Rotor structure, aircraft and flight control method

Abstract

The present invention provides a rotor structure, an aircraft, and a flight control method, specifically relating to the field of aircraft technology. The flight control method of the present invention is used to control the flight of an aircraft, wherein the aircraft includes at least one rotor structure, which includes at least one propeller blade. The flight control method includes the following process: when the horizontal component velocity of the aircraft is greater than a first set threshold, controlling the extension direction of the propeller blade to be parallel or approximately parallel to the heading of the aircraft. The flight control method of the present invention can reduce the aerodynamic drag of the aircraft in cruise mode and increase the effective flight time of the aircraft.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft, and in particular to a rotor structure, an aircraft and a flight control method. Background Art

[0002] Among existing aircraft, rotorcraft can ascend and descend vertically without taxiing, occupy a small space, and are less susceptible to site constraints. However, their endurance is poor, making them unsuitable for carrying heavy loads or flying for extended periods, and thus unable to meet the various practical application requirements of current aircraft. Fixed-wing aircraft offer high cruising performance, but they occupy a larger space, require longer runways for takeoff and landing, and impose more stringent takeoff and landing conditions. Combined rotorcraft and fixed-wing aircraft, however, are experiencing rapid development due to their ability to combine the vertical ascent and descent capabilities of rotorcraft with the long flight endurance of fixed-wing aircraft.

[0003] Currently, both rotor and fixed-wing aircraft are constrained by factors such as blade layout space and mechanical requirements. The aerodynamic limit is typically increased by increasing the number of blades per rotor point. However, this increase in blades also increases aerodynamic drag in cruise mode. Therefore, it is necessary to develop a rotor structure that can control the opening and closing of blades to reduce aerodynamic drag in cruise mode. Summary of the Invention

[0004] In view of the above shortcomings of the prior art, the present invention provides a rotor structure, an aircraft and a flight control method to improve the problem of high aerodynamic drag in the aircraft cruise mode.

[0005] To achieve the above-mentioned objectives and other related objectives, the present invention provides a flight control method for controlling the flight of an aircraft, wherein the aircraft includes at least one rotor structure, and the rotor structure includes at least one blade. The control process of the flight control method is as follows: when the horizontal component velocity of the aircraft is greater than a first set threshold, the extension direction of the blade is controlled to be parallel or approximately parallel to the heading of the aircraft.

[0006] In an example of the present invention, the rotor structure includes a first blade and a second blade. When the vertical velocity component of the aircraft is greater than a second set threshold, the second blade is fixed in a cross state with the first blade.

[0007] In an example of the present invention, the rotor structure includes a first blade and a second blade. When the horizontal component velocity of the aircraft is greater than a first set threshold, the extension direction of the second blade is parallel or approximately parallel to the heading of the aircraft.

[0008] In an example of the present invention, a conversion device is provided between the first blade and the second blade, and the conversion device enables the second blade to rotate between a first position and a second position relative to the first blade.

[0009] In an example of the present invention, when the first blade and the second blade are in a crossed state or in a parallel or approximately parallel state with the heading of the aircraft, the first blade and the second blade are locked relative to each other by a position locking device.

[0010] In an example of the present invention, a reset component is provided between the first blade and the second blade, which can return the second blade to the first position relative to the first blade.

[0011] In an example of the present invention, a position sensor is provided in the motor of the rotor structure, and the position of the motor rotor is fed back to the flight control system through the position sensor.

[0012] In an example of the present invention, the flight control system includes a host computer and a hovering electric regulator, and the hovering electric regulator is connected to the host computer signal via a CAN or serial port.

[0013] In one example of the present invention, the position sensor feeds back the position of the motor rotor to the hovering electric regulator, and the hovering electric regulator feeds back the position to the host computer. After receiving the feedback signal from the hovering electric regulator, the host computer issues a control instruction and controls the motor through the hovering electric regulator.

[0014] On the other hand, the present invention provides a rotor structure, comprising a first blade, a second blade and a conversion device, wherein the conversion device is arranged between the first blade and the second blade, and enables the second blade to rotate between a first position and a second position relative to the first blade; when the first blade rotates under the action of an external force, the second blade is unlocked at the first position, and is locked after rotating from the first position to the second position under the action of inertia and / or airflow resistance; when the first blade stops rotating, the second blade is unlocked at the second position, and is locked after rotating from the second position to the first position.

[0015] In one example of the present invention, the conversion device includes a first seat body, a second seat body and a position locking structure, the first seat body is installed on the first blade, the second seat body is installed on the second blade, and is rotatably connected to the first seat body; the position locking structure is installed between the first seat body and the second seat body, and is used to lock the second seat body.

