WO2016173566A1 - 飞行摩托车或汽车及其飞行姿态调整方法 - Google Patents
飞行摩托车或汽车及其飞行姿态调整方法 Download PDFInfo
- Publication number
- WO2016173566A1 WO2016173566A1 PCT/CN2016/083430 CN2016083430W WO2016173566A1 WO 2016173566 A1 WO2016173566 A1 WO 2016173566A1 CN 2016083430 W CN2016083430 W CN 2016083430W WO 2016173566 A1 WO2016173566 A1 WO 2016173566A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- propeller
- aircraft
- flying
- flying motorcycle
- motorcycle
- Prior art date
Links
- 238000000034 method Methods 0.000 title claims abstract description 40
- RZVHIXYEVGDQDX-UHFFFAOYSA-N 9,10-anthraquinone Chemical compound C1=CC=C2C(=O)C3=CC=CC=C3C(=O)C2=C1 RZVHIXYEVGDQDX-UHFFFAOYSA-N 0.000 claims description 4
- 239000000725 suspension Substances 0.000 claims 1
- 238000004091 panning Methods 0.000 abstract description 16
- 238000010586 diagram Methods 0.000 description 10
- 238000012937 correction Methods 0.000 description 8
- 238000013519 translation Methods 0.000 description 8
- 230000008859 change Effects 0.000 description 7
- 230000008569 process Effects 0.000 description 4
- 238000010521 absorption reaction Methods 0.000 description 3
- 230000009471 action Effects 0.000 description 3
- 238000000354 decomposition reaction Methods 0.000 description 3
- 239000013598 vector Substances 0.000 description 3
- 230000009286 beneficial effect Effects 0.000 description 2
- 238000001514 detection method Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 238000009826 distribution Methods 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000009916 joint effect Effects 0.000 description 1
- 238000011031 large-scale manufacturing process Methods 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 230000001141 propulsive effect Effects 0.000 description 1
- 238000011160 research Methods 0.000 description 1
Classifications
-
- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/22—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft
- B64C27/28—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft with forward-propulsion propellers pivotable to act as lifting rotors
Definitions
- the present invention relates to a small aircraft and an operation control method thereof, and in particular to a flying motorcycle or a vehicle and a method for adjusting the flight attitude thereof.
- Fixed-wing aircraft generally use two methods of steering, one is purely vertical tail steering, and the other is wing aileron with horizontal tail steering. It is relatively rare to rely solely on the vertical tail. Because the vertical tail has the function of controlling the turning of the aircraft, one of the most important functions is to keep the aircraft stable. It is impossible to use the vertical tail for a large turn.
- the wing aileron cooperates with the horizontal tail steer. It is through the aileron lifting, tilting the fuselage and turning by the centrifugal force. This method requires the aircraft to have a tilting action. It is applied on the personal aircraft and will increase the driver. The safety risk is not suitable for personal aircraft use. It is also used in observation and monitoring, and is not conducive to the loading and transportation of equipment and instruments.
- the existing multi-rotor aircraft uses the change of the aircraft engine output power or the blade pitch to change the attitude of the aircraft.
- the pitch of the blade requires computer programming to perform accurate calculations. The process is cumbersome and difficult to popularize, and it is not easy to cope with the complicated and varied flight environment. With this flight attitude control method, the aircraft will still tilt during flight. Increase the safety risk of riding.
- the present invention provides a flying motorcycle or a vehicle and a method for adjusting the attitude thereof.
- a flying motorcycle or a car including a fuselage, the propeller and the propeller are disposed on the fuselage a driving device; a propeller is mounted in the propeller; the propeller driving device controls a rotating direction of the propeller; the propeller includes a front propeller and a rear propeller; the front propeller includes a symmetry A left front thruster mounted on the left side of the front of the fuselage and a right front thruster mounted on the right side of the front of the fuselage; the rear thruster is mounted behind the fuselage.
- the rear propeller is installed in one or two; when a rear propeller is installed, the rear propeller is installed directly behind the aircraft; when installing two rear parts In the case of the propeller, the rear propeller is symmetrically mounted on the left and rear right sides of the rear of the aircraft.
- a further technical solution is: The propeller is equipped with an anti-inhalation net.
