Vertical take-off and landing aircraft and control method thereof

Abstract

The present invention provides a vertical take-off and landing aircraft and a control method thereof. The vertical take-off and landing aircraft includes a carrier, a ducted fan is arranged in a channel; a continuously variable speed device is connected to the ducted fan; a driving device drives the continuously variable speed device to drive the ducted fan to rotate; the continuously variable speed device includes: an input shaft connected to the driving device; a first end of an output shaft is connected to the ducted fan, and a second end of the output shaft is connected to the second end of the input shaft through a transmission belt; a continuously variable speed control system, the continuously variable speed control system is connected to the input shaft and the output shaft, and the continuously variable speed control system is used to control the working radius of the input shaft and the working radius of the output shaft, and can realize direct control of the rotation speed of the ducted fan, thereby achieving timely control of the flight attitude of the carrier, and effectively shortening the response time of the flight attitude of the carrier.

Description

Technical Field

[0001] The present invention relates to the technical field of vertical take-off and landing flight equipment, and in particular to a vertical take-off and landing aircraft and a control method thereof. Background Art

[0002] Among the existing flight attitude control strategies for drones, helicopters, fixed-wing aircraft, etc., the commonly used control methods include: voltage speed control, variable pitch, changing the size of the engine throttle, and changing the direction of the exhaust gas flow (including adding exhaust guide vanes and adding tilting mechanisms).

[0003] The control strategy of existing flying cars depends on the type of lift device used. The lift device is a large rotor, which generally adopts a variable pitch method, but large rotor aircraft themselves have some inevitable defects, such as a large rotor diameter during flight and easy to hit obstacles in a narrow space, which does not have an advantage in actual car driving lanes. The lift device is a ducted fan, which is mostly controlled by a tilt-rotor and voltage-controlled speed method. However, the tilt-rotor flying car requires a complex mechanical structure, the voltage-controlled speed method is limited to the form of a direct power source being an electric motor, and the overall fuselage is heavier (whether it is a diesel engine power-adding method or a diesel engine power-generating method).

[0004] At present, in the attitude control strategy of aircraft using oil engines as power sources, the corresponding signals are mainly sent to the controller through the rocker and the lifting pedal. According to the corresponding attitude control strategy, the controller outputs different signals to the four engines to change the throttle opening size of each oil engine, change the engine speed, and thus change the speed of each ducted fan or rotor to achieve the purpose of flight attitude control. Its control method has certain disadvantages, and there are great difficulties in the implementation of the control system, such as: slow response time, the process of converting the chemical energy of the engine fuel into the ducted fan to generate lift work is longer than the voltage speed control method, the oil engine has large vibrations, and the air-fuel ratio is affected by the atmospheric temperature and humidity, and the air-fuel ratio and output power have a nonlinear relationship, which increases the difficulty of controlling the attitude of the flying car. Summary of the invention

[0005] The main purpose of the present invention is to provide a vertical take-off and landing aircraft and a control method thereof to solve the problem of slow attitude control response time of flying vehicles in the prior art.

[0006] In order to achieve the above-mentioned purpose, according to one aspect of the present invention, a vertical take-off and landing aircraft is provided, comprising: a carrier having a channel extending in a vertical direction; a ducted fan arranged in the channel; a continuously variable transmission device, the continuously variable transmission device being connected to the ducted fan; a driving device, being connected to the continuously variable transmission device; wherein the continuously variable transmission device comprises an input shaft, an output shaft, and a transmission belt, wherein the first end of the input shaft is connected to the driving device, the first end of the output shaft is connected to the ducted fan, the transmission belt is simultaneously sleeved on the second end of the input shaft and the second end of the output shaft, and under the drive of the driving device, the continuously variable transmission device drives the ducted fan to rotate; the continuously variable transmission device also comprises: a driving wheel, the driving wheel having a first conical surface structure, the driving wheel being coaxially arranged on the input shaft; a first conical surface sprocket, the first conical surface sprocket having a second conical surface structure, the first conical surface sprocket being sleeved on the input shaft, and the second conical surface structure A first groove for accommodating a transmission belt is formed opposite to the first conical surface structure, and the transmission belt is in contact with the second conical surface structure and the first conical surface structure at the same time, and the first conical surface sprocket can move along the input shaft relative to the driving wheel; a driven wheel, the driven wheel has a third conical surface structure, and the driven wheel is coaxially arranged on the output shaft; a second conical surface sprocket, the second conical surface sprocket has a fourth conical surface structure, the second conical surface sprocket is sleeved on the output shaft, the fourth conical surface structure is arranged opposite to the third conical surface structure to form a second groove for accommodating a transmission belt, the transmission belt is in contact with the second conical surface structure and the first conical surface structure at the same time, and the second conical surface sprocket can move along the output shaft relative to the driven wheel; a continuously variable speed control system, the continuously variable speed control system is used to control the width between the first conical surface sprocket and the driving wheel, and between the second conical surface sprocket and the driven wheel, so as to adjust the flight attitude of the carrier by changing the working radius of the input shaft and the output shaft.

[0007] Furthermore, the continuously variable speed control system includes: a first pressure cylinder, connected to the first conical sprocket, the first pressure cylinder is used to drive the first conical sprocket to move along the axial direction of the input shaft; a first pressure sensor, connected to the first pressure cylinder, the first pressure sensor is used to detect the pressure of the first pressure cylinder so that the first pressure cylinder controls the working position of the first conical sprocket.

[0008] Furthermore, the continuously variable speed control system includes: a second pressure cylinder, connected to the second conical sprocket, the second pressure cylinder is used to drive the second conical sprocket to move along the axial direction of the output shaft; a second pressure sensor, connected to the second pressure cylinder, the second pressure sensor is used to detect the pressure of the second pressure cylinder so that the second pressure cylinder controls the working position of the second conical sprocket.