[0016] In an example of the present invention, the first base and the second base are connected via a rotating structure, one end of the rotating structure is fixedly connected to the first base, and the other end is rotatably connected to the second base.

[0017] In an example of the present invention, the rotating structure includes a rotating shaft and a bearing, one end of the rotating shaft is fixed to the first base, and the other end is rotatably connected to the second base via the bearing.

[0018] In an example of the present invention, the conversion device further includes a reset component, which is disposed between the first seat and the second seat and is used to drive the second seat to rotate between the first position and the second position relative to the first seat.

[0019] In an example of the present invention, the reset assembly includes a torsion spring, one end of the torsion spring is detachably fixedly connected to the first base or the rotating shaft, and the other end of the torsion spring is detachably fixedly connected to the second base.

[0020] In one example of the present invention, a first mounting structure cooperating with the torsion spring is provided on the first seat body or the rotating shaft, and a second mounting structure cooperating with the torsion spring is provided on the second seat body, and both ends of the torsion spring are respectively inserted into the first mounting structure and the second mounting structure.

[0021] In one example of the present invention, the first seat body is provided with a limiting slide groove near the rotation center, and the second seat body is provided with a floating structure corresponding to the limiting slide groove; or the second seat body is provided with a limiting slide groove near the rotation center, and the first seat body is provided with a floating structure corresponding to the limiting slide groove.

[0022] In an example of the present invention, a buffer elastic body is provided on the working surfaces of the movable structure and the limiting sliding groove.

[0023] In one example of the present invention, the position locking device includes a retaining frame, a sliding pin and a return spring. A through hole is provided in the retaining frame and passes through the radial direction of the first seat body. The sliding pin is retained in the through hole, and under the action of the return spring and centrifugal force, the sliding pin can switch between the first position and the second position.

[0024] In an example of the present invention, the position locking device further includes a first locking structure and a second locking structure that cooperate with the sliding pin, and the first locking structure and the second locking structure are provided on the second seat.

[0025] In one example of the present invention, the first locking structure is arranged on a side close to the rotation center of the second seat body, and the second locking position is arranged on a side away from the rotation center of the second seat body, and the radial distance between the first locking structure and the second locking structure along the second seat body corresponds to the distance that the sliding pin slides between the first position and the second position.

[0026] In an example of the present invention, a line connecting the first locking structure to the rotation center of the second base body and a line connecting the second locking structure to the rotation center of the second base body are perpendicular to each other.

[0027] In an example of the present invention, the rotor structure further includes a driving device, the driving device includes a motor, a position sensor is provided in the motor, and the position sensor can feed back the position of the rotor of the motor to a flight control system.

[0028] The present invention also provides an aircraft that uses the flight control method to control flight.

[0029] The present invention also provides an aircraft, which includes a fuselage, fixed wings and a rotor structure, wherein the fixed wings are installed on both sides of the fuselage, and the rotor structure is installed on the fixed wings, wherein the rotor structure is the above-mentioned rotor structure.

[0030] The present invention provides a flight control method, which controls the state of a rotor structure through a flight control system. When the horizontal velocity component of an aircraft is greater than a first set threshold value (i.e., the aircraft is in a cruising state), the flight control system controls the extension direction of the rotor blades to be parallel or approximately parallel to the heading of the aircraft, thereby reducing the starting resistance of the aircraft during cruising and increasing the effective flight time of the aircraft. In order to improve the thrust of the aircraft in a vertical state, two or more blades are provided in the rotor structure, and the state of each blade is controlled by the flight control system. When the numerical velocity component of the aircraft is greater than a second set threshold value (i.e., the aircraft is in a vertical state), each layer of blades is in a cross-rotation state, providing thrust for the vertical take-off of the aircraft; when the horizontal velocity component of the aircraft is greater than the first set threshold value, the extension direction of each blade is parallel or approximately parallel to the heading of the aircraft, thereby reducing the air resistance of the aircraft during cruising.

[0031] The present invention also provides a rotor structure that installs a conversion device between a first blade and a second blade. The conversion device enables the second blade to rotate between a first position and a second position relative to the first blade, thereby realizing the opening and closing of the blades to cope with the vertical and cruising states of the aircraft. That is, it can provide power in the vertical mode and reduce aerodynamic drag in the cruising mode. The position locking structure of the conversion device uses inertia to slide the sliding pin between the first position and the second position, and fixes the second blade to the first position and the second position of the first blade through the locking structure, preventing relative rotation between the blades when the aircraft operates in different modes, thereby affecting the operation of the aircraft. A position sensor is set in the drive motor of the rotor structure, and the position sensor is used to feedback the position of the motor rotor to the flight control system, thereby controlling the movement of the drive motor to achieve the purpose of controlling the operating mode of the blades. The rotor structure of the present invention can include two layers of blades or multiple layers of blades. The relative movement between each layer of blades is controlled by the conversion device, resulting in a simple structure and convenient control.