- the structure of the propeller and propeller driving device includes at least the following three ways:
- the first type the propeller is a ducted turbofan engine;
- the propeller driving device includes a ball shaft and a first hydraulic device; and one end of the ball shaft is a universal ball joint bearing end, which is connected in the aircraft, and One end is a fixed end, and the side of the propeller is connected;
- the first hydraulic device has a universal ball joint bearing end at one end, is fixed on the aircraft, and the other end is a telescopic fixed end fixed to the propeller Side view; at least three of the first hydraulic devices are mounted in an annular equidistant manner centering on the shaft of the ball shaft.
- the propeller is a ducted turbofan engine, and at least one baffle is installed inside the propeller; when a plurality of baffles are installed, the baffles are parallel to each other;
- the propeller driving device includes Rotating disk, rotating rod and second hydraulic device; one end of the second hydraulic device is a telescopic end fixed on the disk surface of the rotating disk, and the other end is a rotating end freely rotatable in a vertical plane, fixed Inside the aircraft; one end of the rotating rod is fixed to the center of the rotating disc, and the other end is fixed to the side of the propeller.
- the propeller is in the shape of a disc;
- the propeller driving device includes a ball shaft and a first hydraulic device; one end of the ball shaft is a universal ball joint bearing end, which is connected in the aircraft, and the other end is a fixed end, connecting the side of the propeller;
- the first hydraulic device has a universal ball joint bearing end at one end, fixed on the aircraft, and the other end is a telescopic fixed end fixed to the side of the propeller; a fixed position of the universal ball joint bearing end of the first hydraulic device is higher than a fixed position of the fixed end of the first hydraulic device;
- the first hydraulic device has two, the vertical surface of the ball shaft is Center, positionally symmetrical on both sides of the ball shaft.
- the angle of rotation realizes the hovering, rotating, advancing and retreating of the flying motorcycle or the automobile; realizing the left panning and the right panning of the flying motorcycle or the car by the above-mentioned propeller or the deflecting angle of the deflector installed under the above propeller;
- the computer and the flight control system control the output power of each propeller to achieve the balance of the flying motorcycle or the automobile; realize the height change of the flying motorcycle or the automobile by manually controlling the output power of the propeller;
- the deflector of the propeller or propeller located on the right side of the fuselage is tilted to the right;
- the left front thruster When the aircraft needs to turn right, the left front thruster is tilted forward, and the right front thruster is tilted backward; when the aircraft needs to be turned left, the left front thruster is tilted backward, and the right front thruster is tilted forward.
- the beneficial technical effects of the present invention are:
- the invention discloses a flying motorcycle or a car, which can be applied to manned flight, can be used as a flying motorcycle or a flying car, has a wide application range and can be used as a personal transportation vehicle, and the invention can also be used. In various scenarios such as agriculture, meteorology, surveying, tourism and disaster relief, it has high use value and promotion value.
- the present invention also discloses a flight attitude adjusting method for a flying motorcycle or a vehicle, which is completely different from the method for adjusting the flying attitude of the existing multi-rotor aircraft, and only changes each
- the direction of the propeller can make the aircraft make forward, backward, left shift, right shift and left turn, right turn attitude, and can realize fast forward, fast backward, fast left shift and fast right shift function, and vertical Wing aircraft compared to existing multi-rotor aircraft
- the method can keep the aircraft in a horizontal state during the flight process, and can be applied to a personally-driven aircraft to maintain the safety of the driver. It can also be applied to the observation instrument to ensure the safety of the instrument.
- the disclosed aircraft and its state adjustment method are more easy to understand, the operation is very simple, and is beneficial to practical application, and is suitable for large-scale production and promotion. .
- Fig. 1 is a schematic view of Embodiment 1.
- Fig. 2 is a schematic view of the pusher of the first embodiment.
- Fig. 3 is a view showing the assembling method of the anti-inhalation net and the pusher of the first embodiment.
- Fig. 4 is a schematic view of the propeller incorporating the anti-inhalation net of the first embodiment.
- Fig. 5 is a schematic view of the propeller and thruster driving device of the first embodiment.
- Fig. 6 is a schematic view showing the advance state of the embodiment 1.
- Fig. 7 is a view showing the state of full speed advancement of the first embodiment.
- Fig. 8 is a schematic view showing the retracted state of the embodiment 1.
- Fig. 9 is a schematic view showing the full speed retreat state of the first embodiment.
- Fig. 10 is a schematic view showing the left shifting state of the embodiment 1.
- Figure 11 is a schematic view showing the state of the deflector when the left side of the embodiment 1 is translated.
- Fig. 12 is a view showing the full-speed left shifting state of the embodiment 1.
