT/CN2015/092144 CN2015092144W WO2016062223A1 WO 2016062223 A1 WO2016062223 A1 WO 2016062223A1 CN 2015092144 W CN2015092144 W CN 2015092144W WO 2016062223 A1 WO2016062223 A1 WO 2016062223A1
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WIPO (PCT)
Prior art keywords
wing
main
aircraft
attitude
motor
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PCT/CN2015/092144
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English (en)
French (fr)
Inventor
吴建伟
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吴建伟
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Publication of WO2016062223A1 publication Critical patent/WO2016062223A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • 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 takeoff and landing aircraft aircraft, and more particularly to a vertical takeoff and landing aircraft that can switch the thrust direction.
  • Tilting rotary-wing aircraft, Tilt Ducted Fan aircraft, and vertical take-off and landing jets are common vertical take-off and landing aircraft that can switch the thrust direction.
  • This type of aircraft is equipped with organic wings and can also be The thrust direction is switched between the vertical direction and the horizontal direction.
  • the aircraft can take off and land vertically like a helicopter.
  • the thrust direction is set in the horizontal direction, the aircraft can fly like a fixed-wing aircraft, which has the advantages of helicopter and fixed wing.
  • the vertical take-off and landing aircraft that can switch the thrust direction need to rely on attitude control devices to maintain the balance of the aircraft. It is necessary to rely on the attitude control device to realize the control of the flight attitude of the roll, pitch and yaw of the vertical take-off and landing process of the aircraft, and to realize the vertical and horizontal flight.
  • Non-rotating ring is mounted on the rotor shaft and is connected to the cycle variable pitch and total distance manipulator through a series of push rods. It can tilt in any direction or vertically.
  • the rotating ring is mounted on the non-rotating ring through the bearing and can rotate with the rotor shaft.
  • the torsion arm is used to ensure that the rotating ring rotates synchronously with the blade.
  • the anti-torsion arm is used to prevent rotation of the non-rotating ring.
  • the helicopter controls the pitch attitude and the roll attitude by manipulating the automatic tilter by the cyclic pitch control device, and can also control the longitudinal attitude and the roll attitude; and control the automatic tilter to change the rotor by the total distance control device.
  • the blade pitch is used to control the vertical speed of the helicopter.
  • the conventional helicopter is also equipped with a tail rotor for balancing the rotor reaction torque, and the helicopter yaw speed can be controlled by changing the total tail rotor pitch.
  • the V-22 Osprey tilt-rotor aircraft jointly designed and manufactured by American Bell and Boeing is connected to an engine compartment at each end of the wing.
  • the engine compartment can be tilted between a horizontal position and a vertical position.
  • a rotor is attached to the engine compartment.
  • the flight attitude control of the V-22 tilt-rotor aircraft is similar to that of the helicopter. It is also used to control the flight attitude of the aircraft by changing the rotor blade period and synchronizing the rotor blade pitch by the periodic variable distance control device and the total distance control device.
  • the V-22 tilt-rotor aircraft produces a longitudinal thrust differential between the rotors by tilting at least one of the engine compartments to control the yaw speed of the aircraft.
  • attitude control devices for helicopters or tilt-rotor aircraft use complex mechanical components, they require high production materials, are difficult to manufacture, complicated to install, and costly to maintain; and such attitude control devices are only suitable for An aircraft that uses a rotor connected to the engine power as a thrust device is used, and most of these aircraft employ a turboshaft engine or a piston engine.
  • Tilt Ducted Fan aircraft have the same advantages and disadvantages as tilt-rotor aircraft, such as Bell's X-22 tilting ducted fan aircraft, propellers placed in ducted ducts, forming ducted fans (D ucted Fan), the initial look is not much different from the ordinary propeller, but the airflow inside and outside the duct has a speed difference. Under the action of the shell effort principle, the high airflow in the duct can drag the low-speed airflow outside the duct, which can be generated. An additional thrust of up to 50% more than the flow in the duct.
  • the Bell X-22 uses four turboshaft engines, two on each side of the vertical tail, and drives all four ducted fans through a cross-linked synchronous shaft.
  • the X-22 tilting ducted fan aircraft is equipped with a pneumatic control rudder surface as an attitude control device for each duct exit, which is used to provide a vertical flight and flight attitude. control.
  • a 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 engine is used to provide the lift required for landing and the thrust required for transitional and normal flight.
  • the two pairs of nozzles are symmetrical to the center of gravity of the aircraft, and are placed on both sides of the fuselage.
  • the control lever of the engine and the throttle lever of the engine are controlled by the nozzle to control the thrust vector of the engine to change the magnitude and direction of the thrust.
  • the nose, fuselage and wingtips are equipped with a jet reaction control system that bleeds from the engine to control the flight attitude of vertical, short-range landing or hovering, and can also be used in normal flight to improve the maneuverability of the stall.
  • attitude control device for the vertical take-off and landing jet aircraft also uses complex mechanical components, especially the rotatable spout, it not only requires high material requirements, but also is difficult to produce, thus increasing the cost of production and maintenance;
  • the state-controlled device is only suitable for aircraft using a vector nozzle or a lift engine or even a lift fan connected to the engine power through a transmission as a vertical thrust device. This type of aircraft uses a special turbofan or turbojet engine.
  • attitude control devices of the above-mentioned type of vertical take-off and landing aircraft used for flight attitude control are all complicated mechanical structures, and a large number of mechanical components not only increase the manufacturing difficulty but also increase the cost of production and maintenance; Moreover, such an aircraft using a complex mechanical structure attitude control device is not flexible enough and is not easy to operate.
  • the technical problem to be solved by the present invention is to provide a vertical take-off and landing aircraft capable of more flexibly controlling a flight attitude without an attitude control device having a complicated mechanical structure.
  • the vertical take-off and landing aircraft of the present invention includes a fuselage, a main wing, a main thrust device that can tilt between a horizontal position and a vertical position, and a tilting device that tilts the main thrust device,
  • An attitude control device for controlling a flight attitude the main wing includes a left half wing and a right half wing, and the main thrust device uses a heat engine as a power device; wherein the attitude control device is composed of a power module, at least two posture adjustment devices, a governor module,
  • the flight control system is composed of a motor, a propeller or a Ducted Fan connected to the motor power; the governor module is used to respectively adjust the output power of the motor of each position adjusting device, and the governor module accepts Control of the flight control system;
  • the power module is used to provide power; at least one of the position adjustment devices is disposed in the left half wing, and at least one of the position adjustment devices is disposed on the right half wing
  • the flight control system controls the governor module by providing a position adjustment device on the left and right half wings of the main wing, and the governor module separately adjusts the output power of each group of motors, by adjusting each posture.