[0032] The present invention provides an aircraft including a rotor structure, which can provide thrust for the vertical take-off of the aircraft through the rotation of multiple blades when the aircraft is in a vertical take-off mode. When the aircraft is in a cruising mode, the multiple blades are combined and the extension direction of the blades is parallel or approximately parallel to the heading of the aircraft, so as to reduce the aerodynamic resistance of the aircraft when cruising and increase the effective flight time of the aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0034] Figure 1 This is a schematic structural diagram of the aircraft in vertical take-off mode of the present invention;

[0035] Figure 2 This is a schematic diagram of the structure of the aircraft in cruise mode of the present invention;

[0036] Figure 3 FIG1 is an exploded schematic diagram of a rotor structure according to an embodiment of the present invention;

[0037] Figure 4 An exploded schematic diagram of a conversion device for a rotor structure in one embodiment of the present invention;

[0038] Figure 5 This is a schematic structural diagram of the first base of the rotor structure in one embodiment of the present invention;

[0039] Figure 6 A schematic top view of a first base body of a rotor structure according to an embodiment of the present invention;

[0040] Figure 7 This is a schematic structural diagram of the second base of the rotor structure in one embodiment of the present invention;

[0041] Figure 8 A bottom view schematically shows a second base body of a rotor structure in one embodiment of the present invention;

[0042] Figure 9 Schematic diagram of the cooperation between the first base and the torsion spring in one embodiment of the rotor structure of the present invention;

[0043] Figure 10 This is a schematic diagram of the internal structure of a position locking device of a rotor structure in one embodiment of the present invention;

[0044] Figure 11 A schematic diagram of the structure of a conversion device for a rotor structure in one embodiment of the present invention;

[0045] Figure 12 4 is a cross-sectional view of the conversion device along the BB direction when the rotor structure of the present invention is in the first position;

[0046] Figure 13 It is a cross-sectional view of the conversion device along the BB direction when the rotor structure of the present invention is in the second position.

[0047] Figure 14 Schematic diagram of the control logic of the aircraft flight control method of the present invention.

[0048] Component number description

[0049] 100, rotor structure; 110, first blade; 120, second blade; 130, conversion device; 131, first base; 1311, first mounting structure; 13111, mounting block; 13112, limiting groove; 1312, limiting slide; 1313, stepped columnar structure; 13131, first step; 13132, second step; 1314, limiting boss; 132, second base; 1321, second mounting structure; 1322, swimming structure; 133, rotating structure; 13 31. Rotating shaft; 1332. Bearing; 134. Reset assembly; 1341. Torsion spring; 135. Position locking device; 1351. Retaining frame; 13511. Through hole; 1352. Sliding pin; 1353. Reset spring; 1354. First locking structure; 13541. Locking body; 13542. Locking groove; 1355. Second locking structure; 136. Axial limiting device; 140. Fastening bolt; 150. Drive assembly; 151. Motor; 200. Fuselage; 300. Fixed wing. DETAILED DESCRIPTION

[0050] The following describes the embodiments of the present invention through specific examples. Those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that the following examples and the features in the examples can be combined with each other unless they conflict. It should also be understood that the terms used in the examples of the present invention are for the purpose of describing specific embodiments, not for the purpose of limiting the scope of protection of the present invention. The test methods for which specific conditions are not specified in the following examples are generally carried out under conventional conditions or under the conditions recommended by the manufacturers.

[0051] It should be noted that the terms such as "upper", "lower", "left", "right", "middle" and "one" cited in this specification are only for the convenience of description and are not used to limit the scope of implementation of the present invention. Changes or adjustments to their relative relationships should be regarded as the scope of implementation of the present invention without substantially changing the technical content.