- Figure 13 is a schematic view showing the right translation state of Embodiment 1.
- Figure 14 is a schematic view showing the state of the deflector when the right side of the embodiment 1 is translated.
- Figure 15 is a schematic view showing the state of full-speed left shifting of Embodiment 1.
- Fig. 16 is a plan view showing the right turn state of the first embodiment.
- Fig. 17 is a perspective view showing the right turn state of the first embodiment.
- Fig. 18 is a plan view showing the left-turning state of the first embodiment.
- Fig. 19 is a perspective view showing the left-turning state of the first embodiment.
- Figure 20 is a schematic illustration of the thruster and thruster drive of Embodiment 2.
- Figure 21 is a schematic view of another perspective of Figure 20.
- Figure 22 is a schematic view showing the right translation state of Embodiment 2.
- Figure 23 is a schematic view showing the full-speed right panning state of the second embodiment.
- Fig. 24 is a schematic view showing the left shifting state of the embodiment 2.
- Figure 25 is a schematic view showing the state of full-speed left shifting of Embodiment 2.
- Figure 26 is a schematic view of Embodiment 3.
- Figure 27 is a schematic illustration of the thruster and thruster drive of Embodiment 3.
- Figure 28 is a schematic illustration of another perspective of Figure 27.
- Figure 29 is a side view of Figure 28.
- Figure 30 is a schematic view showing the right translation state of Embodiment 3.
- Figure 31 is a schematic view showing the full-speed right panning state of the third embodiment.
- Figure 32 is a schematic diagram showing the left translation state of Embodiment 3.
- Figure 33 is a schematic view showing the state of full-speed left shifting of Embodiment 3.
- Figure 34 is a schematic view of Embodiment 4.
- the flying motorcycle includes a fuselage, and a propeller is mounted on the body.
- the thruster includes a front thruster and a rear thruster.
- the front thrusters are equal in number, symmetrically mounted on the left and right sides of the front of the fuselage, and the rear thrusters are mounted behind the fuselage, which can be single.
- the installation position is directly behind the fuselage, and it can also be installed in multiple, equal, and symmetrical positions on the left and right sides of the rear part of the fuselage.
- the mounting position is symmetrical;
- the left rear thruster mounted on the left side of the rear of the fuselage and the right rear thruster mounted on the right side of the rear of the fuselage.
- the mounting position is symmetrical.
- An anti-breathing net can be installed on the propeller to prevent foreign objects or birds from being sucked into the propeller when the flying motorcycle is in the air, posing a flight hazard.
- the invention is illustrated below using four examples.
- Embodiment 1 is a schematic view of Embodiment 1, a flying motorcycle including a fuselage 1, a fuselage bracket 2 mounted on a lower portion of the fuselage 1, an armrest 3 installed in front of an upper portion of the fuselage 1, and a control system for mounting the armrest 3 for Control the status of each part of each flying motorcycle.
- the flying motorcycle also includes a propeller 4 and a propeller drive.
- the propeller 4 is a ducted turbofan engine, and a baffle 5 and a propeller 6 are installed inside.
- the deflector 5 is perpendicular to the horizontal plane and is installed parallel to the fuselage 1, and the propeller 6 is parallel. Installed in a horizontal plane.
- one or more baffles may be installed. When a plurality of baffles are installed, the baffles are parallel to each other, and when the baffles are in an offset state, The arrangement of the plurality of baffles can increase the overall force of the baffles, thereby increasing the driving force of the left and right offset of the propeller. Fig.
- FIG. 3 is a schematic view showing the assembly method of the anti-absorption net and the propeller of the first embodiment, the anti-absorption net being installed at the top end of the propeller and outside the propeller 6.
- the mounting method is the same as that of the present embodiment.
- 4 is a schematic view of a propeller incorporating the anti-absorption net of Embodiment 1, which protects the propeller 6 inside the propeller.
- Fig. 5 is a schematic view of the propeller driving device and the propeller of the first embodiment, and the propeller driving device controls the propeller 4 to tilt forward and backward.
- the propeller driving device comprises a rotating disc 8, a rotating rod 9 and a hydraulic device 7.
- One end of the hydraulic device 7 is a telescopic end fixed to a non-central area on the disc surface of the rotating disc 8, and the other end is freely movable in a vertical plane.
- the rotating end is fixed inside the flying motorcycle.
- One end of the rotating rod 9 is fixed at the center of the rotating disc 8, and the other end is fixed to the side of the driver 4, and is connected with the outer casing of the driver 4.
