A deformable turbofan aircraft

Abstract

The application discloses a deformable turbojet aircraft, and relates to the technical field of aircrafts, which comprises a fuselage made of a material capable of generating large deflection deformation, a positive deformation mechanism capable of driving the fuselage to bend upwards, a reverse deformation mechanism capable of driving the fuselage to bend downwards, a plurality of turbojet thrust mechanisms uniformly arranged around the circumference of the fuselage, and a control system in communication connection with the positive deformation mechanism, the reverse deformation mechanism and the turbojet thrust mechanisms. The deformable turbojet aircraft can simultaneously improve the load capacity and the passability.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, and in particular to a deformable turbojet aircraft. Background Technology

[0002] Unmanned aerial vehicles (UAVs) are widely used in military, rescue, and reconnaissance fields. In complex environments, the requirements for payload and maneuverability of UAVs are extremely high, but these two are often contradictory. UAVs need to be larger to maximize payload capacity, thereby sacrificing maneuverability; on the other hand, higher maneuverability often means insufficient payload capacity.

[0003] Currently, most mainstream unmanned aerial vehicles (UAVs) adopt either fixed-wing or quadcopter structures. Fixed-wing UAVs primarily use tail-mounted turbojet propulsion, but their main drawbacks include difficulty in adjusting flight attitude. Furthermore, turbojet engines typically employ rigid structures, resulting in significant weight and size, and poor maneuverability in complex environments. Quadrotor UAVs primarily utilize the airflow generated by rotating propellers to produce upward lift, but their main drawback is severely insufficient payload capacity. Summary of the Invention

[0004] The purpose of this invention is to provide a deformable turbojet aircraft to solve the problems existing in the prior art, thereby improving both payload capacity and maneuverability.

[0005] To achieve the above objectives, the present invention provides the following solution:

[0006] The present invention provides a deformable turbojet aircraft, comprising a fuselage made of a material capable of producing large deflection deformation, a forward deformation mechanism capable of driving the fuselage to bend upward, a reverse deformation mechanism capable of driving the fuselage to bend downward, a plurality of turbojet thrust mechanisms uniformly arranged around the fuselage circumferentially, and a control system communicatively connected to the forward deformation mechanism, the reverse deformation mechanism and the turbojet thrust mechanism.

[0007] Preferably, the forward deformation mechanism includes a plurality of forward coiling servos arranged around the fuselage circumferentially. The output end of each forward coiling servo is fixedly connected to a first rope. The other end of each first rope can pass through the fuselage and be fixedly connected to the side wall on the other side of the fuselage. The first rope is located above 1 / 2 the thickness of the fuselage.

[0008] Preferably, the reverse deformation mechanism includes a plurality of reverse curling servos arranged circumferentially around the fuselage and symmetrically arranged with the forward curling servos. The output end of each reverse curling servo is fixedly connected to a second rope. The other end of each second rope can pass through the fuselage and be fixedly connected to the side wall on the other side of the fuselage. The second rope is located below 1 / 2 the thickness of the fuselage.

[0009] Preferably, the turbojet thrust mechanism includes a turbojet engine base fixedly mounted on the fuselage, a frame rotatably connected to the turbojet engine base, a sleeve rotatably connected to the frame, and a turbojet engine assembly disposed inside the sleeve. A first drive device capable of driving the frame to rotate is fixedly mounted on the turbojet engine base, and a second drive device capable of driving the sleeve to rotate is fixedly mounted on the frame. The rotation axis of the frame is perpendicular to the rotation axis of the sleeve.

[0010] Preferably, an oil bag is fixedly installed at the bottom of the fuselage, and each turbojet engine unit is connected to the oil bag through an oil supply pipe.

[0011] Preferably, the oil bag is made of a flexible material.