[0052] See also Figures 1 to 2 The present invention provides a flight control method for controlling the flight of an aircraft, wherein the aircraft includes at least one rotor structure 100, wherein the rotor structure 100 includes at least one blade, and the flight control method includes the following process: when the horizontal component velocity of the aircraft is greater than a first set threshold value, controlling the extension direction of the blade to remain parallel or approximately parallel to the heading of the aircraft. In the present invention, the specific value of the first set threshold value is not limited and can be set according to the aircraft model and external environmental conditions. In this embodiment, when the horizontal component velocity of the aircraft is greater than the first set domain value, the aircraft enters the cruise mode. At this time, the flight control system controls all the blades of the rotor structure to rotate to a position where the extension direction is parallel or approximately parallel to the heading of the aircraft, and maintains it at this position, so as to reduce the aerodynamic drag of the aircraft in the cruise mode and increase the effective flight time of the aircraft. It should be noted that when an aircraft has multiple rotor structures, although when the horizontal component velocity of the aircraft is greater than a first set threshold, only controlling the extension direction of the blades in one rotor structure to be parallel or approximately parallel to the heading of the aircraft can achieve the effect of reducing drag, it is better that when there are multiple rotor structures, when the horizontal component velocity of the aircraft is greater than the first set threshold, the extension directions of the blades in all rotor structures are controlled to be parallel or approximately parallel to the heading of the aircraft to achieve a better drag reduction effect.

[0053] The rotor structure of the present invention may include one blade or two or more blades. Figure 1 and Figure 2 In one embodiment, the rotor structure includes a first blade 110 and a second blade 120, with the second blade 120 being arranged in layers above and below the first blade 110. For example, the first blade 110 is arranged in the lower layer, and the second blade 120 is arranged above the first blade 110. Of course, in other embodiments, the second blade 120 may be arranged in the lower layer, and the first blade 110 is arranged above the second blade 120. In this embodiment, the flight control method comprises the following control process: when the vertical component velocity of the aircraft is greater than a second set threshold, the second blade 120 is fixed in a cross-state with the first blade 110 and rotated under the drive of an external force; when the horizontal component velocity of the aircraft is greater than the first set threshold, the extension direction of the second blade 120 is made parallel or approximately parallel to the heading of the aircraft. That is, a first set threshold and a second set threshold are set through the flight control system, the first set threshold is used as the horizontal component velocity threshold of the aircraft set when the aircraft enters the cruise mode, and the second set threshold is used as the vertical component velocity threshold of the aircraft set when the aircraft enters the vertical take-off mode; when the component velocity of the aircraft in the vertical direction is greater than the second set domain value, the aircraft enters the vertical take-off mode, and the vertical take-off of the aircraft requires the rotor structure to provide upward thrust for the aircraft. At this time, the flight control system controls the second blade 110 and the first blade 120 to be fixed in a cross state, and the first blade 110 and the second blade 120 keep rotating synchronously; when the aircraft reaches a certain height, the component velocity of the aircraft in the horizontal direction is greater than the first set threshold, the aircraft enters the cruise mode, the first blade 110 and the second blade 120 are combined, and the extension direction of the blade is parallel or approximately parallel to the heading of the aircraft, thereby reducing the cruising aerodynamic drag of the aircraft.

[0054] See also Figure 3 In order to make the rotor structure better match the flight mode of the aircraft, the present invention provides a rotor structure 100, which includes a first blade 110 and a second blade 120, and a conversion device 130 is provided between the first blade 110 and the second blade 120, and the conversion device 130 enables the second blade 120 to rotate between a first position and a second position relative to the first blade 110. Among them, when the second blade 120 is in the first position, it is parallel or approximately parallel to the extension direction of the first blade 110; when the second blade 120 is in the second position, it is arranged crosswise with the extension direction of the first blade 110; the conversion device 130 is arranged between the first blade 110 and the second blade 120, and enables the second blade 120 to rotate between the first position and the second position relative to the first blade 110; when the first blade 110 rotates under the action of external force, the second blade 120 is unlocked in the first position, and is locked after rotating from the first position to the second position under the action of inertia and / or airflow resistance; when the first blade 110 stops rotating, the second blade 120 is unlocked in the second position, and is locked after rotating from the second position to the first position.

[0055] The rotor structure of the present invention can also include multiple layers of blades such as a third blade and a fourth blade. The blades adopt an upper and lower stacked structure, and a conversion device is installed between adjacent blades to adjust the merging or crossing state between the blades. The following takes two layers of blades as an example for further description.

[0056] See also Figure 3 and Figure 4 When the first blade 110 and the second blade 120 are in a crossed state or parallel or approximately parallel to the heading of the aircraft, the first blade 110 and the second blade 120 are relatively locked by the position locking device 135 in the conversion device 130. In one embodiment of the present invention, the conversion device 130 includes a first base body 131, a second base body 132, and a position locking device 135. The first base body 131 is disposed on and fixedly connected to the first blade 110, and the second base body 132 is disposed on and fixedly connected to the second blade 120. The second base body 132 is rotatably connected to the first base body 131. The position locking device 135 is disposed between the first base body 131 and the second base body 132 and is used to lock the second base body 132 to prevent relative rotation between the first base body 131 and the second base body 132 (the first blade 110 and the second blade 120).