  • the difference in thrust generated by the device realizes the control of the rolling attitude of the aircraft; the balance control of the pitch attitude can be realized by tilting the main thrust device to generate a vector component of the vertical thrust and the longitudinal thrust.
  • the position adjusting device is disposed at the end of the main wing.
  • the propeller or ducted fan of the position adjustment device is disposed at the end of the left and right halves of the main wing, so that the propeller or ducted fan of the attitude adjustment device can be moved away from the center of gravity of the aircraft, which can improve the efficiency of attitude control of the attitude adjustment device. .
  • the aircraft is further provided with at least one attitude adjusting device placed at the head or the tail of the aircraft.
  • the pointing device can be connected to the fuselage or connected to the head or tail of the aircraft by means of a wing, a connecting shaft or the like.
  • the attitude of the aircraft can be controlled by the position adjustment device; the attitude control device controlled by the flight control system with the motor as the power device is more sensitive, quicker and easier to operate, thereby making the attitude control of the aircraft more stable.
  • the aircraft is further provided with a horizontal tail, the horizontal tail includes a left tail and a right tail; each of the positioning devices are respectively disposed at the ends of the left tail, the right tail, the left half wing, and the right half wing.
  • a horizontal tail includes a left tail and a right tail; each of the positioning devices are respectively disposed at the ends of the left tail, the right tail, the left half wing, and the right half wing.
  • the main wing is a two-wing structure, wherein the first main wing is placed on the side of the front half of the aircraft near the nose, and the second main wing is placed in the second half of the aircraft.
  • the tail side; each of the first main wing and the second main wing is provided with a position adjusting device.
  • each of the attitude adjusting devices is disposed at an end of each of the first main wing and the second main wing.
  • the first main wing can also be set as a forward swept wing.
  • the stability of the longitudinal flight of the aircraft can be improved and the lift of the fixed wing can be increased.
  • the position of the main thrust device that generates the vertical thrust and the position of the wing that generates the fixed wing lift It is not necessary to concentrate on the vicinity of the center of gravity, and the main thrust device does not conflict with the position of the wing, which makes the arrangement of the main thrust device more convenient; in addition, the propeller or ducted fan of the attitude adjusting device is respectively disposed on each half of the first main wing and the second main wing. The end portion can improve the efficiency of the attitude control device.
  • the first main wing is set as a forward swept wing
  • the second main wing is set as a swept wing to increase the maneuverability and lift-to-drag ratio of the aircraft, and also to increase the space between the first main wing and the second main wing.
  • the articulation device can be movably connected, and the propeller or ducted fan is arranged to be tiltable between a horizontal position and a vertical position; the posture adjustment device further includes tilting Device.
  • the power module includes an electric power storage device, a generator, and a The motor is electrically coupled to the electric power storage device; the propeller or ducted fan of the position adjusting device is connected to the power of the generator; the motor includes a rotor and a stator, and the rotor of the motor also serves as a rotor of the generator.
  • the direction of the thrust generated by the posture adjusting device can be switched between the vertical direction and the horizontal direction by the tilting posture adjusting device, and the utilization efficiency of the posture adjusting device can be improved; and the yaw can be performed by the tilting posture adjusting device.
  • the propeller or ducted fan of the position adjustment device is connected to the generator power, so that the propeller or the ducted fan can be used as the power input device of the generator to generate electricity and charge the power module.
  • two sets of main thrust devices are respectively disposed on the left and right sides of the middle section of the fuselage, and the main thrust device is a turbofan engine, a turbojet engine, and a power connection engine. Any of the rotor or ducted fans.
  • the top of the middle section of the fuselage is provided with a ridge, and the main thrust device is connected to the ridge.
  • the risks caused by the shackles make the aircraft safer.
  • the top of the middle section of the fuselage is provided with a ridge portion, and the main thrust device is connected to the ridge portion, so that the main thrust device can be tilted to a horizontal state.
  • the main thrust device does not touch the ground, so that the aircraft can take off and land in a sliding manner.
  • FIG. 1 is a working principle diagram of an attitude control device of a vertical take-off and landing aircraft according to the present invention.
  • FIG. 2 is a schematic structural view of a vertical take-off and landing aircraft of the present invention.
  • FIG. 3 is a schematic view of a tilting device connection tilting device of a vertical take-off and landing aircraft of the present invention.
  • FIG. 4 is a schematic view showing a ridge portion at the top of a middle portion of a fuselage of a vertical take-off and landing aircraft of the present invention.
  • FIG. 5 is a schematic view of a vertical landing gear of the present invention connecting a wing and a propeller through an elongated shaft.
  • a vertical take-off and landing aircraft of the present invention includes a fuselage 1, a main wing, a main thrust device 2 that can tilt between a horizontal position and a vertical position, a tilting device that tilts the main thrust device 2,
  • An attitude control device for controlling a flight attitude the main wing includes a left half wing and a right half wing, and the main thrust device 2 uses a heat engine as a power device; and the attitude control device is configured by the power module 5, at least Two posture adjustment devices 4, a governor module 9, and a flight control system 6;
  • the posture adjustment device 4 is composed of a motor 4a, and The propeller or ducted fan 4b of the motor 4a is connected to the power;
  • the governor module 9 is configured to respectively adjust the output power of the motor 4a of each of the position adjusting devices 4, and the governor module 9 accepts the flight control system Controlling the power supply module 5 for providing power; at least one of the positioning devices 4 is disposed on the left half wing, and at least one of the positioning devices 4 is disposed
  • the power module 5 is used to supply power to the motor 4a, and can also provide power for the power unit such as the governor module 9, the flight control system 6, and the like.
  • the power module 5 can be an electric power storage device, such as a rechargeable battery, a super capacitor, a nuclear battery, etc.
  • the rechargeable battery can be a lithium ion battery, or other types of rechargeable batteries such as a nickel-cadmium battery, a nickel-hydrogen battery, a lithium-lithium battery, or the like.
  • the power module 5 can also be a power generating device, including a power input device for the generator and the power connection generator, the power input device can be a heat engine or a fan blade; and the power module 5 can also be an electric power storage device to which the power generating device is connected.
  • the motor 4a uses a brushless motor as the best, 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 module 9 can adopt a device including an electronic governor, an electron speed controller, a DC motor governor, an AC motor governor, etc., which can adjust the output power of the motor; the governor module 9 can be a motor 4a or other device.
  • a module combined together can also be an independent governor, which can be a single-group output governor for controlling a single motor, or a multi-group output governor for controlling multiple motors separately; type of governor It should match the type of motor 4a, such as brushless motor with brushless electronic governor, brushed motor with brushed electronic governor, and so on.