[0009] Furthermore, the continuously variable speed control system further comprises: a speed ratio control valve, the speed ratio control valve being connected to the first pressure cylinder or the second pressure cylinder, the speed ratio control valve being used to adjust the pressure of the first pressure cylinder or the second pressure cylinder to change the working radius of the input shaft or the output shaft

[0010] Furthermore, the continuously variable transmission control system further comprises: a pressure control valve, the pressure control valve being connected to the first pressure cylinder and the oil pump respectively, or the pressure control valve being connected to the second pressure cylinder and the oil pump respectively, and the pressure control valve controlling the first pressure cylinder or the second pressure cylinder by adjusting the main pressure of the oil pump to change the working radius of the input shaft or the output shaft

[0011] Furthermore, the transmission belt includes a metal ring and a plurality of friction plates inserted on the metal ring, a plurality of metal plates are arranged between the friction plate and the metal ring, and the plurality of friction plates and the plurality of metal plates are arranged in sequence along the circumference of the metal ring.

[0012] Furthermore, first inclined surfaces are respectively provided on opposite sides of the friction plate, the first inclined surface contacts the first conical surface structure of the driving wheel and the fourth conical surface structure of the second conical surface sprocket, and the second inclined surface contacts the second conical surface structure of the first conical surface sprocket and the third conical surface structure of the driven wheel, so as to tension the transmission belt for transmission.

[0013] Furthermore, the continuously variable speed control system also includes a controller, a first speed sensor is arranged on the input shaft, and a second speed sensor is arranged on the output shaft. The first speed sensor and the second speed sensor are electrically connected to the controller respectively. The first speed sensor and the second speed sensor are used to detect the speeds of the input shaft and the output shaft. The controller controls the oil pump to provide oil pressure to the first pressure cylinder and the second pressure cylinder.

[0014] Furthermore, the vertical take-off and landing aircraft also includes a controller, which is connected to the continuously variable transmission device. The controller is used to receive speed signals of the driving wheel and the driven wheel, pressure signals of the first pressure cylinder and the second pressure cylinder, and control signals of the speed ratio control valve and the pressure control valve. The controller controls the working radius of the input shaft and the output shaft according to the speed signal, pressure signal, control signal and the pitch, roll or yaw signal sent by the control stick of the vertical take-off and landing aircraft.

[0015] Furthermore, the number of continuously variable transmission devices, channels and ducted fans is respectively plural, the multiple ducted fans are respectively arranged in the multiple channels, and the multiple continuously variable transmission devices are respectively connected to the multiple ducted fans.

[0016] According to another aspect of the present invention, a control method for a vertical take-off and landing aircraft is provided, and the control method is used to control the above-mentioned vertical take-off and landing aircraft, and is characterized in that the control method includes the following steps: controlling the width between the first conical sprocket and the driving wheel, and between the second conical sprocket and the driven wheel through a controller to change the working radius of the input shaft and the output shaft to adjust the flight attitude of the carrier.

[0017] Furthermore, the control method includes a deceleration state control method and an acceleration state control method. The deceleration state control method includes: controlling the first pressure cylinder of the continuously variable speed control system to drive the first conical sprocket to move in a first direction, so that the width between the first conical sprocket and the driving wheel becomes wider, and the working radius of the input shaft is reduced; controlling the second pressure cylinder of the continuously variable speed control system to drive the second conical sprocket to move in the first direction, so that the width between the second conical sprocket and the driven wheel becomes narrower, and the working radius of the output shaft is increased; the acceleration state control method includes: controlling the first pressure cylinder of the continuously variable speed control system to drive the first conical sprocket to move in a second direction opposite to the first direction, so that the width between the first conical sprocket and the driving wheel becomes narrower, and the working radius of the input shaft is increased; controlling the second pressure cylinder of the continuously variable speed control system to drive the second conical sprocket to move in the second direction, so that the width between the second conical sprocket and the driven wheel becomes wider, and the working radius of the output shaft is reduced.

[0018] Furthermore, the carrier has multiple continuously variable transmission devices, and the control method includes a posture adjustment control method, which includes the following steps: the controller controls the working radius of the input shaft and / or output shaft of each continuously variable transmission device to reach a preset working radius based on the control signals of the speed ratio control valve and the pressure control valve of the carrier, so that the carrier reaches a preset flight posture.

[0019] Furthermore, the controller controls the working radius of the input shaft and / or output shaft of each continuously variable transmission device to reach a preset working radius according to the opening signal of the electronic throttle. At the same time, the transmission controller of the carrier controls the throttle opening of each drive device according to the opening signal to enable the carrier to reach a preset flight attitude.

[0020] By applying the technical solution of the present invention, the working radius of the input shaft and the output shaft of the continuously variable speed device can be directly controlled through the continuously variable speed control system, so as to achieve direct control of the rotation speed of the ducted fan, thereby achieving timely control of the flight attitude of the carrier, and effectively shortening the response time of the flight attitude control of the carrier. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The drawings constituting a part of the present application are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0022] Figure 1 The control system block diagram of the flying car in the prior art is shown;

[0023] Figure 2 A control system block diagram of a vertical take-off and landing aircraft according to the present invention is shown;

[0024] Figure 3A schematic structural diagram of an embodiment of a vertical take-off and landing aircraft according to the present invention is shown;

[0025] Figure 4 Shows Figure 3 Schematic diagram of the assembly structure of the central duct, ducted fan and continuously variable speed device;

[0026] Figure 5 Shows Figure 3 A motion state diagram of the continuously variable transmission device when the vertical take-off and landing aircraft is in a speed-increasing state;

[0027] Figure 6 Shows Figure 3 The motion state diagram of the continuously variable transmission device when the vertical take-off and landing aircraft is in a deceleration state;

[0028] Figure 7 Shows Figure 3 A schematic structural diagram of another perspective of an embodiment of a vertical take-off and landing aircraft;

[0029] Figure 8 Shows Figure 3 A schematic diagram of the structure of a transmission controller and a continuously variable speed control system of an embodiment of a vertical take-off and landing aircraft;

[0030] Fig. 9 Shows Figure 3 Schematic diagram of the transmission belt structure of an embodiment of a vertical take-off and landing aircraft.