- the rotating disc 8 is rotated, the rotating rod 9 is rotated, and the propeller 4 can be tilted forward and backward.
- a rotary bearing is mounted between the rotating lever 9 and the body 1.
- the corresponding flying motorcycle flight attitude adjustment method is as follows.
- the flying motorcycle When the flying motorcycle needs to be hovered, all the propellers are kept in a vertical state, the propeller 6 is rotated, and the flying motorcycle is hovering in the air under the action of the propeller 6.
- the flying motorcycle can be moved up and down vertically by changing the rotation speed of the propeller 6.
- FIG. 6 is a schematic view showing the forward state of the first embodiment.
- the rear thruster is tilted forward at the angle of inclination indicated by the arrow, and the propeller of the rear thruster gives the flying motorcycle a forward propulsive force to propel the flying motorcycle forward.
- Fig. 7 is a schematic diagram of the full speed advancement state of the first embodiment.
- the front thruster and the rear thruster are both inclined forward according to the tilt angle indicated by the arrow. Since the two parts of the thruster work together, the flying motorcycle obtains a greater driving force, and the flying motorcycle advances. Speed up.
- FIG. 8 is a schematic view of the reverse state of the first embodiment, and the front thruster of FIG. 8 is inclined at an angle indicated by an arrow. After the rear tilt, the propeller of the front thruster gives the flying motorcycle a rearward thrust, pushing the flying motorcycle backwards or causing the aircraft to brake during forward motion.
- FIG. 9 is a schematic view of the full-speed reverse state of the first embodiment.
- the front thruster and the rear thruster are all inclined backwards according to the angle of inclination indicated by the arrow. Due to the cooperation of the two parts of the thruster, the flying motorcycle gains greater driving force, and the flying motorcycle retreats. The speed is increased, and in the process of moving forward, changing to this state, a better braking effect can be obtained.
- FIG. 10 is a schematic diagram of the left panning state of the first embodiment, which can be seen on the left side of the fuselage. The deflector exposed below the left rear thruster is tilted to the left.
- FIG. 11 is a schematic view showing the state of the deflector when the left shifting in the first embodiment. It can be seen that the deflector in the propeller is in a state of being inclined to the left, and the airflow generated by the rotation of the propeller can be given a direction to the flying motorcycle via the deflector. The left force makes the flying motorcycle move to the left.
- FIG. 12 is a schematic diagram of the full-speed left-shifting state of Embodiment 1, and the flying motorcycle is subjected to a larger leftward shifting. Force, the speed of the left shift is faster.
- FIG. 13 is a schematic diagram of the right translation state of the first embodiment, which can be seen at the right rear side. The deflector exposed below the right rear thruster is tilted to the right.
- Figure H is a schematic view of the state of the deflector in the right translation of the embodiment 1. It can be seen that the deflector in the propeller is in a state of being inclined to the right, and the airflow generated by the rotation of the propeller can be given to the right of the flying motorcycle via the deflector. The power that makes the flying motorcycle move right.
- Figure 15 is a schematic view of the full-speed right-translation state of the first embodiment, in which the flying motorcycle is subjected to a greater rightward translational force, and the right-shifting speed is accelerated.
- Fig. 16 is a plan view showing the right-turning state of the first embodiment, in which the flying motorcycle rotates to the right in the direction of the arrow in the figure.
- Fig. 17 is a perspective view showing the right turn state of the embodiment 1, and the state of the two front thrusters can be seen.
- Figure 18 is a left turn of the embodiment 1.
- Fig. 19 is a perspective view showing the left-turning state of the first embodiment, and the state of the two front thrusters can be seen.
- the flying motorcycle structure and the propeller structure in Embodiment 2 are the same as those in Embodiment 1, but the deflector is not installed inside the propeller in Embodiment 2, so that it is necessary to change the propeller driving device so that the propeller can not only
- the front-back offset can also be shifted left and right to achieve the purpose of making the flying motorcycle free to change state.
- FIG 20 is a schematic illustration of the thruster and thruster drive of Embodiment 2.
- the propeller driving device includes a ball shaft 1 1 and a hydraulic device 10, the ball shaft 1 1 is a ball end rod end joint bearing, and one end is a universal ball joint bearing end, which can be fixed on the flying motorcycle body. Internal, and free to rotate in all directions, the other end is a fixed end.
- the fixed end of the ball shaft 11 is connected to the side of the propeller 4, and the joint end of the universal ball joint is connected to the inside of the aircraft.