  • the governor module 9 is controlled by the flight control system 6, and the governor module 9 can be signally or electrically coupled to the flight control system 6; the flight control system 6 is an automatic control system for performing flight attitude and motion parameter control, flight control system 6 Electronic flight control system, digital flight control system, fly-by-wire control system and other flight control systems with automatic control capability can be used; flight control system 6 can be used to collect flight attitude data, analyze and process data, automatically issue control signals, and adjust The speeder module 9 controls the output power of the motor 4a to achieve attitude control of the aircraft.
  • the propeller or ducted fan of the attitude adjusting device 4 may form a reaction torque after the rotation, and may adopt a device that balances the setting of the reaction torque or sets the balance reaction torque. It is possible to balance the reaction torque by setting the rotation direction of the propeller or ducted fan of each position adjusting device 4 to the forward and reverse directions, the coaxial positive and negative scull by the reaction torque, and the tilting attitude device 4. setting.
  • Balance reaction The torque device 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 formed by the favorable interaction between the jet ejector and the rotor downflow.
  • Anti-torque device A device that balances the reaction torque is not required. It is also possible to implement the yaw control by means of a method of setting the balance reaction torque or a device for balancing the reaction torque.
  • the propeller referred to in the present invention refers to a device that converts engine rotational power into propulsive force by rotation in air, and fans, blades, rotors, and the like also fall within the scope of the propeller of the present invention.
  • the thrust device refers to a device that converts engine power into thrust, and the main thrust device 2 can be used to provide the main thrust to the aircraft.
  • the main thrust device 2 may be a rotor connected to the engine, a ducted fan, or other thrust devices, such as a vector engine, a turbofan engine, etc., which can provide a vertical thrust; a rotor or a ducted fan may be used.
  • Turbine shaft engine or piston engine; the number of main thrust devices 2 is not limited and may be one set, two sets or multiple sets.
  • the main thrust device 2 adopts a power-connected engine rotor or a ducted fan.
  • the reaction torque can be balanced by referring to the balance reaction torque of the above-described posture device 4, and the reaction torque of the attitude adjusting device 4 can be integrated to balance the reaction torque by the above method.
  • the repetitive description will not be repeated; similarly, it is not necessary that the main thrust device 2 is a device that uses a power-connected rotor or a ducted fan to balance the reaction torque. It is also possible to implement the yaw control by means of a method of balancing the reaction torque or a device for balancing the reaction torque.
  • the resultant force of the vertical lift generated by the main thrust device 2 deviates from the center of gravity of the aircraft, the balance of the aircraft can be achieved by the attitude control device, but this increases the burden of the attitude control device, so the preferred connection position of the main thrust device 2 can be all the main thrusts.
  • the resultant force of the lift generated by the device 2 can act at a position at the center of gravity of the aircraft, i.e., the position at which the main thrust device 2 is disposed substantially balances the aircraft; of course, this is only one of the preferences and is not limiting.
  • the above-mentioned "focusing device 4 may be disposed at the end of the main wing", mainly referring to the propeller or ducted fan 4b of the posture device 4 being disposed at the end of the main wing.
  • the motor 4a may be connected to the propeller or ducted fan 4b through an output shaft or a transmission device, and the motor 4a is disposed at the end of the main wing together with the propeller or ducted fan 4b; or the motor 4a is driven by a transmission shaft or the like with a propeller or a culvert
  • the duct fan 4b is connected, the motor 4a is disposed at other parts of the aircraft, and only the propeller or ducted fan 4b is connected to the end of the main wing; "the portion of the position adjusting device 4" or “all of the position adjusting device 4" is disposed at the end of the main wing
  • the position where the main wing is connected to the fuselage is The root portion, the end portion of the main wing mentioned above refers to the outermost end of the main wing away from the root, and the expressions "the tip, the tip of the main wing” and the like are all within the spirit and scope of the "end of the main wing" of the present invention.
  • the posture device 4 may be embedded in the main wing or may be connected to the main wing outside the main wing. However, since the posture device 4 is embedded in the main wing and is limited by the size of the main wing, the posture device 4 is on the main wing. Connecting to the main wing outside is a preferred solution; of course, this is only preferred and not limiting.
  • FIG. 5 is a schematic view showing a wing of a vertically ascending and descending aircraft according to the present invention connected to a wing and a propeller through an elongated shaft.
  • the position adjusting device 4 is connected to the motor 4a by a propeller, and the extension shaft 14 can be used to connect the wing and the propeller.
  • the downwash flow generated by the propeller is not blocked by the wing; the elongated shaft 14 may be aerodynamically shaped cylindrical, diamond shaped or the like.
  • the aircraft is further provided with at least one attitude adjusting device 4 placed at the head or the tail of the aircraft.
  • the position adjusting device 4 can be directly connected to the body 1, or connected to the body 1 of the head or the tail of the aircraft through a mechanism such as a empennage, a canard, and an extension shaft 14.
  • the aircraft is also provided with a horizontal tail, which includes a left tail and a right tail; each of the attitude devices 4 is disposed at the ends of the left tail, the right tail, the left half, and the right half.
  • FIG. 2 is a schematic structural view of a vertical take-off and landing aircraft according to the present invention, wherein the main wing may be a two-wing structure, wherein the first main wing 3a is placed in the front half of the aircraft near the nose side, and the second main wing 3b is placed on the aircraft.
  • the rear half is near the tail side; the respective half wings of the first main wing 3a and the second main wing 3b are respectively provided with the posture adjusting device 4.
  • each of the attitude adjusting devices 4 may be disposed at the ends of the respective half wings of the first main wing 3a and the second main wing 3b, respectively.
  • the first main wing 3a can also be configured as a forward swept wing.
  • Each half wing refers to each of the left and right wings.
  • the attitude adjusting device 4 can be movably connected, and the propeller or ducted fan 4b is set to be tiltable between a horizontal position and a vertical position; the posture adjusting device 4 is also Includes tilting device.
  • the servo actuator 11 can be used as a tilting device, and the servo actuator 11 can be connected or electrically connected to the flight control system 6; the servo actuator is an actuator of a flight control system, also called a steering gear;
  • the control surfaces of the aircraft can be directly controlled (such as composite steering gear type) or indirect (such as auxiliary steering gear type) according to the output command of the flight control computer.
  • servo actuators which can be operated by electro-hydraulic servo.
  • Other types of servo actuators such as electric servo actuators or pneumatic servo actuators, etc., can also be used.
  • a device such as a motor-connected gear set as a tilting device.
  • the posture device 4 can be movably connected by a hinge device 13 or a hinge or the like.
  • 3 is a schematic view showing a tilting device connected to a tilting device of a vertical take-off and landing aircraft according to the present invention, which may be provided with a nacelle 10 for loading a motor 4a or a transmission device, and the motor 4a is output through a motor.