[0031] The above drawings include the following reference numerals:

[0032] 10. Carrier; 11. Channel;

[0033] 20. Ducted fan;

[0034] 30. continuously variable transmission; 31. input shaft; 32. output shaft; 33. driving wheel; 34. first cone sprocket; 35. first pressure cylinder; 36. driven wheel; 37. second cone sprocket; 38. second pressure cylinder;

[0035] 40. driving device; 41. synchronous pulley; 42. synchronous pulley; 43. synchronous belt;

[0036] 50. transmission belt; 51. metal sheet; 52. friction plate; 521. first inclined surface; 53. metal ring;

[0037] 60. Controller;

[0038] 71. Conversion module; 72. Amplification module; 73. Speed ​​ratio control valve; 74. Pressure control valve; 75. Oil return tank; 76. Oil pump; 77. Displacement sensor signal; 78. Engine throttle opening signal. DETAILED DESCRIPTION

[0039] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0040] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, it indicates the presence of features, steps, operations, devices, components and / or combinations thereof.

[0041] It should be noted that the terms "first", "second", etc. in the specification, claims and drawings of the present application are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the terms used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein, for example. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0042] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used here to describe the spatial positional relationship between a device or feature and other devices or features as shown in the figure. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figure. For example, if the device in the accompanying drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0043] Now, exemplary embodiments according to the present application will be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in a variety of different forms and should not be construed as being limited to the embodiments described herein. It should be understood that these embodiments are provided to make the disclosure of the present application thorough and complete, and to fully convey the concepts of these exemplary embodiments to those of ordinary skill in the art. In the accompanying drawings, for the sake of clarity, the thickness of the layers and regions may be enlarged, and the same reference numerals are used to represent the same devices, and thus their descriptions will be omitted.

[0044] like Figure 1 As shown in the figure, in the current attitude control strategy of aircraft using diesel engines as power sources, the main method is to send corresponding signals to the controller through the joystick and lift pedals. According to the corresponding attitude control strategy, the controller outputs different signals to the four engines to change the throttle opening of each diesel engine, thereby changing the engine speed, and then changing the speed of each ducted fan or rotor to achieve the purpose of flight attitude control. Figure 1 The control method in the above has certain disadvantages, and the realization of the control system is difficult, such as slow response time. The process of converting chemical energy from the engine fuel into lift and work for the ducted fan blades takes longer than the voltage speed control method. Moreover, the current control method has problems such as large vibration of the oil engine. Furthermore, because the air-fuel ratio is affected by the atmospheric temperature and humidity, and the air-fuel ratio has a nonlinear relationship with the output power, the use of Figure 1 The control system in the aircraft increases the difficulty of controlling the flight attitude of the aircraft (such as a flying car).

[0045] In order to solve the above problems, combined with Figures 2 to 9 As shown, according to an embodiment of the present invention, a vertical take-off and landing aircraft is provided.

[0046] Specifically, Figures 2 to 4As shown, the vertical take-off and landing aircraft includes a carrier 10, a ducted fan 20, a continuously variable transmission device 30, and a driving device 40. The carrier 10 has a channel 11 extending in the vertical direction. The ducted fan 20 is arranged in the channel 11. The continuously variable transmission device 30 is connected to the ducted fan 20. Among them, the continuously variable transmission device 30 includes an input shaft 31, an output shaft 32, and a transmission belt 50. The driving device 40 is connected to the continuously variable transmission device 30, the first end of the input shaft 31 is connected to the driving device 40, the first end of the output shaft 32 is connected to the ducted fan 20, and the transmission belt 50 is simultaneously sleeved on the second end of the input shaft 31 and the second end of the output shaft 32. Under the drive of the driving device 40, the continuously variable transmission device 30 drives the ducted fan 20 to rotate. The continuously variable transmission device 30 also includes a driving wheel 33, a first conical sprocket 34, a driven wheel 36, a second conical sprocket 37 and a continuously variable transmission control system. The driving wheel 33 has a first conical surface structure, and the driving wheel 33 is coaxially arranged on the input shaft 31. The first conical surface sprocket 34 has a second conical surface structure, and the first conical surface sprocket 34 is sleeved on the input shaft 31. The second conical surface structure is arranged opposite to the first conical surface structure to form a first groove for accommodating the transmission belt 50. The transmission belt 50 is in contact with the second conical surface structure and the first conical surface structure at the same time, and the first conical surface sprocket 34 can move relative to the driving wheel 33 along the input shaft 31. The driven wheel 36 has a third conical surface structure, and the driven wheel 36 is coaxially arranged on the output shaft 32. The second conical surface sprocket 37 has a fourth conical surface structure, and the second conical surface sprocket 37 is sleeved on the output shaft 32. The fourth conical surface structure is arranged opposite to the third conical surface structure to form a second groove for accommodating the transmission belt 50. The transmission belt 50 is in contact with the second conical surface structure and the first conical surface structure at the same time, and the second conical surface sprocket 37 can move relative to the driven wheel 36 along the output shaft 32. The continuously variable speed control system is used to control the width between the first conical sprocket 34 and the driving wheel 33 and between the second conical sprocket 37 and the driven wheel 36 to change the working radius of the input shaft 31 and the output shaft 32 to adjust the flight posture of the carrier 10.