- One end of the hydraulic device 10 is fixed to the fuselage 1 of the flying motorcycle, and the other end is fixed to the side of the propeller 4.
- the hydraulic device 10 is fixed on the fuselage 1 of the flying motorcycle.
- the end of the fuselage 1 is a universal ball joint bearing end. It can rotate freely in all directions. It is fixed at the end of the propeller and is a telescopic fixed end. It can be displaced back and forth and fixed in the propeller 4.
- the driver can control the hydraulic unit 10 and can control the state of each hydraulic unit separately, thereby controlling the direction of deflection of the propeller.
- FIG. 21 is a schematic view of another perspective of Figure 20.
- the corresponding flight attitude adjustment method of the flying motorcycle is as follows.
- the propellers are kept in a vertical state, the propeller rotates, and the flying motorcycle is hovering in the air under the action of the propeller.
- the state of the state adjustment method in the first embodiment is the same, the rear thruster is tilted toward the head of the fuselage, and the front thruster is kept in a vertical state, and the propeller of the rear thruster is given.
- the flying motorcycle has a forward driving force that propels the flying motorcycle forward.
- the state adjustment method in the first embodiment is the same, so that both the front thruster and the rear pusher are inclined toward the head of the fuselage, since the propellers of the two parts are common Function, flying motorcycles get more driving force, flying motorcycles forward speed
- the front propeller is tilted toward the rear of the fuselage, and the propeller of the front propeller gives the flying motorcycle a backward.
- the state adjustment method in the first embodiment is the same, so that both the front thruster and the rear pusher are inclined toward the rear of the fuselage, since there are two parts of the propulsion Together, the flying motorcycle gains greater impetus, and the flying motorcycle retreats faster or brakes rapidly.
- FIG. 22 is a schematic diagram of the right panning state of Embodiment 2, and the propeller on the left side of the fuselage is tilted to the right, in the propeller
- the propeller gives the flying motorcycle a rightward force that causes the flying motorcycle to translate to the right.
- the flying motorcycle of the present invention is equipped with a flight attitude sensor (e.g., a gyroscope, an acceleration sensor, etc.), and the flight attitude sensor continuously detects the flight attitude of the flying motorcycle throughout the flight, and then transmits the detected data to the computer.
- a flight attitude sensor e.g., a gyroscope, an acceleration sensor, etc.
- the flight attitude sensor continuously detects the flight attitude of the flying motorcycle throughout the flight, and then transmits the detected data to the computer.
- a control signal is output to the flight control system, and the flight control system controls the output power of each propeller of the flying motorcycle according to the control signal, so that the output force of each propeller is output.
- the longitudinal decomposition vectors are equal or both within an allowable deviation range.
- the control signal has an error, and the balance of the flying motorcycle cannot be achieved at one time.
- the present invention establishes a feedback control loop, which transmits the adjusted flight attitude to the computer again through the flight attitude sensor, and the computer repeats
- Figure 22 shows the coordinates of the output force vector decomposition of the thruster: the thruster that maintains the vertical state, the output force is F2, the direction is vertical downward, giving the flying motorcycle a vertical upward propulsion, and the tilting thruster
- the output force is F1
- the direction is toward the lower left, giving the propulsion force of the flying motorcycle toward the upper right.
- the output force F1 can be decomposed into the vertical component force Fib and the horizontal component force Fla, that is, the output force F2 and the minute.
- the force Fib is equal, achieving the balance of the flying motorcycle; the force factor Fla gives the propulsion of the flying motorcycle to the right.
- the vector decomposition principle of the output force of the propeller is as described above, that is, the component forces of all the propellers in the vertical direction are always equal. Or not exactly equal but within an allowable tolerance to ensure that the flying motorcycle or car is always level.
- FIG. 23 is a schematic diagram of the full-speed right-shifting state of the second embodiment. Since all the propellers give the flying motorcycle a rightward force, the flying motorcycle will pan to the right at full speed.
- Fig. 24 is a schematic view showing the left shifting state of the second embodiment.
- the propeller on the right side of the fuselage is tilted to the left, and the propeller in the propeller gives the flying motorcycle a leftward force, causing the flying motorcycle to translate to the left.
- FIG. 25 is a schematic diagram of the full-speed left-shifting state of Embodiment 2. Since all the propellers give the flying motorcycle a leftward force, the flying motorcycle will pan to the left at full speed.