[0057] See also Figure 3 and Figure 4 The structures of the first base body 131 and the second base body 132 are not limited. Preferably, the first base body 131 and the second base body 132 both adopt a cylindrical structure, which can reduce air resistance during rotation. The first base body 131 is fixed to the first blade 110 by a fastening bolt 140, and the second base body 132 is fixed to the second blade 120 by a fastening bolt 140. For example, a plurality of screw holes are provided along the circumference of the first base body 131, and a plurality of screw holes are provided correspondingly on the first blade 131. The first blade 110 is connected to the screw holes of the first base body 131 and the first blade 110 one by one through the plurality of fastening bolts 140 to achieve a fixed connection between the first base body 131 and the first blade 110. Similarly, a plurality of screw holes are provided correspondingly on the second base body 132 and the second blade 120. The fastening bolts 140 are used to connect the screw holes of the second base body 132 and the second blade 120 one by one to achieve a fixed connection between the second base body 132 and the second blade 120.

[0058] See also Figures 4 to 8In one embodiment, the first base body 131 is rotatably connected to the second base body 132 via a rotating structure 133. The rotating structure 133 includes a rotating shaft 1331 and a bearing 1332. One end of the rotating shaft 1331 is fixedly connected to the first base body 131, and the other end is rotatably connected to the second base body 132 via the bearing 1332. Specifically, a first through hole is provided at the rotation center of the first base body 131, and a second through hole is provided at the rotation center of the second base body 132. One end of the rotating shaft 1331 passes through the first through hole and is fixedly connected thereto, and the other end passes through the second through hole on the second base body 132 and the through hole on the second blade 120 in sequence and is rotatably connected thereto via the bearing 1332. Preferably, an axial limiting device 136 is provided at the upper end of the second blade 120 for axially limiting the conversion device 130 to prevent the blade from shaking or falling off during rotation. The axial limiting device 136 can be, for example, a nut. The rotating shaft 1331 is provided with threads that cooperate with the nut. The cooperation between the nut and the threads achieves axial restraint of the conversion device 130. In other embodiments, the axial limiting device 136 can also utilize other locking structures. Any structure that can achieve axial fixation of the conversion device falls within the scope of protection of the present invention.

[0059] See also Figure 4 、 Figure 5 、 Figure 7 and Figure 9A reset assembly 134 is disposed between the first paddle 110 and the second paddle 120, capable of returning the second paddle 120 to the first position relative to the first paddle 110. In one embodiment, the reset assembly 134 is disposed between the first base 131 and the second base 132, and is configured to drive the second base 132 to rotate relative to the first base 131 between the first and second positions. In one embodiment, the reset assembly 134 includes a torsion spring 1341, which is mounted on a rotating shaft 1331. One end of the torsion spring 1341 is connected to the first base 131 or the rotating shaft 1331, and the other end is connected to the second base 132. Preferably, the ends of torsion spring 1341 are detachably fixedly connected to first base 131 and second base 132, respectively. For example, first base 131 is provided with a first mounting structure 1311, and second base 132 is provided with a second mounting structure 1321. The first mounting structure 1311 and the second mounting structure 1321 have identical structures, each consisting of two opposing mounting blocks 13111. The two mounting blocks 13111 are spaced apart, and the distance between them is less than the diameter of the end of torsion spring 1341. Opposing sides of the two mounting blocks 13111 are each provided with an arcuate surface, forming a retaining groove 13112 between the two arcuate surfaces. The shape and size of retaining groove 13112 match the end of torsion spring 1341. To install torsion spring 1341, it is first mounted on rotating shaft 1331, and then the ends are snapped into retaining grooves 13112 from the side. In other embodiments, the reset assembly can also be another elastic component, such as a rubber elastomer, a hydraulic or pneumatic elastomer, or other elastic component.