[0047] In this embodiment, the working radius of the input shaft 31 and the output shaft 32 is directly controlled by the continuously variable speed control system, so that the rotation speed of the ducted fan 20 can be directly controlled, thereby achieving timely control of the flight attitude of the carrier 10, and effectively shortening the response time of the flight attitude control of the carrier 10. Among them, the vertical take-off and landing aircraft in the present application can be a vertical take-off and landing aircraft similar to a flying car, that is, the vertical take-off and landing aircraft can be a flying car. The flying car uses the principle of continuously variable speed to achieve the change of the rotation speed of the ducted fan blade, so as to achieve the purpose of controlling the body of the flying car, that is, the flight attitude of the carrier 10, and effectively solves the problem of slow response time and difficult control of the flying attitude change of the flying car in the prior art. Among them, the working radius can be driven by the driving device 40 to drive the input shaft 31 to rotate, and the input shaft 31 drives the output shaft 32 to rotate through the transmission belt 50. At this time, the radius of the shaft body of the transmission belt 50 sleeved at the input shaft 31 and the output shaft 32 is the working radius, also known as the transmission radius. Of course, under the condition of ensuring a certain rigidity of the transmission belt 50, that is, by clamping the two sides of the transmission belt 50 between the driven wheel 36 and the second conical sprocket 37, and between the driving wheel 33 and the first conical sprocket 34 so that transmission can be achieved without slipping, the radius of the inner circle formed by the inner circumferential surface of the transmission belt 50 in contact with the driven wheel 36 and the second conical sprocket 37, and between the driving wheel 33 and the first conical sprocket 34 can be recorded as the working radius of the output shaft or the input shaft.

[0048] Specifically, Figure 5 and Figure 6As shown, the input shaft 31 includes a driving wheel 33 and a first conical sprocket 34. The driving wheel 33 has a first conical surface structure, and the driving wheel 33 is connected to the input shaft body of the input shaft 31 and is coaxially arranged. The first conical sprocket has a second conical surface structure, and the first conical sprocket 34 is sleeved on the input shaft body. A V-shaped groove for accommodating a transmission belt 50 is formed between the second conical surface structure and the first conical surface structure. The transmission belt 50 is in contact with the second conical surface structure and the first conical surface structure, and the first conical sprocket 34 is movably arranged relative to the driving wheel 33. The driven wheel 36 has a third conical surface structure, and the driven wheel 36 is connected to the output shaft body of the output shaft 32 and is coaxially arranged. The second conical sprocket 37 has a fourth conical structure. The second conical sprocket 37 is sleeved on the output shaft body. A V-shaped groove for accommodating the transmission belt 50 is formed between the fourth conical structure and the third conical structure. The transmission belt 50 contacts the second conical structure and the first conical structure. The second conical sprocket 37 is movably arranged relative to the driven wheel 36. Among them, the first conical sprocket 34 forms a V-shaped groove with the conical surface of the driving wheel 33, and the V-shaped groove contacts the transmission belt 50. This arrangement makes the width of the V-shaped groove adjustable, that is, the continuously variable transmission between the input shaft and the output shaft is realized by changing the groove width of the V-shaped groove. This arrangement can minimize the number of components of the continuously variable transmission device 30, greatly simplify the structure of the continuously variable transmission device 30, effectively reduce the weight of the continuously variable transmission device 30, improve the reliability of the vertical take-off and landing aircraft, and achieve the purpose of saving fuel at the same time.

[0049] The continuously variable speed control system further includes an oil pump 76. The oil pump 76 is used to provide pressure to the pressure cylinder. The continuously variable speed control system directly controls the speed of the input shaft 31 and the output shaft 32 to achieve the purpose of controlling the speed of the fan blades arranged in the duct, thereby controlling the flight attitude of the carrier through the change of the speed of the fan blades.

[0050] The continuously variable speed control system further includes a first pressure cylinder 35, a first pressure sensor and a speed ratio control valve 73. The first pressure cylinder 35 is connected to the first cone sprocket 34, and the first pressure cylinder 35 is used to drive the first cone sprocket 34 to move. The first pressure sensor is connected to the first pressure cylinder 35, and the first pressure sensor is used to detect the pressure of the first pressure cylinder 35, so that the first pressure cylinder 35 controls the working position of the first cone sprocket 34. The speed ratio control valve 73 is connected to the first pressure cylinder 35 or the second pressure cylinder 38, and the speed ratio control valve 73 is used to adjust the pressure of the first pressure cylinder 35 or the second pressure cylinder 38 to change the working radius of the input shaft 31. The continuously variable speed control system further includes a second pressure cylinder 38, a second pressure sensor and a pressure control valve 74. The second pressure cylinder 38 is connected to the second cone sprocket 37, and the second pressure cylinder 38 is used to drive the second cone sprocket 37 to move. The second pressure sensor is connected to the second pressure cylinder 38, and the second pressure sensor is used to detect the pressure of the second pressure cylinder 38, so that the second pressure cylinder 38 controls the working position of the second cone sprocket 37. The first pressure sensor and the second pressure sensor sense and measure the pressure in real time, and transmit the real-time pressure data to the controller 60 to ensure the smooth transmission of the torque. In this embodiment, the speed ratio control valve has two connecting ports, and the connection relationship between the pressure control valve and the speed ratio control valve is as follows: the speed ratio control valve has two ports, the pressure control valve has three connecting ports, one of the two connecting ports of the speed ratio control valve is connected to one of the three connecting ports of the pressure control valve, and the other connecting port of the two connecting ports is connected to the first pressure cylinder. The pressure control valve is connected to the oil pump through one of the remaining two connecting ports, and the pressure control valve is connected to the second pressure cylinder 38 (or the first pressure cylinder 35) through the other connecting port of the remaining two middle connecting ports. The pressure control valve 74 is used to control the second pressure cylinder 38 (or the first pressure cylinder 35) by adjusting the main pressure of the oil pump 76 to change the working radius of the output shaft 32 or the input shaft 31.