- the state of the state adjustment method in the first embodiment is the same, the left front thruster is tilted forward, and the right front thruster is tilted backward, and the left side of the flying motorcycle has a forward force, flying.
- the right side of the motorcycle has a rearward force that acts on the flying motorcycle, and the flying motorcycle turns right.
- the state of the state adjustment method in the first embodiment is the same, the right front thruster is tilted forward, and the left front thruster is tilted backward, and the right side of the flying motorcycle has a forward force, flying.
- the left side of the motorcycle has a rearward force that acts on the flying motorcycle, and the flying motorcycle turns left.
- Figure 26 is a schematic view of Embodiment 3.
- the structure of the flying motorcycle of the third embodiment is the same as that of the first embodiment, but the thruster of the embodiment 3 has a disk shape, and a propeller is installed inside the propeller.
- Figure 27 is a schematic illustration of the thruster and thruster drive of Embodiment 3.
- the propeller driving device includes a ball shaft 11 and a hydraulic device 10; the ball shaft 11 is connected at one end to the flying motorcycle, and the other end is connected to the side of the propeller 4; the hydraulic device 10 has two balls.
- the vertical plane of the shaft of the shaft 11 is centered, and is symmetrically mounted on both sides of the ball shaft 11, one end of which is connected to the fuselage 1 of the flying motorcycle, and the other end is connected to the propeller 4.
- the hydraulic device 10 is fixed at one end of the fuselage body 1 of the aircraft as a universal ball joint bearing end, which is freely rotatable in all directions, and is fixed at one end of the propeller 4 as a fixed end which can be flexibly displaced forward and backward.
- the driver can control the hydraulic device 10 and can control the state of each hydraulic device separately, thereby controlling the deflection direction of the pusher 4.
- the ball shaft 11 can be rotated toward the head of the body, and at the same time, the hydraulic device 10e is rotated forward and fixed. Extending forward, while the hydraulic device 10d is also rotated forward, and its fixed end is retracted backward, then the hydraulic device 10 and the ball shaft 11
- FIG. 28 is a schematic view of another perspective of FIG. 27.
- Figure 29 is a side elevational view of Figure 27, showing that the fixed position of the universal ball joint bearing end of the hydraulic device 10 is higher than the fixed position of the fixed end of the hydraulic device 10, this setting ensures that the pusher 4 can be in the left and right direction Upper deflection.
- the corresponding flight attitude adjustment method of the flying motorcycle is as follows.
- the state adjustment method of each propeller of the flying motorcycle is required when the flying motorcycle is in a hover state, a forward state, a full speed forward state, a reverse or brake state, a full speed reverse or a sudden braking state, a right turn state, or a left turn state.
- the control methods corresponding to those in the first embodiment and the second embodiment are the same.
- Fig. 30 is a schematic view showing the right panning state of the third embodiment.
- the propeller on the left side of the fuselage is tilted to the right, and the propeller in the propeller gives the flying motorcycle a rightward force, causing the flying motorcycle to translate to the right.
- Fig. 31 is a schematic diagram of the full-speed right panning state of the third embodiment. Since all the propellers give the flying motorcycle a rightward force, the flying motorcycle will pan to the right at full speed.
- Fig. 32 is a schematic view showing the left shifting state of the third embodiment.
- the propeller on the right side of the fuselage is tilted to the left, and the propeller in the propeller gives the flying motorcycle a leftward force, causing the flying motorcycle to translate to the left.
- Fig. 33 is a schematic diagram of the full-speed left-shifting state of the third embodiment. Since all the propellers give the flying motorcycle a leftward force, the flying motorcycle will pan to the left at full speed.
- Figure 34 is a schematic view of Embodiment 4.
- the aircraft disclosed in the present invention may be a flying motorcycle or a flying automobile.
- the method of distribution and attitude adjustment of the propeller of a flying car is the same.