  • the shaft is connected to the propeller or connected to the propeller through a transmission; the nacelle 10 is movably connected to the wing through the shaft device 13, and of course, the movable connection between the nacelle and the wing can be realized by means of a hinge or the like; the nacelle 10 and the servo actuate
  • the servo 11 is operatively coupled, and the servo actuator 11 can be directly coupled to the nacelle 10 or can be coupled to the nacelle 10 via the crankshaft 12 to effect tilting of the position adjusting device 4.
  • the nacelle 10 may not be provided, and the motor 4a and the wing may be directly connected.
  • the motor 4a is connected to the propeller or the ducted fan 4b through the motor output shaft; and the motor 4a is operatively connected with the servo actuator 11, thereby realizing Tilting of the propeller or ducted fan 4b.
  • the duct can be movably connected through the shaft device 13 or the hinge, and the duct is operatively connected with the servo actuator 11, thereby realizing the tilting of the ducted fan.
  • the motor 4a is connected to the propeller or ducted fan 4b through a transmission device such as a transmission shaft, and the motor 4a is disposed at a different position from the propeller or ducted fan 4b, so that only the propeller or ducted fan 4b can be tilted; when the motor 4a passes through the motor
  • the output shaft is coupled to the propeller or ducted fan 4b, and the motor 4a can be tilted with the propeller or ducted fan 4b; this simple transformation is still within the spirit and scope of the present invention.
  • the power module 5 includes an electric power storage device, a generator, and the generator is electrically coupled with the electric power storage device; the propeller or ducted fan 4b of the attitude adjusting device 4 and the power generation device The machine power is connected; the motor 4a includes a rotor and a stator, and the rotor of the motor 4a also serves as a rotor of the generator.
  • Fig. 4 is a schematic view showing the ridge portion of the middle portion of the fuselage of the vertical take-off and landing aircraft of the present invention.
  • the top portion of the middle portion of the fuselage 1 may be provided with a ridge portion 7 to which the main thrust device 2 is connected.
  • the ridge portion 7 is raised on the top of the fuselage 1 for raising the height of the main thrust device 2; the ridge portion 7 can be arranged to be aerodynamically streamlined.
  • the main thrust device 2 is any one of a turbofan engine, a turbojet engine, and a ducted fan of a power connection engine
  • the main thrust device 2 can be directly connected to the body 1 through an engine or a duct.
  • Main thrust The device 2 is a rotor ⁇ that is electrically connected to the engine, and the main thrust device 2 can be connected to the body 1 through a mechanism such as a short wing 8 or a connecting shaft.
  • the main thrust device 2 with a nacelle for loading the engine or the transmission; the engine or the duct or the nacelle can be connected via the hinge device 13 or the articulated movement, and then the servo actuator and the engine or nacelle Or an operative connection of the ducts to effect tilting of the main thrust device 2.