[0051] Preferably, the continuously variable transmission device 30 further includes a transmission belt 50, and the first end of the input shaft 31 is connected to the second end of the output shaft 32 through the transmission belt 50. The transmission belt 50 includes a metal ring 53 and a plurality of friction plates 52 inserted on the metal ring 53, and a plurality of metal plates 51 are arranged between the friction plates 52 and the metal ring. The plurality of friction plates 52 are arranged vertically in sequence along the circumference of the metal ring 53, and the plurality of metal plates 51 are arranged in sequence in overlapping fashion along the circumference of the metal ring 53. The overlapping arrangement of the plurality of metal plates 51 can make the transmission belt 50 more flexible and easier to bend smoothly at a turning point. The first inclined surface 521 and the second inclined surface are respectively provided on opposite sides of the friction plate 52. The first inclined surface 521 contacts the first conical surface structure of the driving wheel 33 and the fourth conical surface structure of the second conical sprocket 37, and the second inclined surface contacts the second conical surface structure of the first conical sprocket 34 and the third conical surface structure of the driven wheel 36, so that the transmission belt 50 is tensioned and transmitted.

[0052] like Fig. 9 As shown, the metal sheet 51 and the friction sheet 52 are arranged in an array along the direction a, and the friction sheet 52 can contact the first cone sprocket 34, the driving wheel 33, the second cone sprocket 37, and the driven wheel 36 through the first inclined surface 521. The first end of the transmission belt 50 contacts the first cone sprocket 34 and the driving wheel 33, and the second end of the transmission belt 50 contacts the second cone sprocket 37 and the driven wheel 36. The direction a in the figure is the direction in which the friction sheet and the metal sheet are arranged in an array. Not all the friction sheets and metal sheets are fully assembled in the figure, so the direction a is used to indicate that a number of friction sheets and metal sheets are installed in an array along the direction a until they are connected end to end. The driving direction of the cylinder is perpendicular to the direction a in the figure.

[0053] A transmission belt 50 is clamped between the driving wheel and the first conical sprocket, and between the driven wheel and the second conical sprocket. When there is a certain clamping pressure between the two, the transmission belt can be driven to rotate and transmit torque. Specifically, when the first pressure cylinder 35 drives the first conical sprocket 34 under the action of the speed ratio control valve 73, the first conical sprocket 34 squeezes the transmission belt 50, causing the transmission belt 50 to slide along the conical surface. At the same time, the second pressure cylinder 38 reduces the pressure under the action of the pressure control valve 74, drives the second conical sprocket 37, and causes the transmission belt 50 to slide in the opposite direction along the conical surface, thereby reducing the working radius of the input shaft and increasing the working radius of the output shaft, causing the speed of the ducted fan 20 to decelerate. Alternatively, the first pressure cylinder 35 reduces the pressure under the action of the speed ratio control valve 73, causing the transmission belt 50 to slide in the opposite direction along the conical surface. At the same time, the second pressure cylinder 38 increases the pressure under the action of the pressure control valve 74, driving the second conical sprocket 37, causing the second conical sprocket 37 to squeeze the transmission belt 50, causing the transmission belt 50 to slide along the conical surface, thereby increasing the working radius of the input shaft and reducing the working radius of the output shaft, causing the speed of the ducted fan 20 to increase.

[0054] In order to make the continuously variable speed control system operate more accurately and reliably, the continuously variable speed control system also includes a controller 60. A first speed sensor is provided on the input shaft 31, and a second speed sensor is provided on the output shaft 32. The first speed sensor and the second speed sensor are electrically connected to the controller 60 respectively. The first speed sensor and the second speed sensor are used to detect the speeds of the input shaft 31 and the output shaft 32. The controller 60 controls the actuation of the speed ratio control valve 73 and controls the oil pump 76 to provide oil pressure to the first pressure cylinder 35 and the second pressure cylinder 38 according to the speed.

[0055] In order to increase the diversity and practicality of the vertical take-off and landing aircraft, the vertical take-off and landing aircraft further includes a controller 60, which is connected to the continuously variable transmission device 30. The controller 60 is used to receive the speed signals of the driving wheel 33 and the driven wheel 36, the pressure signals of the first pressure cylinder 35 and the second pressure cylinder 38, and the control signals of the speed ratio control valve 73 and the pressure control valve 74. The controller 60 controls the working radius of the input shaft 31 and the output shaft 32 according to the speed signal, the pressure signal, the control signal, and the pitch, roll or yaw signal sent by the joystick of the vertical take-off and landing aircraft. Figure 7 As shown, there are multiple channels 11, each of which is provided with a ducted fan 20, and there are multiple continuously variable transmission devices 30, which are provided one by one with the ducted fans 20 provided in the channels 11. This arrangement enables each continuously variable transmission device 30 to directly control the speed of the corresponding ducted fan 20, greatly shortening the response time of the speed change of the ducted fan 20, and improving the reliability of the vertical take-off and landing aircraft and the sensitivity of attitude control. Specifically, Figure 7 The vertical take-off and landing aircraft shown in FIG. 1 is a flying car having four continuously variable transmission devices 30 .

[0056] The flight traffic space utilizes the continuously variable transmission device 30 and the controller 60 to realize the rapid switching of the transmission ratio of the continuously variable transmission system. This flight attitude control device no longer needs to consider the delay between the change of the engine throttle opening and the change of the duct fan speed in the current oil-engine aircraft control system. It only needs to set the continuously variable transmission device 30 and the corresponding continuously variable transmission control system to achieve the purpose of rapid response and adjustment of the attitude of the oil-engine flying car, greatly simplifying the difficulty of developing the attitude control system.

[0057] At present, among the control strategies for diesel-powered aircraft (including flying cars), voltage speed control and variable pitch are two mature attitude control methods. Directly controlling the throttle opening of the diesel engine and changing the direction of the exhaust airflow generated by the lift unit are still in the development and verification stage and have not been widely used.

[0058] By changing the throttle opening of each engine at the same time through the lifting pedal, the purpose of flight altitude control (lifting and lowering) is achieved. By controlling the speed ratio through the joystick, the transmission ratio of each transmission system is changed to achieve the output of different speeds of each duct fan blade, and the process of flight attitude (pitch, roll, yaw) control is realized. Both are relatively easy to achieve, which greatly reduces the difficulty of control system development.