[0012] The present invention achieves the following technical effects compared to the prior art:

[0013] The deformable turbojet aircraft provided by this invention uses a turbojet thrust mechanism as a power source, which can significantly improve the load capacity. The fuselage is made of a material that can produce large deflection deformation and can be freely deformed. The forward deformation mechanism can drive the fuselage to bend upward, and the reverse deformation mechanism can drive the fuselage to bend downward. The fuselage shape can be changed according to the environment to meet the optimal flight attitude, thus achieving the purpose of high passability. Attached Figure Description

[0014] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0015] Figure 1 A schematic diagram of the overall structure of the deformable turbojet aircraft provided by the present invention;

[0016] Figure 2 A bottom view of the deformable turbojet aircraft provided by the present invention;

[0017] Figure 3 for Figure 1 A partial structural diagram of part A in the middle;

[0018] Figure 4 for Figure 2 A partial structural diagram of part B;

[0019] Figure 5 A front view of the deformable turbojet aircraft provided by the present invention;

[0020] In the diagram: 1-Forward winding servo; 2-Reverse winding servo; 3-Fuselage; 4-Turbojet engine base; 5-Turbojet engine assembly; 6-Sleeve; 7-First drive unit; 8-Frame; 9-First rope; 10-Second drive unit; 11-Oil bag; 12-Control module; 13-Oil pipe; 14-Connecting frame. Detailed Implementation

[0021] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0022] The purpose of this invention is to provide a deformable turbojet aircraft to solve the problems existing in the prior art, thereby improving both payload capacity and maneuverability.

[0023] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0024] This invention provides a deformable turbojet aircraft, such as... Figures 1-5 As shown, in this embodiment, the system includes a fuselage 3 made of a material capable of producing large deflection deformation, a forward deformation mechanism capable of driving the fuselage 3 to bend upward, a reverse deformation mechanism capable of driving the fuselage 3 to bend downward, a plurality of turbojet thrust mechanisms uniformly arranged around the fuselage 3, and a control system communicatively connected to the forward deformation mechanism, the reverse deformation mechanism and the turbojet thrust mechanism.

[0025] The deformable turbojet aircraft provided by this invention has a flat fuselage 3, meaning that the length in two characteristic directions is much greater than the thickness. The upper and lower surfaces of the fuselage 3 can be set into triangular, circular, rectangular, etc., preferably a square plate structure. The entire fuselage 3 is made of soft material that can produce large deflection deformation, meaning that the fuselage 3 can produce large-scale curling or bending under external force. Because the fuselage 3 has a flat structure, bending in the two characteristic directions can form the desired approximate curved surface. The function of this curved surface includes, but is not limited to, forming the optimal attitude during level flight to reduce wind resistance and increase lift.

[0026] The forward deformation mechanism includes multiple forward-curving servos arranged around the fuselage 3. Each forward-curving servo can be fixed to a connecting plate or connecting frame 14 using methods including, but not limited to, screw connections. The connecting plate or connecting frame 14 is then fixed to the fuselage 3 using methods including, but not limited to, screw connections. The shaft of the forward-curving motor is located at the center of the fuselage 3's thickness direction. A first rope 9 is wound around the output shaft of each forward-curving servo. The other end of the first rope 9 on each forward-curving servo can pass through the fuselage 3 and be fixedly connected to the side wall of the fuselage 3 opposite to the forward-curving servo. The first rope 9 can be fixed to the side wall of the fuselage 3 using screws. Alternatively, a protrusion can be provided on the side wall of the fuselage 3, and the first rope 9 can be tied tightly to the protrusion. The first rope 9 is located above the 1 / 2 thickness of the fuselage. When the forward winding servo 1 rotates, the first rope 9 can be wound up, thereby changing the length of the first rope 9 inside the gap of the fuselage 3, so as to realize the upward bending deformation of the fuselage 3. The fuselage 3 is provided with forward winding servos 1 at three positions in two characteristic directions to ensure that the fuselage 3 can exhibit different deformation postures by changing the length of the first rope 9 at different positions. The ropes in both directions can ensure that the fuselage 3 deforms into a curved surface. Other numbers of forward winding servos 1 can also be provided in the two characteristic directions as needed.