  • the position where the wing is connected to the fuselage is the root, and the end of the main wing or the horizontal tail of the present invention refers to the outermost end of the wing away from the root, the tip of the main wing or the horizontal tail,
  • the expression “points” are within the spirit and scope of the "end” of the main wing or horizontal tail of the present invention.
  • the expression “set” or “set in” with respect to the position of the position setting device 4 referred to in the present invention includes the range of "embedded within” and "connected outside”; by direct or It is still within the scope of the technical solution of the present invention to indirectly connect the position adjusting device 4 without substantially changing the position of the aircraft in which the position adjusting device 4 of the present invention is located.
  • the main wing and the horizontal tail may be provided with ailerons or flaps, or the ailerons and the flaps may be provided at the same time; the ailerons of the second main wing may also serve as the elevator.
  • the aircraft may also be provided with a vertical tail, and the vertical tail may also be provided with a rudder; the rudder control system may also be equipped with a damper to stop the yaw phenomenon, rudder and damper of the aircraft during high-altitude high-speed flight.
  • the aircraft is also provided with a landing gear device, which may also include a bearing strut, a shock absorber, a retracting mechanism, a front wheel damper and a turning steering mechanism.

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Abstract

本发明涉及一种垂直起降飞行器飞行器，包括机身（1）、主翼、可以在水平位置与垂直位置之间进行倾转的主推力装置（2）、使主推力装置倾转的倾转装置、用于控制飞行姿态的姿态控制装置；机翼包括左半翼及右半翼，主推力装置使用热机作为动力装置；其特征在于：姿态控制装置由至少两个调姿装置（4）、电源模块（5）、调速器模块（9）、飞行控制***（6）组成；调姿装置由电机（4a）、与电机功率连接的螺旋桨或涵道风扇（4b）组成；至少有一个调姿装置设置在左半翼，并且还至少有一个调姿装置设置在右半翼。这样使飞行器的机械结构得到简化、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。

Description

说明书 发明名称：一种垂直起降飞行器
[0001] 技术领域
[0002] 本发明涉及一种垂直起降飞行器飞行器， 尤其涉及一种可以切换推力方向的垂 直起降飞行器。
[0003] 背景技术
[0004] 倾转旋翼飞机、 倾转涵道风扇 （Tilt Ducted Fan) 飞机、 垂直起降的喷气式飞 机是常见的可以切换推力方向的垂直起降飞行器， 这种飞行器设置有机翼， 还 可以将推力方向在垂直方向和水平方向之间进行切换。 当推力方向设置在垂直 方向吋飞行器可以像直升机一样垂直地起降， 当推力方向设置在水平方向吋飞 行器又可以像固定翼飞机一样飞行， 兼备了直升机与固定翼的优点。 倾转旋翼 飞机、 倾转涵道风扇 （Tilt Ducted Fan) 飞机、 垂直起降的喷气式飞机等可以切 换推力方向的垂直起降飞行器在实现垂直起降吋需要依靠姿态控制装置来保持 飞行器的平衡， 需要依靠姿态控制的装置来实现飞行器垂直起降过程的滚转、 俯仰、 偏航的飞行姿态的控制， 以及实现纵向及横向飞行。
[0005] 传统的直升机安装有自动倾斜器， 自动倾斜器由两个主要零件组成： 一个不旋 转环和一个旋转环。 不旋转环被安装在旋翼轴上， 并通过一系列推拉杆与周期 变距和总距操纵装置相连。 它能够向任意方向倾斜， 也能垂直移动。 旋转环通 过轴承被安装在不旋转环上， 能够同旋翼轴一起旋转。 扭力臂用于保证旋转环 与桨叶一起同步旋转。 防扭臂则用于阻止不旋转环旋转。 这两个环作为一个单 元体同吋倾斜和上下。 旋转环通过拉杆与变距摇臂相连。 直升机是通过周期变 距操纵装置操纵自动倾斜器使旋翼桨叶周期变距实现俯仰姿态及滚转姿态的控 制， 也可以控制纵向速度及横向速度； 通过总距操纵装置操纵自动倾斜器同步 改变旋翼桨叶桨距用于控制直升机的垂直速度。 传统的直升机还安装有尾桨用 于平衡旋翼反作用扭矩， 通过改变尾桨总距可以控制直升机偏航速度。
[0006] 由美国贝尔公司和波音公司联合设计制造的 V-22鱼鹰式倾转旋翼飞机在机翼的 两端部各连接有一个发动机舱， 发动机舱可以在水平位置与垂直位置之间倾转 ， 发动机舱上连接有旋翼。 V-22倾转旋翼飞机的飞行姿态控制与直升机类似， 也是通过周期变距操纵装置及总距操纵装置使旋翼桨叶周期变距及同步改变旋 翼桨叶桨距用于控制飞机飞行姿态。 V-22倾转旋翼飞机通过倾转至少一个发动 机舱， 从而在旋翼之间产生纵向推力差异， 用于控制飞机的偏航速度。 因为用 于直升机或倾转旋翼飞机的姿态控制的装置都是采用复杂机械部件， 所以对制 作材料要求高、 生产难度大、 安装复杂、 维护成本高； 而且此类的姿态控制的 装置只适用于采用了与发动机功率连接的旋翼作为推力装置的飞行器， 该类飞 行器大多采用涡轮轴发动机或者活塞式发动机。
[0007] 倾转涵道风扇 （Tilt Ducted Fan) 飞机具有和倾转旋翼飞机一样的优缺点， 例 如贝尔公司的 X-22倾转涵道风扇飞机， 螺旋桨置于涵道中， 组成了涵道风扇 （D ucted Fan) ， 初看和普通螺旋桨没有太大两样， 但是涵道内外的气流有速度差， 在贝努力原理的作用下， 涵道内的高度气流可以拖动涵道外的低速气流， 可以 产生比涵道内气流流动多至 50%的额外推力。 贝尔 X-22采用四台涡轴发动机， 两两布置在垂尾两侧， 通过交联的同步轴， 驱动所有四副涵道风扇。 与 V-22鱼 鹰式倾转旋翼飞机不同的是， X-22倾转涵道风扇飞机每个涵道出口设置有气动 控制舵面作为姿态控制装置， 用来提供垂直起落和平飞中的飞行姿态控制。 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。