- the aircraft in Embodiment 4 is a flying car. Compared with flying motorcycles, flying cars can carry many people, which is more convenient and safe.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Aviation & Aerospace Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Toys (AREA)
- Motorcycle And Bicycle Frame (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201510219536.7 | 2015-04-30 | ||
CN201510219536.7A CN104843178B (zh) | 2015-04-30 | 2015-04-30 | 飞行摩托车或汽车及其飞行姿态调整方法 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2016173566A1 true WO2016173566A1 (zh) | 2016-11-03 |
Family
ID=53843258
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/CN2016/083430 WO2016173566A1 (zh) | 2015-04-30 | 2016-05-26 | 飞行摩托车或汽车及其飞行姿态调整方法 |
Country Status (2)
Country | Link |
---|---|
CN (1) | CN104843178B (zh) |
WO (1) | WO2016173566A1 (zh) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
RU180700U1 (ru) * | 2018-03-27 | 2018-06-21 | Общество с ограниченной ответственностью "Аэроксо" | Аэробайк |
RU197287U1 (ru) * | 2020-02-21 | 2020-04-20 | Общество с ограниченной ответственностью "Аэроксо" | Авиабайк |
RU2725833C1 (ru) * | 2019-11-06 | 2020-07-06 | Александр Николаевич Головко | Летательный аппарат вертикального взлёта и посадки - "летающий мотоцикл" |
Families Citing this family (14)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN104843178B (zh) * | 2015-04-30 | 2022-03-22 | 江苏数字鹰科技股份有限公司 | 飞行摩托车或汽车及其飞行姿态调整方法 |
CN105457256B (zh) * | 2015-12-22 | 2017-11-17 | 江苏数字鹰科技发展有限公司 | 飞行滑板 |
CN105730172B (zh) * | 2016-03-25 | 2018-05-25 | 杨成志 | 空-地两栖武装摩托车 |
FR3049931B1 (fr) * | 2016-04-08 | 2018-05-18 | Zipair | Dispositif de propulsion d'un passager |
CN107298175A (zh) * | 2016-04-14 | 2017-10-27 | 江苏数字鹰科技发展有限公司 | 一种基于控制射流方向运动的多发动机飞行器 |
CN205770121U (zh) * | 2016-07-01 | 2016-12-07 | 周小勇 | 一种四旋翼飞行器及其控制*** |
CN107650602A (zh) * | 2016-07-26 | 2018-02-02 | 福特环球技术公司 | 自行车及交通出行*** |
CN106628160A (zh) * | 2016-12-12 | 2017-05-10 | 成都育芽科技有限公司 | 一种双层同轴多旋翼无人机 |
CN107244199B (zh) * | 2017-06-23 | 2020-05-05 | 马德海 | 低空飞行器 |
CN107839418B (zh) * | 2017-11-06 | 2020-08-04 | 吉林工程技术师范学院 | 一种飞行汽车及其自动控制飞行姿态的方法 |
CN108298074A (zh) * | 2018-03-14 | 2018-07-20 | 长沙市云智航科技有限公司 | 用于载人涵道多旋翼飞行车辆的倾转组件 |
CN108639331A (zh) * | 2018-06-29 | 2018-10-12 | 长沙市云智航科技有限公司 | 一种倾转双旋翼飞行器 |
CN109353176B (zh) * | 2018-11-30 | 2023-10-27 | 南京航空航天大学 | 一种飞行体验三轮车 |
CN110027373A (zh) * | 2019-05-14 | 2019-07-19 | 北京理工大学 | 一种基于脉冲高爆火药姿态调节的飞行汽车安全辅助*** |
Citations (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20040061022A1 (en) * | 2002-02-21 | 2004-04-01 | Paul Marius A. | Omni-directional air vehicle personal transportation system |
US20060226281A1 (en) * | 2004-11-17 | 2006-10-12 | Walton Joh-Paul C | Ducted fan vertical take-off and landing vehicle |
CN101559702A (zh) * | 2009-03-27 | 2009-10-21 | 谢雁洲 | 纵列式双涵道垂直起降陆空交通工具 |
CN102910286A (zh) * | 2012-11-09 | 2013-02-06 | 许宏伟 | 一种低空飞行器 |
CN203005000U (zh) * | 2012-11-30 | 2013-06-19 | 中国南方航空工业(集团)有限公司 | 飞行汽车的动力*** |
WO2014081082A1 (ko) * | 2012-11-26 | 2014-05-30 | 주식회사 엑센스 | 다단 틸트 멀티 로터 플라잉 카 |
CN104843178A (zh) * | 2015-04-30 | 2015-08-19 | 江苏数字鹰科技发展有限公司 | 飞行摩托车或汽车及其飞行姿态调整方法 |
CN204642151U (zh) * | 2015-04-30 | 2015-09-16 | 江苏数字鹰科技发展有限公司 | 飞行摩托车或汽车 |
-
2015