[0027] The reverse deformation mechanism includes multiple reverse-winding servos arranged circumferentially around the fuselage 3. A forward-winding servo is symmetrically positioned on opposite sides of the fuselage 3. The reverse-winding servos can be fixed to a connecting plate or connecting frame 14 using methods including, but not limited to, screw connections. The connecting plate or connecting frame 14 is then fixed to the fuselage 3 using methods including, but not limited to, screw connections. The shaft of the reverse-winding motor is located at the center of the fuselage 3's thickness direction. A second rope is wound around the output shaft of each reverse-winding servo. The other end of the second rope on each reverse-winding servo can pass through the fuselage 3 and be fixedly connected to the side wall of the fuselage 3 opposite to the reverse-winding servo. The second rope can be fixed to the side wall of the fuselage 3 with screws, or a protrusion can be provided on the side wall of the fuselage 3, and the second rope can be tied tightly to the protrusion. The second rope is located below half the thickness of the fuselage. When the reverse-winding servo... When the aircraft rotates, it can retract the second rope, thereby changing the length of the second rope inside the gap of the fuselage 3, realizing the upward bending deformation of the fuselage 3. The fuselage 3 is provided with reverse winding servos 2 at three positions in two characteristic directions to ensure that the fuselage 3 can exhibit different deformation attitudes by changing the length of the second rope at different positions. The presence of ropes in both directions ensures that the fuselage 3 can be deformed into a curved surface. Depending on the requirements, other numbers of reverse winding servos 2 can also be provided in the two characteristic directions. The first rope 9 and the second rope are connected to a set of forward winding servos 1 and reverse winding servos 2 respectively. The first rope 9 is arranged parallel to the second rope directly above it. The forward winding servos 1 and the reverse winding servos 2 are symmetrically arranged, and both the forward winding servos 1 and the reverse winding servos 2 are located at the center of the thickness direction of the fuselage 3, which can reduce the aircraft control problems caused by uneven mass distribution.

[0028] The turbojet thrust mechanism includes a turbojet engine base 4 fixedly mounted on the fuselage 3, a frame 8 rotatably connected to the turbojet engine base 4, a sleeve 6 rotatably connected to the frame 8, and a turbojet engine assembly 5 disposed inside the sleeve 6. The turbojet engine assembly 5 and the sleeve 6 are coaxially fixed together. During the rotation of the sleeve 6, the turbojet engine assembly 5 and the sleeve 6 remain relatively stationary. Preferably, there are four turbojet thrust mechanisms. The turbojet engine base 4 is fixed at the four corners of the fuselage 3 using a fixing method including but not limited to screw connections. These four corners are evenly distributed along the centerline of the thickness direction, that is, the perpendiculars of their positions to the centerline are 90° to each other. A first drive mechanism capable of driving the frame 8 to rotate is fixedly mounted on the turbojet engine base 4. The device 7 has a second drive device 10 fixedly mounted on the frame 8, which can drive the sleeve 6 to rotate. The rotation axis of the frame 8 is perpendicular to the rotation axis of the sleeve 6. The rotating shaft of the frame 8 is fitted with the hole of the turbojet engine base 4 through the bearing. The end of the rotating shaft of the frame 8 is driven to rotate by the first drive device 7, which is preferably a rotary servo. The hole of the frame 8 is fitted with the rotating shaft of the sleeve 6 through the bearing. The end of the rotating shaft of the sleeve 6 is driven to rotate by the second drive device 10, which is preferably a rotary servo. The turbojet engine group 5 has two degrees of freedom in two directions under the combined action of the first drive device 7 and the second drive device 10. The turbojet engine group 5 can change direction arbitrarily in the two rotational degrees of freedom.

[0029] An oil bag 11 is fixedly installed at the bottom of the fuselage 3. The oil bag 11 is used to store oil. Each turbojet engine unit 5 is connected to the oil bag 11 through an oil supply pipe 13. One end of the oil supply pipe 13 extends into the oil bag 11, and the other end is connected to the turbojet engine unit 5 to supply oil to the oil pump. In addition to providing the oil passage, the oil supply pipe 13 also has the function of suspending the oil bag 11 at the bottom of the aircraft. The number of oil supply pipes 13 is determined by the number of turbojet engine units 5, and preferably 4.

[0030] The oil bag 11 is made of a flexible soft material, which can avoid limiting the deformability of the fuselage 3.

[0031] The control system provided by this invention is a distributed control system. The control module 12 receives commands from the host computer via communication means including but not limited to Wi-Fi, Bluetooth, and infrared, and then controls each servo motor in the aircraft using PWM signals. Simultaneously, the control module 12 collects position and speed information from each servo motor and motor, as well as information from various sensors including but not limited to gyroscopes, accelerometers, and cameras, and transmits this information back to the host computer via communication means. The servos for which each controller in the control module 12 collects and provides information include one winding servo on the left, two winding servos on the right, two rotating servos corresponding to the turbojet engine base 4, and the motor speed of the oil pump in the turbojet engine assembly 5. The angle of the winding motor is adjusted by the PWM duty cycle to control the length of the ropes inside the fuselage 3, thereby causing the fuselage 3 to deform. When the fuselage 3 reaches different shapes, the relative positional relationship of the turbojet engine assembly 5 also changes. To stabilize the aircraft's attitude, it is necessary to adjust the thrust direction and magnitude of the turbojet engine assembly 5, i.e., control the angle of the first drive device 7 and the second drive device 10, and the speed of the oil pump motor in the turbojet engine assembly 5, also controlled by the PWM duty cycle.