[0008] 由英国霍克飞机公司和布里斯托尔航空发动机公司研制的"鹞"式战斗机， 它实 现垂直 /短距起落的基本原理在于采用一台 4个可旋转喷口的"飞马"涡扇发动机来 提供起落吋所需的升力以及过渡飞行和正常飞行所需的推力。 两对喷口对称于 飞机重心， 分置机身两侧， 通过喷口操纵***的操纵杆和发动机油门杆， 实现 发动机推力矢量的控制改变推力的大小和方向。 机头、 机身和翼梢装有从发动 机引气的喷气反作用操纵***， 用以控制垂直、 短距起落或悬停吋的飞行姿态 ， 在正常飞行中也可用以改善失速吋的操纵性。 因为用于垂直起降喷气式飞机 的姿态控制的装置也是采用复杂的机械部件， 特别是可旋转喷口， 不仅对制作 的材料要求高、 而且生产难度大， 所以提高了生产和维护的成本； 而且此类姿 态控制的装置只适用于采用了矢量喷口或举升发动机甚至通过传动装置与发动 机功率连接的升力风扇作为垂直推力装置的的飞行器， 此类飞行器采用特制的 涡扇或涡喷发动机。
[0009] 上述类型的垂直起降飞行器用来作为的飞行姿态控制的姿态控制装置都是采用 复杂的机械结构的， 大量的机械部件不仅增加了制造的难度， 也提高的生产和 维护的成本； 而且此类采用复杂机械结构的姿态控制装置的飞行器不够灵活和 不易操作。
[0010] 发明内容
[0011] 本发明要解决的技术问题是提供一种没有复杂机械结构的姿态控制装置的、 可 以更灵活地控制飞行姿态的垂直起降飞行器。
[0012] 为解决上述技术问题， 本发明的垂直起降飞行器包括机身、 主翼、 可以在水平 位置与垂直位置之间进行倾转的主推力装置、 使主推力装置倾转的倾转装置、 用于控制飞行姿态的姿态控制装置； 主翼包括左半翼及右半翼， 主推力装置使 用热机作为动力装置； 其中， 姿态控制装置由电源模块、 至少两个调姿装置、 调速器模块、 飞行控制***组成； 调姿装置由电机、 与电机功率连接的螺旋桨 或涵道风扇 （Ducted Fan) 组成； 调速器模块用于分别调节各个调姿装置的电机 的输出功率， 调速器模块接受飞行控制***的控制； 电源模块用于提供电源； 至少有一个调姿装置设置在左半翼， 并且还至少有一个调姿装置设置在右半翼
[0013] 通过在主翼的左半翼及右半翼分别设置有调姿装置， 飞行控制***对调速器模 块实施控制， 调速器模块分别调节每组电机的输出功率， 通过调节各个调姿装 置所产生的推力的差异， 实现对飞行器滚转姿态的控制； 可以通过倾转主推力 装置使其产生垂直方向推力及纵向推力的矢量分量实现对俯仰姿态的平衡控制 。 这样的好处是， 采用了使用电能的姿态控制装置可以免去原先复杂的机械部 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 装置的姿态控制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。
[0014] 作为本发明一种垂直起降飞行器的进一步改进， 调姿装置设置在主翼的端部。 调姿装置的螺旋桨或涵道风扇设置在主翼的左半翼、 右半翼的端部， 可以使调 姿装置的螺旋桨或涵道风扇远离飞行器的重心， 这样可以提高调姿装置姿态控 制的效率。
[0015] 作为本发明一种垂直起降飞行器的另一个改进， 该飞行器还设置有至少一个调 姿装置置于在飞行器的头部或尾部。 调姿装置可以连接在机身或者通过机翼、 连接轴等机构连接在飞行器的头部或尾部。 这样可以通过调姿装置对飞行器的 俯仰姿态进行控制； 通过飞行控制***控制的以电机作为动力装置的姿态控制 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
[0016] 更进一步地改进， 该飞行器还设置有水平尾翼， 水平尾翼包括左尾翼及右尾翼 ； 各个调姿装置分别设置在左尾翼、 右尾翼、 左半翼、 右半翼的端部。 这样的 设置可以使调姿装置的螺旋桨或涵道风扇远离飞行器的重心， 这样可以提高调 姿装置姿态控制的效率。
[0017] 作为本发明一种垂直起降飞行器的另一个改进， 主翼为双翼结构， 其中第一主 翼置于飞行器的前半段靠近机头一侧， 第二主翼置于飞行器的后半段靠近机尾 一侧； 第一主翼及第二主翼的各个半翼分别设置有调姿装置。 作为进一步改进 ， 各个调姿装置分别设置在第一主翼、 第二主翼的各个半翼的端部。 作为更进 一步改进， 还可以将第一主翼设置为前掠翼。 通过采用双翼结构的主翼， 可以 提高了飞行器纵向飞行吋的稳定性及增加固定翼升力； 通过采用双翼结构的主 翼的飞行器， 其产生垂直推力的主推力装置与产生固定翼升力的机翼的位置可 以不用集中在重心附近， 主推力装置与机翼位置没有冲突， 可以使主推力装置 布置更加方便； 此外调姿装置的螺旋桨或涵道风扇分别设置在第一主翼、 第二 主翼的各个半翼的端部可以提高调姿装置姿态控制的效率。 第一主翼设置为前 掠翼， 第二主翼设置为后掠翼可以增加飞行器的机动性能及升阻比， 还可以增 加第一主翼与第二主翼之间的空间。
[0018] 作为本发明一种垂直起降飞行器的进一步改进， 可以活动连接调姿装置， 螺旋 桨或涵道风扇设置为可以在水平位置与垂直位置之间进行倾转； 调姿装置还包 括倾转装置。 作为更进一步改进， 电源模块包括电功率储存装置、 发电机， 发 电机与电功率储存装置电耦合； 调姿装置的螺旋桨或涵道风扇与发电机功率连 接； 电机包括转子与定子， 电机的转子兼作发电机的转子。 这样可以通过倾转 调姿装置， 使调姿装置所产生的推力的方向可以在垂直方向和水平方向之间进 行切换， 提高的调姿装置的利用效率； 还可以通过倾转调姿装置， 进行偏航控 制。 调姿装置的螺旋桨或涵道风扇与发电机功率连接， 这样可以利用螺旋桨或 涵道风扇作为发电机的功率输入装置进行发电， 并对电源模块进行充电。
[0019] 作为本发明一种垂直起降飞行器的更进一步改进， 有 2组主推力装置分别设置 在机身中段的左右两侧， 主推力装置为涡扇发动机、 涡喷发动机、 功率连接发 动机的旋翼或涵道风扇中的任意一种。 机身的中段顶部设置有***部， 主推力 装置连接在***部。 有两组主推力装置分别连接于机身的中段的左右两侧， 可 以使主推力装置更加集中在飞行器的重心附近， 可以提高飞行器飞行的稳定性 ； 同吋减少因左右主推力装置产生推力差异吋而所造成的风险， 使飞行器更加 安全。 机身的中段顶部设置有***部， 主推力装置连接在***部， 可以使主推 力装置倾转为水平状态吋主推力装置不会触及地面， 使飞行器可以以滑跑的方 式起降。
[0020] 附图说明
[0021] 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。
[0022] 图 1是本发明一种垂直起降飞行器的姿态控制装置工作原理图。
[0023] 图 2是本发明一种垂直起降飞行器的结构示意图。
[0024] 图 3是本发明一种垂直起降飞行器的调姿装置连接倾转装置的示意图。
[0025] 图 4是本发明一种垂直起降飞行器的机身中段的顶部设置有***部的示意图。
[0026] 图 5是本发明一种垂直起降飞行器的通过伸长轴连接机翼与螺旋桨示意图。
[0027] 具体实施方式