[0059] Specifically, the direct power device of voltage-controlled speed is the motor, and the power source of the motor is either a power battery or an engine. The biggest drawback of battery power supply is that the power density cannot meet the take-off requirements, especially when used in high-power output occasions such as flying cars. The variable pitch mechanism is generally used in large-rotor helicopters or model airplanes. For ducted fans, there are many ducted fans, and the designed variable pitch requires a transmission mechanism, which has a complex and large mechanical structure and a heavy fuselage.

[0060] There are two common ways to change the direction of the exhaust gas flow generated by the lift unit. One is to set guide vanes at the exhaust outlet of the lift unit, and the other is to use a tilting structure to change the inclination of the entire airflow channel. The method of setting guide vanes not only requires sufficient axial space, but is also greatly affected by the atmospheric environment. The tilting mechanism is currently the most common in patent proposals. The biggest disadvantage of this method is that the power torque and load required by the tilting mechanism are large, and it consumes a lot of fuel. Secondly, the transmission mechanism needs to be designed, resulting in a complex and large mechanical structure. At the same time, the control process needs to consider the impact of the mechanism vibration on the tilting mechanism.

[0061] The method of directly controlling the throttle opening of the diesel engine, on the one hand, depends on the fuel mixture ratio and is greatly affected by the atmospheric environment. On the other hand, there is a time delay between the conversion of fuel into the power required for the ducted fan after the throttle opening instruction is issued, and the two are in a nonlinear relationship. In flight, control is prone to unstable factors, which invisibly increases the difficulty of control system development.

[0062] In order to solve the above-mentioned problems, according to another aspect of the present invention, a control method for a vertical take-off and landing aircraft is provided. The control method is used to control the vertical take-off and landing aircraft in the above-mentioned embodiment. Specifically, the control method comprises the following steps: controlling the width between the first conical sprocket 34 and the driving wheel 33 and between the second conical sprocket 37 and the driven wheel 36 by the controller 60 of the continuously variable speed control system to change the working radius of the input shaft 31 and the output shaft 32 to adjust the flight attitude of the carrier 10.

[0063] Furthermore, the control method includes a deceleration state control method and an acceleration state control method. The deceleration state control method includes: controlling the first pressure cylinder 35 of the continuously variable speed control system to drive the first cone sprocket 34 to move along the first direction (such as Figure 6The speed increasing state control method includes: controlling the first pressure cylinder 35 of the continuously variable transmission control system to drive the first conical sprocket 34 to move in a second direction opposite to the first direction (such as Figure 5 As shown in the F direction, the second direction moves upward in the vertical direction to reduce the width between the first conical sprocket 34 and the driving wheel 33, thereby increasing the working radius of the input shaft 31. The second pressure cylinder 38 of the continuously variable speed control system drives the second conical sprocket 37 to move in the second direction to increase the width between the second conical sprocket 37 and the driven wheel 36, thereby reducing the working radius of the output shaft 32.

[0064] Specifically, Figure 2 As shown, the transportation flying tool of the present application can be applied to oil-engine aircraft (including flying cars) and electric-engine aircraft. The lifting control of the flying car is creatively separated from the flight attitude (pitch, roll, yaw) control. The lifting control is achieved by manipulating the throttle opening of each oil engine at the same time. Since the speed changes at the same time, the time delay does not affect the change of the lifting attitude and does not increase the difficulty of flight control. The control of the flight attitude (pitch, roll, yaw) is achieved through the continuously variable speed control system and its corresponding transmission controller. Its action skips the process of engine speed change. The change of the transmission ratio of the continuously variable speed control system can quickly change the speed of the ducted fan or the rotor. Therefore, the whole process has a fast action response and the difficulty of flight control is greatly reduced.

[0065] What does a flying car look like? Figure 3 , Figure 7 and Figure 8 As shown in FIG. 1 , the flying car includes a carrier, namely a vehicle body, four ducts and four duct fans, a transmission system, a control system and an engine. The continuously variable speed control process of the flying car is as follows: Figure 2 As shown:

[0066] The engine generates power to drive the aircraft. The pilot presses the take-off button to ignite the engine. The pilot steps on the lift pedal, which gives an input signal to the controller through the displacement sensor. The controller calculates and gives a corresponding instruction for the throttle opening, so that the engine outputs a fixed speed and power, and transmits the power to the input shaft through the synchronous belt 43 via the synchronous pulleys (41, 42). The input / output shaft is connected to a continuously variable transmission device, which achieves the purpose of changing the transmission ratio by simultaneously changing the working radius of the input shaft and the output shaft. The driving wheel is fixed to the input shaft, and the driven wheel is fixed to the output shaft. The driving wheel and the driven wheel do not slide axially, and can only rotate around their respective central axes. The first conical sprocket is in contact with the first pressure cylinder, and the second conical sprocket is in contact with the second pressure cylinder. Both slide axially with the change of the pressure of their respective pressure cylinders, thereby changing the transmission ratio of the transmission device.

[0067] A transmission belt is clamped between the driving wheel and the first conical sprocket, and between the driven wheel and the second conical sprocket. When there is a certain clamping force between the two, the driving wheel and the first conical sprocket, and the driven wheel and the second conical sprocket can drive the transmission belt to rotate and transmit torque.

[0068] The output shaft is fixed to the ducted fan. When power is transmitted to the output shaft, the fan is driven to rotate, causing a pressure difference above and below the ducted fan, forming an airflow at a certain speed. The airflow passes through the duct, thereby generating lift.

[0069] like Figure 5 and Figure 6 As shown, when the first conical sprocket and the second conical sprocket are simultaneously moved downward along the rotating shaft under the action of pressure, the working radius of the input shaft becomes smaller, while the working radius of the output shaft becomes larger, so that the output shaft speed decreases when the engine speed remains unchanged, that is, a reduction transmission is performed. When the first conical sprocket and the second conical sprocket are simultaneously moved upward along the rotating shaft under the action of the pressure cylinder, the working radius of the input shaft becomes larger, while the working radius of the output shaft becomes smaller, so that the output shaft speed increases when the engine speed remains unchanged, that is, a speed-increasing transmission is performed.