[0032] The deformable turbojet aircraft provided by this invention, in addition to being driven by cables, can also deform through aerodynamics, i.e., by setting up aerodynamic structures inside the soft fuselage 3, or by using intelligent deformable materials such as shape memory alloys. Compared with traditional aircraft, this invention has the following advantages:

[0033] 1. The fuselage 3 is a flat structure made entirely of soft materials, which can produce large deflection deformation, greatly reducing weight and volume, and can adapt to the harsh passage space in complex environments;

[0034] 2. The machine is driven by ropes, which are embedded in the body 3 from two directions to make the body 3 curl in two directions to form various curved surfaces;

[0035] 3. The ropes are arranged in two layers, which can ensure that the fuselage 3 can be rolled upwards and downwards at the same time;

[0036] 4. The ropes are embedded inside the fuselage 3 from multiple locations, which can ensure that the degree of curling of the fuselage 3 is different at different locations, thereby increasing the diversity of the curved surfaces that can be formed;

[0037] 5. The use of a turbojet engine as the power source greatly improves the load capacity;

[0038] 6. The direction of rotation of the thrust generated by the turbojet engine has two degrees of freedom, which greatly improves the operability of the control strategy for the stable aircraft;

[0039] 7. The oil storage device adopts a soft and deformable structure such as oil bag 11, which does not affect the overall deformation of the fuselage 3;

[0040] 8. The oil pipeline 13 has both the function of transporting oil and the function of supporting the weight of the oil bag 11;

[0041] 9. The oil supply pipe 13 can pass through the turbojet engine base 4, frame 8 and sleeve 6 and connect to the turbojet engine set 5. The oil supply pipe 13 is wired through internal pipelines to prevent it from being exposed and to improve its service life.

[0042] 10. A sleeve 6 is provided for the turbojet engine unit 5 to make the generated thrust more concentrated.

[0043] Specific examples have been used to illustrate the principles and implementation methods of this invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this invention. Furthermore, those skilled in the art will recognize that, based on the ideas of this invention, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of this invention.

Claims

1. A deformable turbojet aircraft, characterized in that: include: The fuselage is made of a material capable of producing large deflection deformation; A positive deformation mechanism capable of driving the fuselage to bend upwards; A reverse deformation mechanism capable of driving the fuselage to bend downwards; Multiple turbojet thrust mechanisms are evenly distributed around the fuselage circumference; And a control system that is communicatively connected to the forward deformation mechanism, the reverse deformation mechanism and the turbojet thrust mechanism; The forward deformation mechanism includes multiple forward coiling servos arranged around the fuselage. The output end of each forward coiling servo is fixedly connected to a first rope. The other end of each first rope can pass through the fuselage and be fixedly connected to the side wall on the other side of the fuselage. The first rope is located above 1 / 2 thickness of the fuselage. The reverse deformation mechanism includes multiple reverse curling servos arranged circumferentially around the fuselage and symmetrically arranged with the forward curling servos. The output end of each reverse curling servo is fixedly connected to a second rope. The other end of each second rope can pass through the fuselage and be fixedly connected to the side wall on the other side of the fuselage. The second rope is located below 1 / 2 the thickness of the fuselage. The turbojet thrust mechanism includes a turbojet engine base fixedly mounted on the fuselage, a frame rotatably connected to the turbojet engine base, a sleeve rotatably connected to the frame, and a turbojet engine assembly disposed inside the sleeve. A first drive device capable of driving the frame to rotate is fixedly mounted on the turbojet engine base, and a second drive device capable of driving the sleeve to rotate is fixedly mounted on the frame. The rotation axis of the frame is perpendicular to the rotation axis of the sleeve.

2. The deformable turbojet aircraft according to claim 1, characterized in that: An oil bag is fixedly installed at the bottom of the fuselage, and each turbojet engine unit is connected to the oil bag through an oil supply pipe.

3. A deformable turbojet aircraft according to claim 2, characterized in that: The oil bag is made of a flexible material.

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