[0028] 本发明一种垂直起降飞行器包括机身 1、 主翼、 可以在水平位置与垂直位置之 间进行倾转的主推力装置 2、 使所述主推力装置 2倾转的倾转装置、 用于控制飞 行姿态的姿态控制装置； 所述主翼包括左半翼及右半翼， 所述主推力装置 2使用 热机作为动力装置； 其特征在于： 所述的姿态控制装置由电源模块 5、 至少两个 调姿装置 4、 调速器模块 9、 飞行控制*** 6组成； 所述的调姿装置 4由电机 4a、 与 电机 4a功率连接的螺旋桨或涵道风扇 4b组成； 所述的调速器模块 9用于分别调节 各个调姿装置 4的电机 4a的输出功率， 所述调速器模块 9接受所述飞行控制*** 6 的控制； 所述电源模块 5用于提供电源； 至少有一个所述的调姿装置 4设置在所 述的左半翼， 并且还至少有一个所述的调姿装置 4设置在所述的右半翼。 调姿装 置 4可以设置在主翼的端部。
[0029] 电源模块 5用于为电机 4a提供电源， 还可以为调速器模块 9、 飞行控制*** 6等 用电装置提供电源。 电源模块 5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， 充电电池可以采用锂离子电池， 也可以是其它类型的充电电 池例如镍镉电池、 镍氢电池、 铁锂电池等； 电源模块 5也可以是发电装置， 包括 发电机和功率连接发电机的功率输入装置， 功率输入装置可以是热机或扇叶； 电源模块 5也可以是连接有发电装置的电功率储存装置。 电机 4a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。 调速器模块 9可以采用包括电子调速器 electron ic 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； 调速器模块 9可以为与电机 4a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 4a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。 调速器模 块 9接受飞行控制*** 6控制， 调速器模块 9可以与飞行控制*** 6信号连接或电 联接； 飞行控制*** 6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*** 6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***； 可以利用飞行控制*** 6采集飞行姿态数 据、 分析处理数据、 自动发出控制信号， 通过调速器模块 9控制电机 4a的输出功 率， 从而实现对飞行器的姿态控制。
[0030] 调姿装置 4的螺旋桨或涵道风扇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装置 4的 螺旋桨或涵道风扇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 消的共轴正反双桨、 倾斜调姿装置 4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。 本发明所提及的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、 旋翼等也属于本发明所述的螺旋桨的范围。
[0031] 所谓推力装置是指将发动机功率转换为推力的装置， 可以利用主推力装置 2为 飞行器提供主要的推力。 主推力装置 2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； 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 2数量不限， 可以为一组、 双组或多组。 主推力装置 2采用 功率连接发动机的旋翼或涵道风扇吋可以参考上述调姿装置 4平衡反作用扭矩的 方法来平衡反作用扭矩， 还可以综合调姿装置 4的反作用扭矩利用上述方法来平 衡反作用扭矩， 在此不再作重复说明； 同样， 主推力装置 2为采用功率连接发动 机的旋翼或涵道风扇吋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。 虽然主 推力装置 2产生的垂直升力的合力偏离飞行器重心处吋可以依靠姿态控制装置实 现飞行器的平衡， 但是这样会增加姿态控制装置的负担， 所以主推力装置 2优选 的连接位置可以是所有主推力装置 2所产生的升力的合力可作用在飞行器大体重 心处的位置， 即主推力装置 2设置的位置大体上可使飞行器平衡； 当然， 这只是 其中一个优选而并非是限定。
[0032] 以上所提到的 "调姿装置 4可以设置在主翼的端部"， 主要是指调姿装置 4的螺旋 桨或涵道风扇 4b设置在主翼的端部。 可以是电机 4a通过输出轴或传动装置与螺旋 桨或涵道风扇 4b连接， 电机 4a与螺旋桨或涵道风扇 4b同吋设置在主翼的端部； 或 者电机 4a通过传动轴等传动装置与螺旋桨或涵道风扇 4b连接， 电机 4a设置在飞行 器的其它部位， 仅螺旋桨或涵道风扇 4b连接在主翼的端部； "调姿装置 4的部分" 或"调姿装置 4的全部"设置在主翼的端部， 这两种简单的变换均属于本发明 "调 姿装置 4设置在主翼的端部"方案的精神和范围之内。 主翼与机身连接的位置为 根部， 以上所提到主翼的端部是指远离根部的主翼的最外端， "主翼的梢部、 尖 部"等表述均属于本发明"主翼的端部"的精神和范围之内。
[0033] 调姿装置 4可以内嵌在主翼内， 也可以在主翼之外与主翼连接， 但由于调姿装 置 4内嵌在主翼内受到了主翼大小的限制， 所以以调姿装置 4在主翼之外与主翼 连接为优选的方案； 当然， 这只是优选而并非限制。 图 5所示本发明一种垂直起 降飞行器的通过伸长轴连接机翼与螺旋桨示意图， 调姿装置 4采用螺旋桨与电机 4a连接吋， 可以采用伸长轴 14连接机翼与螺旋桨， 目的使螺旋桨所产生的下洗气 流不被机翼所阻挡； 伸长轴 14可以为符合空气动力的圆柱形、 菱形等形状。
[0034] 作为本发明一种垂直起降飞行器的进一步改进， 该飞行器还设置有至少一个调 姿装置 4置于在飞行器的头部或尾部。 调姿装置 4可以直接连接在机身 1， 或者通 过尾翼、 鸭翼、 伸长轴 14等机构与飞行器的头部或尾部的机身 1连接。 作为进一 步改进， 该飞行器还设置有水平尾翼， 水平尾翼包括左尾翼及右尾翼； 各个调 姿装置 4分别设置在左尾翼、 右尾翼、 左半翼、 右半翼的端部。
[0035] 图 2所示本发明一种垂直起降飞行器的结构示意图， 主翼可以为双翼结构， 其 中第一主翼 3a置于飞行器的前半段靠近机头一侧， 第二主翼 3b置于飞行器的后半 段靠近机尾一侧； 第一主翼 3a及第二主翼 3b的各个半翼分别设置有调姿装置 4。 作为进一步改进， 各个调姿装置 4可以分别设置在第一主翼 3a、 第二主翼 3b的各 个半翼的端部。 第一主翼 3a还可以设置为前掠翼。 各个半翼是指各个左半翼、 右 半翼。
[0036] 作为本发明一种垂直起降飞行器的进一步改进， 可以活动连接调姿装置 4， 螺 旋桨或涵道风扇 4b设置为可以在水平位置与垂直位置之间进行倾转； 调姿装置 4 还包括倾转装置。 可以采用伺服作动器 11作为倾转装置， 伺服作动器 11可以与 飞行控制*** 6信号连接或电联接； 伺服作动器是指一种飞行控制***的执行机 构， 亦称舵机； 它可以按照飞控计算机的输出指令对飞行器的各操纵面进行直 接 （如复合舵机型） 或间接 （如辅助舵机型） 控制； 伺服作动器有多种类型， 可以采用电液伺服作动器， 也可以采用其它类型的伺服作动器， 例如电动式伺 服作动器或气动式伺服作动器等等。 也可以采用电机连接齿轮组等装置作为倾 转装置。 可以通过转轴装置 13或铰链等装置活动连接调姿装置 4。 [0037] 图 3所示本发明一种垂直起降飞行器的调姿装置连接倾转装置的示意图， 可以 设置有短舱 10， 短舱 10用于装载电机 4a或传动装置， 电机 4a通过电机输出轴与螺 旋桨连接或通过传动装置与螺旋桨连接； 短舱 10通过转轴装置 13与机翼活动连 接， 当然， 还可以通过铰链等装置实现短舱与机翼的活动连接； 短舱 10与伺服 作动器 11可操作地连接， 伺服作动器 11可以直接与短舱 10连接， 也可以通过曲 轴 12与短舱 10连接， 从而实现调姿装置 4的倾转。 当然， 也可以不设置短舱 10， 可以直接活动连接电机 4a与机翼， 电机 4a通过电机输出轴与螺旋桨或涵道风扇 4b 连接； 通过电机 4a与伺服作动器 11可操作连接， 从而实现螺旋桨或涵道风扇 4b的 倾转。 当调姿装置 4采用涵道风扇与电机 4a功率连接吋， 可以通过转轴装置 13或 铰链活动连接涵道， 涵道与与伺服作动器 11可操作连接， 从而实现涵道风扇的 倾转。