[0060] See also Figures 5 to 8The conversion device 130 also includes a limiting structure, which includes a limiting slide 1312 and a floating structure 1322 that cooperates with the limiting slide 1312. The limiting slide 1312 is provided on the first base 131, and the floating structure 1322 is provided on the second base 132. Specifically, a stepped columnar structure 1313 is provided on the first base 131 along the outer circumference of its rotation center. The rotating shaft 1331 passes through the center of the stepped columnar structure 1313 and is fixed to the first base 131. The stepped columnar structure 1313 includes a first step 13131 and a second step 13132. The limiting slide 1312 is provided between the first step 13131 and the second step 13132. One end of the limiting slide 1312 corresponds to the first position of the rotor structure 130, and the other end corresponds to the second position of the rotor structure 130. The two ends of the limiting groove 1312 are respectively limited by limiting bosses 1314 protruding from the limiting groove, and an arc-shaped surface transitions between the limiting groove 1312 and the limiting boss 1314. Preferably, a plurality of limiting grooves 1312 are provided on the stepped columnar structure 1313 around the outer circumference of the rotating shaft 1331. The floating structure 1322 is disposed on the side of the second base 132 facing the first base 131, and the shape of the floating structure 1322 is consistent with the shape of the limiting groove 1312. When the first blade 110 and the second blade 120 rotate relative to each other, the floating structure 1322 slides freely within the limiting groove 1312. Of course, in other embodiments, the limiting groove 1312 can also be disposed on the second base 132, and the floating structure 1322 can be disposed on the first base 131. To prevent failure due to impact between the movable structure 1322 and the limiting chute 1312, a buffer elastic body (not shown) is provided on the working surfaces of the movable structure 1322 and the limiting chute 1312. The buffer elastic body can be provided on the movable structure 1322, the limiting chute 1312, or both the movable structure 1322 and the limiting chute 1312. The provision of the buffer elastic body can buffer the impact force between the movable structure 1322 and the limiting chute 1312, thereby extending the service life of the limiting structure.

[0061] See also Figure 4 and Figures 10 to 13The position locking structure 135 of the conversion device 130 cooperates with the limiting structure to lock the first blade 110 and the second blade 120 in the first position and the second position. The position locking structure 135 can adopt any structure that can achieve position locking. It can be driven by inertial force, such as centrifugal force, speed change, etc., or it can be electrically driven, such as by an electromagnetic or steering gear. In one embodiment, the position locking structure 135 adopts a centrifugal position locking structure, which includes a retaining frame 1351, a sliding pin 1352, a return spring 1353, a first locking structure 1354 and a second locking structure 1355. The retaining frame 1351 is installed on the first seat body 131. The retaining frame 1351 is provided with a through hole 13511 that passes through the first seat body 131 in the radial direction. The return spring 1353 is sleeved on the sliding pin 1352. The sliding pin 1352 is always maintained in the through hole 13511 of the retaining frame 1351 by the return spring 1353, and under the combined action of the return spring 1353 and centrifugal force, the sliding pin 1352 can reciprocate in two directions along the through hole 13511. The first locking structure 1354 and the second locking structure 1355 are disposed on the second base 132. The first locking structure 1354 includes a locking body 13541 and a locking slot 13542. The locking body 13541 is fixed to the second base 132, and the locking slot 13542 is located at the end of the locking body 13541 facing the first base 131. The opening size of the locking slot 13542 corresponds to the size of the sliding pin 1352. The second locking structure 1355 has the same structure as the first locking structure 1354. The first locking structure 1354 is disposed on the side near the rotation center of the second base 132, while the second locking structure 1355 is disposed outside the first locking structure 1354. The distance between the first locking structure 1354 and the second locking structure 1355 along the radial direction of the second base 132 corresponds to the sliding distance of the sliding pin 1352 within the retainer 1351. When the sliding pin 1352 extends toward one end of the rotating shaft 1331, the first locking structure 1354 locks the sliding pin 1352 in the locking groove 13542. At this time, the first blade 110 and the second blade 120 are in the first position and are relatively fixed; when the sliding pin 1352 extends toward the end away from the rotating shaft 1334, the second locking structure 1355 locks the sliding pin 1352 in the locking groove. At this time, the first blade 110 and the second blade 120 are in the second position and are relatively fixed.

[0062] See also Figure 1 、 Figure 2 and Figure 8In one embodiment, when the first blade 110 and the second blade 120 are closed (the angle between the first blade and the second blade is 0°), it is defined as the first position, and when the first blade 110 and the second blade 120 are cross-crossed (the angle between the first blade and the second blade is 90°), it is defined as the second position. Then, the line connecting the first locking structure 1354 to the rotation center of the second base body 132 and the line connecting the second locking structure 1355 to the rotation center of the second base body 132 are perpendicular to each other, and the second blade 120 can rotate relative to the first blade 110 by 0° to 90°.