[0070] The flight attitude control in this application can be achieved by a continuously variable transmission electro-hydraulic control system, such as Figure 8 As shown, the system also includes an oil return tank 75. The electro-hydraulic control system can be implemented by a hydraulic valve, a speed sensor is provided on the driving wheel and the driven wheel, and a speed signal is generated respectively. A first pressure sensor and a second pressure sensor are provided on the first pressure cylinder and the second pressure cylinder respectively, and the first pressure sensor and the second pressure sensor generate pressure signals respectively. The speed signal and the pressure signal are converted into analog / digital through the conversion module 71, and then amplified by the amplification module 72. Among them, Figure 8, a schematic diagram of a flight traffic control system with four ducts is shown, wherein the output shaft and the input shaft, the driving wheel and the driven wheel, the first pressure sensor, the second pressure sensor, the first pressure cylinder and the second pressure cylinder are all four pairs, that is, the system will generate four pairs of speed values ​​(n1, n2, n3, n4, n5, n6, n7, n8) and pressure signals (P1, P2, P3, P4, P5, P6, P7, P8),

[0071] After the controller 60 performs calculations according to different manipulation strategies, it outputs electrical signals to the pressure control valve 74 and the speed ratio control valve 73, thereby adjusting the oil pressure inputted to the first pressure cylinder and the second pressure cylinder by the oil pump 76, and finally making the torque of each output shaft reach the required torque, and the speed of each output shaft reach the speed signal relationship described in Table 1, thereby completing the control of the flight attitude (pitch, roll, yaw). On the other hand, through the action of the accelerator pedal, a displacement sensor signal 77 is generated, and the displacement sensor signal 77 is inputted into the controller 60. The controller 60 calculates according to the strategy in Table 1, and outputs four engine throttle opening signals 78, so that the speeds of the four engines are simultaneously accelerated or decelerated, thereby completing the lifting control.

[0072] Table 1 Continuously variable speed control strategy for flying cars

[0073]

[0074]

[0075] In addition to the above, it should be noted that "one embodiment", "another embodiment", "embodiment", etc. mentioned in this specification refer to the specific features, structures or characteristics described in conjunction with the embodiment included in at least one embodiment generally described in this application. The same expression appearing in multiple places in the specification does not necessarily refer to the same embodiment. Further, when describing a specific feature, structure or characteristic in conjunction with any embodiment, it is claimed that the realization of such feature, structure or characteristic in conjunction with other embodiments also falls within the scope of the present invention.

[0076] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0077] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A vertical take-off and landing aircraft, characterized in that: include: A carrier (10) having a channel (11) extending in a vertical direction; A ducted fan (20) is disposed in the passage (11); a continuously variable speed change device (30), the continuously variable speed change device (30) being connected to the ducted fan (20); A driving device (40) connected to the continuously variable transmission device (30); The continuously variable transmission device (30) comprises an input shaft (31), an output shaft (32), and a transmission belt (50), wherein the first end of the input shaft (31) is connected to the driving device (40), the first end of the output shaft (32) is connected to the ducted fan (20), and the transmission belt (50) is simultaneously sleeved on the second end of the input shaft (31) and the second end of the output shaft (32). When driven by the driving device (40), the continuously variable transmission device (30) drives the ducted fan (20) to rotate; The continuously variable transmission device (30) further comprises: A driving wheel (33), the driving wheel (33) having a first conical surface structure, the driving wheel (33) being coaxially arranged on the input shaft (31); a first conical sprocket (34), wherein the first conical sprocket (34) has a second conical structure, the first conical sprocket (34) is sleeved on the input shaft (31), the second conical structure and the first conical structure are arranged opposite to each other to form a first groove for accommodating the transmission belt (50), the transmission belt (50) is in contact with the second conical structure and the first conical structure at the same time, the first conical sprocket (34) can move along the input shaft (31) relative to the driving wheel (33), and the first groove is a V-shaped groove; A driven wheel (36), the driven wheel (36) having a third conical surface structure, the driven wheel (36) being coaxially arranged on the output shaft (32); a second conical sprocket (37), wherein the second conical sprocket (37) has a fourth conical structure, the second conical sprocket (37) is sleeved on the output shaft (32), the fourth conical structure is arranged opposite to the third conical structure to form a second groove for accommodating the transmission belt (50), the transmission belt (50) is in contact with the second conical structure and the first conical structure at the same time, and the second conical sprocket (37) can move along the output shaft (32) relative to the driven wheel (36); A continuously variable speed control system, the continuously variable speed control system is used to control the width between the first conical sprocket (34) and the driving wheel (33), and between the second conical sprocket (37) and the driven wheel (36), so as to adjust the flight posture of the carrier (10) by changing the working radius of the input shaft (31) and the output shaft (32).

2. The vertical take-off and landing aircraft according to claim 1, characterized in that: The continuously variable speed control system comprises: A first pressure cylinder (35) connected to the first conical sprocket (34), the first pressure cylinder (35) being used to drive the first conical sprocket (34) to move along the axial direction of the input shaft (31); A first pressure sensor is connected to the first pressure cylinder (35), and is used to detect the pressure of the first pressure cylinder (35) so that the first pressure cylinder (35) controls the working position of the first conical sprocket (34).

3. The vertical take-off and landing aircraft according to claim 2, characterized in that: The continuously variable speed control system comprises: A second pressure cylinder (38) connected to the second conical sprocket (37), the second pressure cylinder (38) being used to drive the second conical sprocket (37) to move along the axial direction of the output shaft (32); A second pressure sensor is connected to the second pressure cylinder (38), and the second pressure sensor is used to detect the pressure of the second pressure cylinder (38) so that the second pressure cylinder (38) controls the working position of the second conical sprocket (37).