- 2015-04-30 CN CN201510219536.7A patent/CN104843178B/zh active Active
-
2016
- 2016-05-26 WO PCT/CN2016/083430 patent/WO2016173566A1/zh active Application Filing
Patent Citations (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20040061022A1 (en) * | 2002-02-21 | 2004-04-01 | Paul Marius A. | Omni-directional air vehicle personal transportation system |
US20060226281A1 (en) * | 2004-11-17 | 2006-10-12 | Walton Joh-Paul C | Ducted fan vertical take-off and landing vehicle |
CN101559702A (zh) * | 2009-03-27 | 2009-10-21 | 谢雁洲 | 纵列式双涵道垂直起降陆空交通工具 |
CN102910286A (zh) * | 2012-11-09 | 2013-02-06 | 许宏伟 | 一种低空飞行器 |
WO2014081082A1 (ko) * | 2012-11-26 | 2014-05-30 | 주식회사 엑센스 | 다단 틸트 멀티 로터 플라잉 카 |
CN203005000U (zh) * | 2012-11-30 | 2013-06-19 | 中国南方航空工业(集团)有限公司 | 飞行汽车的动力*** |
CN104843178A (zh) * | 2015-04-30 | 2015-08-19 | 江苏数字鹰科技发展有限公司 | 飞行摩托车或汽车及其飞行姿态调整方法 |
CN204642151U (zh) * | 2015-04-30 | 2015-09-16 | 江苏数字鹰科技发展有限公司 | 飞行摩托车或汽车 |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
RU180700U1 (ru) * | 2018-03-27 | 2018-06-21 | Общество с ограниченной ответственностью "Аэроксо" | Аэробайк |
RU2725833C1 (ru) * | 2019-11-06 | 2020-07-06 | Александр Николаевич Головко | Летательный аппарат вертикального взлёта и посадки - "летающий мотоцикл" |
RU197287U1 (ru) * | 2020-02-21 | 2020-04-20 | Общество с ограниченной ответственностью "Аэроксо" | Авиабайк |
Also Published As
Publication number | Publication date |
---|---|
CN104843178A (zh) | 2015-08-19 |
CN104843178B (zh) | 2022-03-22 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
WO2016173566A1 (zh) | 飞行摩托车或汽车及其飞行姿态调整方法 | |
EP3098161B1 (en) | Vertical take-off aircraft | |
CN104802985B (zh) | 变轴向多旋翼飞行器及其飞行姿态调整方法 | |
US9296477B1 (en) | Multi-rotor helicopter | |
US20130175404A1 (en) | Aircraft with fixed and tilting thrusters | |
CA2894365C (en) | Convertible helicopter ring member | |
US6932296B2 (en) | Cycloidal VTOL UAV | |
CN204642150U (zh) | 变轴向多旋翼飞行器 | |
CN205239904U (zh) | 多轴涵道风扇飞行器 | |
CN111148693A (zh) | 垂直起降飞行器 | |
CN102765477B (zh) | 一种基于三轴飞控板实现固定翼和垂直起降的飞机 | |
WO2012080847A2 (en) | Improved helicopter with two or more rotor heads | |
US11492108B2 (en) | Wing and rotor vectoring system for aircraft | |
EP3209559B1 (en) | Aircraft | |
US20070034737A1 (en) | Dual axis control for cycloidal propeller | |
CN108298071A (zh) | 一种载人涵道多旋翼飞行车辆 | |
CN204642151U (zh) | 飞行摩托车或汽车 | |
JP2009143268A (ja) | 航空機の飛行制御システム及び飛行制御システムを搭載した航空機 | |
CN207972801U (zh) | 用于载人涵道多旋翼飞行车辆的倾转组件 | |
CN108298074A (zh) | 用于载人涵道多旋翼飞行车辆的倾转组件 | |
GB2446589A (en) | Thrust vectoring in aerial vehicles | |
WO2018187844A1 (en) | Dual flight mode aircraft | |
KR102634053B1 (ko) | 무게중심의 이동이 가능한 드론 | |
WO2021070263A1 (ja) | 飛行体 | |
CN211055368U (zh) | 纵列式五旋翼直升机 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 16785994 Country of ref document: EP Kind code of ref document: A1 |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 16785994 Country of ref document: EP Kind code of ref document: A1 |
|
32PN | Ep: public notification in the ep bulletin as address of the adressee cannot be established |
Free format text: NOTING OF LOSS OF RIGHTS PURSUANT TO RULE 112(1) EPC (EPO FORM 1205A DATED 01-06-2018) |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 16785994 Country of ref document: EP Kind code of ref document: A1 |