[0063] See also Figure 3 、 Figure 4 、 Figure 10 、 Figure 12 and Figure 13 The rotor structure 100 also includes a rotation drive assembly 150 for driving the blades. In one embodiment, the drive assembly 150 includes a motor 151, which can be a brushless DC motor, for example. The motor rotor is fixedly connected to the first blade 110. The rotation of the motor rotor drives the first blade 110 to rotate. The first blade 110 drives the first base 131 and the rotating shaft 1331 to rotate, thereby driving the second blade 120 to rotate. Since a reset assembly 134 is provided between the first base body 131 and the second base body 132, there is relative rotation between the first blade 110 and the second blade 120, that is, when the first blade 110 drives the first base body 131 to rotate, the position locking device 135 drives the sliding pin 1352 to move in the retaining frame 1351 under the action of centrifugal force. When the centrifugal force is less than the force of the reset spring 1353, the sliding pin 1352 extends toward the rotation center. At this time, the first locking structure 1354 locks the sliding pin 1352, and the second blade 120 and the first blade 110 are in the first position (closed); when the centrifugal force is greater than the force of the reset spring 1353, the sliding pin 1352 extends to the side away from the rotation center. At this time, the second locking structure 1355 locks the sliding pin 1352, and the second blade 120 and the first blade 110 are in the second position (cross). In order to provide timely feedback on the position of the rotor structure, a position sensor (not shown) is provided in the motor 151 of the rotor structure, and the position of the motor rotor is fed back to the flight control system through the position sensor; the position sensor, such as a Hall position sensor, is used to detect the real-time position of the motor rotor and feed back its position signal to the flight control system. After receiving the position signal, the flight control system issues instructions for motor rotation and speed according to the flight program.

[0064] See also Figure 14The aircraft's flight control system includes a host computer and hovering electric speed controllers. The host computer, such as a flight control computer (FCC), is connected to the hovering electric speed controller signals via a CAN bus or serial port. The flight control logic of the present invention is as follows: the flight control computer (FCC) sends a requested speed to the hovering electric speed controller (ESC) via a CAN bus (or serial port). The hovering electric speed controller parses the digital signal from the flight control computer and issues a specific speed request to the motor for execution. The motor executes the hovering electric speed controller's command and simultaneously feeds back information about the current motor status (including rotor position) to the hovering electric speed controller. The hovering electric speed controller then feeds back information to the flight control computer (FCC) via a CAN bus (or serial port).

[0065] See also Figure 1 The present invention provides an aircraft comprising a fuselage 200, fixed wings 300, and a rotor structure. The fixed wings 300 are disposed on either side of the fuselage 200, and a rotor structure 100 is disposed above the fixed wings 300. The rotor structure 100 is the aforementioned rotor structure of the present invention. The aircraft of the present invention includes at least one rotor structure 100. Preferably, the aircraft includes multiple rotor structures 100, which are symmetrically disposed on the fixed wings 200 on either side.

[0066] The flight control method of the aircraft of the present invention includes the following steps:

[0067] When the aircraft is on the ground, the blades of the rotor structure are in a combined state and the direction of the blades is in a free state;

[0068] When the aircraft enters the vertical take-off state (the vertical velocity component is greater than a second set threshold), the rotor structure begins to rotate. When it reaches a certain speed, the position locking structure unlocks, and the multiple blades are opened and locked again by the position locking structure. The rotation of the multiple blades provides pulling force for the vertical take-off of the aircraft.

[0069] When the aircraft ascends vertically to a preset altitude and enters a cruising state (where the horizontal component speed is greater than a first set threshold), the rotor blade speed decreases, the position locking structure unlocks, and the multiple blades enter a straight-line folded state under the action of the reset assembly. The position locking structure locks the blades, and the control system rotates the straight-line folded blades to a position that conforms to the heading and locks them, thereby reducing aerodynamic drag during cruising.

[0070] When the aircraft needs to adjust its flight state during cruising, the rotor structure is activated and the vertical state and cruising state are repeated.

[0071] The flight control method of the present invention controls the state of the rotor structure through a flight control system, so that in the vertical state, the rotor blades of the rotor structure provide power for the vertical position by rotating; in the cruising state, the extension direction of the rotor blades is parallel or approximately parallel to the heading of the aircraft, thereby reducing the starting resistance of the aircraft during cruising and increasing the effective flight time of the aircraft. The rotor structure of the present invention includes multiple layers of blades, and the blades are closed and crossed by a conversion device to adapt to the cruising and vertical modes of the aircraft, thereby reducing the cruising aerodynamic drag of the multi-rotor plus fixed-wing configuration aircraft. Therefore, the present invention effectively overcomes some practical problems in the prior art and has high utilization value and practical significance.

[0072] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the present invention. Anyone skilled in the art may modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by one of ordinary skill in the art without departing from the spirit and technical principles disclosed herein are intended to be covered by the claims of the present invention.