4. The vertical take-off and landing aircraft according to claim 3, characterized in that: The continuously variable speed control system further comprises: A speed ratio control valve (73), the speed ratio control valve (73) is connected to the first pressure cylinder (35) or the second pressure cylinder (38), and the speed ratio control valve (73) is used to adjust the pressure of the first pressure cylinder (35) or the second pressure cylinder (38) to change the working radius of the input shaft (31) or the output shaft (32).

5. The vertical take-off and landing aircraft according to claim 3, characterized in that: The continuously variable speed control system further comprises: A pressure control valve (74), wherein the pressure control valve (74) is connected to the first pressure cylinder (35) and the oil pump (76) respectively, or the pressure control valve (74) is connected to the second pressure cylinder (38) and the oil pump (76) respectively, or the pressure control valve (74) controls the first pressure cylinder (35) or the second pressure cylinder (38) by adjusting the main pressure of the oil pump (76) to change the working radius of the input shaft (31) or the output shaft (32).

6. The vertical take-off and landing aircraft according to claim 1, characterized in that: The transmission belt (50) comprises a metal ring (53) and a plurality of friction plates (52) inserted into the metal ring (53); a plurality of metal plates (51) are arranged between the friction plates (52) and the metal ring; the plurality of friction plates (52) and the plurality of metal plates (51) are arranged in sequence along the circumferential direction of the metal ring (53).

7. The vertical take-off and landing aircraft according to claim 6, characterized in that: A first inclined surface (521) and a second inclined surface are respectively provided on opposite sides of the friction plate (52); the first inclined surface (521) contacts the first conical surface structure of the driving wheel (33) and the fourth conical surface structure of the second conical surface sprocket (37); and the second inclined surface contacts the second conical surface structure of the first conical surface sprocket (34) and the third conical surface structure of the driven wheel (36), so that the transmission belt (50) is tensioned and transmitted.

8. The vertical take-off and landing aircraft according to claim 5, characterized in that: The continuously variable transmission control system further comprises a controller (60), a first speed sensor is arranged on the input shaft (31), and a second speed sensor is arranged on the output shaft (32), the first speed sensor and the second speed sensor are respectively electrically connected to the controller (60), the first speed sensor and the second speed sensor are used to detect the speeds of the input shaft (31) and the output shaft (32), and the controller (60) controls the oil pump (76) to provide oil pressure to the first pressure cylinder (35) and the second pressure cylinder (38).

9. The vertical take-off and landing aircraft according to claim 3, characterized in that: The vertical take-off and landing aircraft further comprises a controller (60), a speed ratio control valve (73) and a pressure control valve (74), wherein the controller (60), the speed ratio control valve (73) and the pressure control valve (74) are respectively connected to the continuously variable transmission device (30), and the controller (60) is used to receive the speed signals of the driving wheel (33) and the driven wheel (36), the pressure signal of the first pressure cylinder (35) or the second pressure cylinder (38), and the control signals of the speed ratio control valve (73) and the pressure control valve (74), and the controller (60) controls the working radius of the input shaft (31) and the output shaft (32) according to the speed signal, the pressure signal, the control signal and the pitch, roll or yaw signal sent by the control stick of the vertical take-off and landing aircraft.

10. The vertical take-off and landing aircraft according to claim 1, characterized in that: The continuously variable transmission device (30), the channel (11) and the ducted fan are respectively arranged in a plurality of numbers, the plurality of ducted fans (20) are respectively arranged in a plurality of the channels (11), and the plurality of continuously variable transmission devices (30) are respectively connected to a plurality of the ducted fans (20).

11. A control method for a vertical take-off and landing aircraft, the control method being used to control the vertical take-off and landing aircraft according to any one of claims 1 to 10, characterized in that: The control method comprises the following steps: The controller (60) of the continuously variable speed control system controls the width between the first conical sprocket (34) and the driving wheel (33), and between the second conical sprocket (37) and the driven wheel (36), so as to change the working radius of the input shaft (31) and the output shaft (32), so as to adjust the flight posture of the carrier (10).

12. The control method according to claim 11, characterized in that: The control method includes a deceleration state control method and a speed increase state control method. The deceleration state control method comprises: controlling the first pressure cylinder (35) of the continuously variable speed control system to drive the first conical sprocket (34) to move in a first direction, so that the width between the first conical sprocket (34) and the driving wheel (33) becomes wider, so that the working radius of the input shaft (31) is reduced; controlling the second pressure cylinder (38) of the continuously variable speed control system to drive the second conical sprocket (37) to move in the first direction, so that the width between the second conical sprocket (37) and the driven wheel (36) becomes narrower, so that the working radius of the output shaft (32) is increased; The speed increasing state control method comprises: controlling the first pressure cylinder (35) of the continuously variable speed control system to drive the first conical sprocket (34) to move in a second direction opposite to the first direction, so that the width between the first conical sprocket (34) and the driving wheel (33) becomes narrower, and the working radius of the input shaft (31) increases; controlling the second pressure cylinder (38) of the continuously variable speed control system to drive the second conical sprocket (37) to move in the second direction, so that the width between the second conical sprocket (37) and the driven wheel (36) becomes wider, and the working radius of the output shaft (32) decreases.

13. The control method according to claim 11, characterized in that: The carrier (10) has a plurality of the continuously variable transmission devices (30), and the control method comprises a posture adjustment control method, which comprises the following steps: The controller (60) controls the working radius of the input shaft (31) and / or the output shaft (32) of each of the continuously variable transmission devices (30) to reach a preset working radius based on control signals of the speed ratio control valve (73) and the pressure control valve (74) of the carrier (10), so that the carrier (10) reaches a preset flight attitude.

14. The control method according to claim 11, characterized in that: The controller (60) controls the working radius of the input shaft (31) and / or the output shaft (32) of each of the continuously variable transmission devices (30) to reach a preset working radius according to the opening signal of the electronic throttle. At the same time, the transmission controller of the carrier (10) controls the throttle opening of each of the drive devices (40) according to the opening signal, so that the carrier (10) reaches a preset flight attitude.

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