[0038] 螺旋桨或涵道风扇 4b倾转吋， 电机 4a不一定要伴随螺旋桨或涵道风扇 4b倾转。
例如电机 4a通过传动轴等传动装置与螺旋桨或涵道风扇 4b连接， 电机 4a与螺旋桨 或涵道风扇 4b设置在不同的位置， 这样可以仅倾转螺旋桨或涵道风扇 4b; 当电 机 4a通过电机输出轴与螺旋桨或涵道风扇 4b连接吋， 电机 4a可以伴随螺旋桨或涵 道风扇 4b同吋倾转； 这种简单的变换仍属于本发明方案的精神和范围之内。
[0039] 作为本发明一种垂直起降飞行器的更进一步改进， 电源模块 5包括电功率储存 装置、 发电机， 发电机与电功率储存装置电耦合； 调姿装置 4的螺旋桨或涵道风 扇 4b与发电机功率连接； 电机 4a包括转子与定子， 电机 4a的转子兼作发电机的转 子。
[0040] 作为本发明一种垂直起降飞行器的更进一步改进， 有两组主推力装置 2分别设 置在机身 1中段的左右两侧， 主推力装置 2为涡扇发动机、 涡喷发动机、 功率连 接发动机的旋翼或涵道风扇中的任意一种。 图 4是本发明一种垂直起降飞行器的 机身中段的顶部设置有***部的示意图， 机身 1的中段顶部可以设置有***部 7 ， 主推力装置 2连接在***部 7。 ***部 7凸起于机身 1顶部， 用于提升主推力装 置 2的高度； ***部 7可以设置成符合空气动力的流线型。
[0041] 当主推力装置 2为涡扇发动机、 涡喷发动机、 功率连接发动机的涵道风扇中的 任意一种吋， 主推力装置 2可以直接通过发动机或涵道与机身 1连接。 当主推力 装置 2为功率连接发动机的旋翼吋， 主推力装置 2可以通过短翼 8或连接轴等机构 与机身 1连接。 还可以为主推力装置 2设置有短舱， 短舱用于装载发动机或传动 机构； 可以通过转轴装置 13或铰接活动连接发动机或涵道或短舱， 再通过伺服 作动器与发动机或短舱或涵道的可操作连接， 从而实现主推力装置 2的倾转。
[0042] 机翼与机身连接的位置为根部， 本发明所提到主翼的端部或水平尾翼的端部是 指远离根部的机翼的最外端， 主翼或水平尾翼的"梢部、 尖部"等表述均属于本发 明主翼或水平尾翼的"端部"的精神和范围之内。 本发明所提及的关于调姿装置 4 设置的位置的 "置于 "或"设置在 "的表述包括了"内嵌在其之内 "及"连接在其之外" 的范围； 通过直接或间接连接调姿装置 4而不实质上改变本发明所述调姿装置 4 所处于飞行器的位置均仍属于本发明技术方案的范围内。
[0043] 作为本发明垂直起降飞行器的进一步改进， 主翼、 水平尾翼可以设置有副翼或 襟翼， 或副翼与襟翼同吋都设置； 第二主翼的副翼还可以兼作升降舵。 进一步 的， 飞行器还可以还设置有垂直尾翼， 垂直尾翼还可以设置有方向舵； 方向舵 操纵***中还可以装有阻尼器， 以制止飞行器在高空高速飞行中出现的偏航摇 摆现象， 方向舵及阻尼器都不是必需的。 飞行器还设置有起落架装置， 起落架 装置还可以包括承力支柱、 减震器、 收放机构、 前轮减摆器和转弯操纵机构。
[0044] 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] 一种垂直起降飞行器， 包括机身 （1) 、 主翼、 可以在水平位置与垂 直位置之间进行倾转的主推力装置 （2) 、 使所述主推力装置 （2) 倾 转的倾转装置、 用于控制飞行姿态的姿态控制装置； 所述主翼包括左 半翼及右半翼， 所述主推力装置 （2) 使用热机作为动力装置； 其特 征在于： 所述的姿态控制装置由电源模块 （5) 、 至少两个调姿装置
(4) 、 调速器模块 （9) 、 飞行控制*** （6) 组成； 所述的调姿装 置 （4) 由电机 （4a) 、 与电机 （4a) 功率连接的螺旋桨或涵道风扇
(4b) 组成； 所述的调速器模块 （9) 用于分别调节各个调姿装置 （4 ) 的电机 （4a) 的输出功率， 所述调速器模块 （9) 接受所述飞行控 制*** （6) 的控制； 所述电源模块 （5) 用于提供电源； 至少有一个 所述的调姿装置 （4) 设置在所述的左半翼， 并且还至少有一个所述 的调姿装置 （4) 设置在所述的右半翼。
[权利要求 2] 根据权利要求 1所述的垂直起降飞行器， 其特征在于： 所述的调姿装 置 （4) 设置在所述主翼的端部。
[权利要求 3] 根据权利要求 1所述的垂直起降飞行器， 其特征在于： 该飞行器还设 置有至少一个所述的调姿装置 （4) 置于在所述飞行器的头部或尾部
[权利要求 4] 根据权利要求 3所述的垂直起降飞行器， 其特征在于： 该飞行器还设 置有水平尾翼， 所述的水平尾翼包括左尾翼及右尾翼； 所述的各个调 姿装置 （4) 分别设置在所述左尾翼、 右尾翼、 左半翼、 右半翼的端 部。
[权利要求 5] 根据权利要求 1所述的垂直起降飞行器， 其特征在于： 所述的主翼为 双翼结构， 其中第一主翼 （3a) 置于飞行器的前半段靠近机头一侧， 第二主翼 （3b) 置于飞行器的后半段靠近机尾一侧； 所述第一主翼 （ 3a) 及所述第二主翼 （3b) 的各个半翼分别设置有所述的调姿装置 （
[权利要求 6] 根据权利要求 5所述的垂直起降飞行器， 其特征在于： 所述的各个调 姿装置 （4) 分别设置在所述第一主翼 （3a) 、 第二主翼 （3b) 的各 个半翼的端部。
根据权利要求 5所述的垂直起降飞行器， 其特征在于： 所述的第一主 翼 （3a) 设置为前掠翼。
根据权利要求 1至 7所述的任一垂直起降飞行器， 其特征在于： 活动连 接所述的调姿装置 （4) ， 所述的螺旋桨或涵道风扇 （4b) 设置为可 以在水平位置与垂直位置之间进行倾转； 所述的调姿装置 （4) 还包 括倾转装置。
根据权利要求 8所述的垂直起降飞行器， 其特征在于： 所述的电源模 块 （5) 包括电功率储存装置、 发电机， 所述的发电机与所述的电功 率储存装置电耦合； 所述的调姿装置 （4) 的螺旋桨或涵道风扇 （4b ) 与所述的发电机功率连接； 所述电机 （4a) 包括转子与定子， 所述 电机 （4a) 的转子兼作所述发电机的转子。
根据权利要求 8所述的垂直起降飞行器， 其特征在于： 有 2组主推力装 置 （2) 分别设置在机身 （1) 中段的左右两侧， 所述的主推力装置 （ 2) 为涡扇发动机、 涡喷发动机、 功率连接发动机的旋翼或涵道风扇 中的任意一种。
根据权利要求 10所述的垂直起降飞行器， 其特征在于： 所述的机身 （ 1) 的中段顶部设置有***部 （7) ， 所述主推力装置 （2) 连接在所 述的***部 （7) 。
根据权利要求 1至 7所述的任一垂直起降飞行器， 其特征在于： 有 2组 主推力装置 （2) 分别设置在机身 （1) 中段的左右两侧， 所述的主推 力装置 （2) 为涡扇发动机、 涡喷发动机、 功率连接发动机的旋翼或 涵道风扇中的任意一种。
根据权利要求 12所述的垂直起降飞行器， 其特征在于： 所述的机身 （ 1) 的中段顶部设置有***部 （7) ， 所述主推力装置 （2) 连接在所 述的***部 （7) 。
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