Claims

1. A flight control method for controlling the flight of an aircraft, wherein the aircraft comprises at least one rotor structure, wherein the rotor structure comprises at least a first blade and a second blade, wherein: A conversion device is provided between the first blade and the second blade, and the second blade is enabled to rotate relative to the first blade between a first position and a second position through the conversion device; The conversion device includes a position locking device, and the position locking device includes a retaining frame, a sliding pin, a return spring, a first locking structure and a second locking structure, the sliding pin is retained in the retaining frame by the return spring, and when the first blade is rotated under the action of an external force, the position locking device drives the sliding pin to move in the retaining frame under the action of centrifugal force, and when the centrifugal force is less than the force of the return spring, the sliding pin extends toward the rotation center, the first locking structure locks the sliding pin, and the second blade and the first blade are in the first position; when the centrifugal force is greater than the force of the return spring, the sliding pin extends to the side away from the rotation center, the second locking structure locks the sliding pin, and the second blade and the first blade are in the second position; The flight control method includes the following steps: When the horizontal component velocity of the aircraft is greater than a first set threshold, the extension directions of the first blade and the second blade are controlled to be parallel or approximately parallel to the heading of the aircraft.

2. The flight control method according to claim 1, characterized in that: The rotor structure includes a first blade and a second blade. When the vertical velocity component of the aircraft is greater than a second set threshold, the second blade is fixed in a cross state with the first blade.

3. The flight control method according to claim 1, wherein: The rotor structure includes a first blade and a second blade. When the horizontal component velocity of the aircraft is greater than a first set threshold, the extension direction of the first blade and the second blade is parallel or approximately parallel to the heading of the aircraft.

4. The flight control method according to claim 1, wherein: When the first blade and the second blade are in a crossed state or in a parallel or approximately parallel state with the heading of the aircraft, the first blade and the second blade are locked relative to each other by a position locking device.

5. The flight control method according to claim 4, characterized in that: A reset component is provided between the first blade and the second blade, which can return the second blade to a first position relative to the first blade.

6. The flight control method according to claim 1, characterized in that: A position sensor is provided in the motor of the rotor structure, and the position of the motor rotor is fed back to the flight control system through the position sensor.

7. The flight control method according to claim 6, characterized in that: The flight control system includes a host computer and a hovering electric regulator, and the hovering electric regulator is connected to the host computer signal via a CAN or serial port.

8. The flight control method according to claim 7, characterized in that: The position sensor feeds back the position of the motor rotor to the hovering electric regulator, and the hovering electric regulator feeds back the position to the host computer. After receiving the feedback signal of the hovering electric regulator, the host computer issues a control instruction and controls the motor through the hovering electric regulator.

9. A rotor structure, characterized in that: include: First paddle blade; Second paddle blade; a conversion device, disposed between the first blade and the second blade, and enabling the second blade to rotate relative to the first blade between a first position and a second position; In which, the conversion device includes a position locking device, which includes a retaining frame, a sliding pin, a return spring, a first locking structure and a second locking structure. The sliding pin is always maintained in the retaining frame by the return spring. When the first blade is rotated under the action of external force, the position locking device drives the sliding pin to move in the retaining frame under the action of centrifugal force. When the centrifugal force is less than the force of the return spring, the sliding pin extends toward the rotation center, the first locking structure locks the sliding pin, and the second blade and the first blade are in the first position; when the centrifugal force is greater than the force of the return spring, the sliding pin extends to the side away from the rotation center, the second locking structure locks the sliding pin, and the second blade and the first blade are in the second position.

10. The rotor structure according to claim 9, characterized in that: The conversion device also includes a first seat body and a second seat body, the first seat body is installed on the first blade, the second seat body is installed on the second blade, and is rotatably connected to the first seat body; the position locking device is installed between the first seat body and the second seat body, and is used to lock the second seat body in the first position or the second position.

11. The rotor structure according to claim 10, characterized in that: The first base body and the second base body are connected via a rotating structure, one end of the rotating structure is fixedly connected to the first base body, and the other end is rotatably connected to the second base body.

12. The rotor structure according to claim 10, characterized in that: The conversion device further includes a reset assembly, which is disposed between the first seat and the second seat and is used to drive the second seat to rotate between a first position and a second position relative to the first seat.

13. An aircraft, characterized in that: The flight is controlled by using the flight control method described in any one of claims 1 to 8.

14. An aircraft comprising a fuselage, fixed wings and a rotor structure, characterized in that: The rotor structure is the rotor structure described in any one of claims 9 to 12.

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