Flight method of aircraft and aircraft system
By using take-off assist devices to provide power or lift during the take-off phase, the problem of high fuel consumption during the take-off phase is solved, reducing energy consumption and simplifying structure, reducing noise and carbon emissions, and improving load and range.
Patent Information
- Application Number
- CN202310861537.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2023-07-13
- Publication Date
- 2025-01-14
AI Technical Summary
The aircraft consumes a lot of fuel during the takeoff phase, resulting in high energy consumption and increased carbon emissions.
Takeoff assist devices are used to provide power or lift during the takeoff stage, reducing the burden on the aircraft's power system. After separation, the aircraft's own power system enters the cruise phase.
Significantly reduces the energy consumption of the aircraft, simplifies structure and operation, reduces noise and carbon emissions, and increases load and range.
Smart Images
Figure CN119305723A_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the technical field of flight of aircraft. Background Art
[0002] The contents of this section merely provide background information related to the present disclosure and may not constitute prior art.
[0003] Generally, a fixed-wing aircraft includes a fuselage, wings, landing gear, and a power system. The main function of the wing is to generate lift, that is, the pressure difference between the upper and lower surfaces of the wing provides the aerodynamic lift of the aircraft. The greater the speed of the aircraft, the greater the pressure difference of the wing, and the greater the aerodynamic lift. The power system is used to generate power to move the aircraft forward.
[0004] The flight of an aircraft includes a take-off and climbing phase (referred to herein as the take-off phase), a cruising phase, a descending and landing phase (referred to herein as the landing phase). For existing aircraft, the power to make it rise and move forward is completely provided by its own power system in all its flight phases. Summary of the invention
[0005] Technical issues
[0006] The inventors have found that a large amount of fuel is consumed in the flight phases (especially the take-off phase) other than the cruising phase of the aircraft. The take-off phase refers to the flight phase from the ground to the air, including the take-off and climbing processes.
[0007] Technical Solution
[0008] In view of the above problems, the present application proposes a solution to reduce energy consumption and carbon emissions of aircraft. Specifically, a solution is proposed to reduce energy consumption by providing auxiliary lift through a takeoff auxiliary device during certain flight phases of the aircraft.
[0009] According to one aspect of the present disclosure, a method for flying an aircraft is provided, wherein the flight of the aircraft includes a take-off phase from the ground to the air, a cruising phase in the air, and a landing phase from the air to the ground. The method includes: during the take-off phase of the aircraft, a take-off auxiliary device provides at least a portion of the power / lift of the flight; and during the cruising phase of the aircraft, only the onboard power system of the aircraft provides the power of the flight.
[0010] In some embodiments, during the take-off phase of the aircraft, the take-off assist device provides all the power / lift of the flight, lifting the aircraft substantially vertically from the ground to a predetermined height.
[0011] In some embodiments, the take-off stage includes the following steps: engaging the aircraft on the ground with the take-off assist device; locking the aircraft in an appropriate position on the take-off assist device; starting the take-off assist device so that the take-off assist device carries the aircraft up roughly vertically to a predetermined height; unlocking the aircraft; and disengaging the aircraft from the take-off assist device.
[0012] In some embodiments, after ascending to the predetermined height and before unlocking the aircraft, the take-off phase also includes: the take-off assist device performs level flight to provide the aircraft with a horizontal speed; and starting the power system of the aircraft to provide horizontal thrust, so that the take-off assist device and the aircraft reach a predetermined horizontal flight speed.
[0013] In some embodiments, the step of causing the aircraft to detach from the take-off assist device includes: increasing the propulsion power of a power system of the aircraft to cause the aircraft to detach from the take-off assist device.
[0014] In some embodiments, the predetermined altitude is greater than the flight altitude of the cruising phase.
[0015] In some embodiments, after the aircraft detaches from the take-off assistance device, under the action of gravity and the power system, the flight speed of the aircraft increases to a level flight threshold greater than or equal to the aerodynamic lift acting on the aircraft to resist gravity so as to enter the cruise phase.
[0016] In some embodiments, one of a rotorcraft, an airship, a hot air balloon and a rocket is selected as the take-off assisting device.
[0017] In some embodiments, during the landing phase, the aircraft throws out a parachute, and the parachute controls the posture of the fuselage to land slowly and vertically with the assistance of the aircraft's power system and attitude control system.
[0018] According to another aspect of the present disclosure, an aircraft system is provided, comprising: an aircraft having a fuselage, fixed wings, and a power system; a take-off assist device configured to provide at least a portion of the power / lift of the flight during the take-off phase of the aircraft; and a connection device configured to connect the aircraft to the take-off assist device.
[0019] In some embodiments, the connection device includes a carrying platform and a hoisting device engageable with the carrying platform, the carrying platform is connected to or disposed on the take-off assisting device, and the hoisting device is connected to or disposed on the aircraft.
[0020] In some embodiments, the mounting platform has a trapezoidal cross-section.
[0021] In some embodiments, the lower surface of the carrying platform has an opening, slide rails are provided on both sides of the opening, and the lifting device includes a pulley capable of engaging with the slide rails.
[0022] In some embodiments, the connection device comprises a locking device configured to lock the aircraft relative to the take-off assistance device.
[0023] In some embodiments, the carrying platform includes a limiting device configured to position the aircraft relative to the take-off assist device.
[0024] In some embodiments, the takeoff assist device is one of a rotorcraft, an airship, a hot air balloon, and a rocket.
[0025] In some embodiments, the carrying platform includes a load-bearing rod, which is disposed on the carrying platform and is used to connect to a docking interface disposed on the aircraft, so as to further stabilize the connection between the take-off assist device and the aircraft.
[0026] In some embodiments, the aircraft system further includes a parachute, which is disposed on the aircraft to assist in the landing of the aircraft.
[0027] In some embodiments, the hoisting device is disposed on the back of the fuselage.
[0028] In some embodiments, the sling device is configured to be movable between a first position concealed within the fuselage and a second position extended from the fuselage.
[0029] Technical Effects
[0030] According to the flight method disclosed in the present invention, the vertical flight of the aircraft in the take-off phase from the ground to the air is decoupled from the horizontal flight, and the take-off phase may only include vertical flight of approximately vertical ascent, and the vertical flight may be provided with all or part of the power by a take-off auxiliary device, thereby eliminating the need to accelerate the aircraft to the high speed required for a conventional take-off, thereby reducing or eliminating the need for the power system to provide power during the take-off phase, thereby significantly reducing the energy consumption of the aircraft. In other words, it is beneficial to reduce carbon emissions.
[0031] Since the take-off assist device provides power to the aircraft during the take-off phase of the aircraft, the structure of the aircraft, especially the components associated with the take-off phase, can be simplified. For example, a landing gear system may not be required.
[0032] Since the structure or flight process of the aircraft is simplified, the airport infrastructure for operating the aircraft can be simplified accordingly. For example, the runway can be omitted.
[0033] In addition, the noise generated when the aircraft takes off or lands can be reduced or eliminated. Accordingly, the supporting facilities provided for noise can also be simplified.
[0034] In addition, the weight of the aircraft itself can be reduced, or the mass of fuel required to achieve the same range can be carried, or the load weight of the aircraft (ie, the effective load) can be increased, and the range can be increased.
[0035] The above and other objects, features and advantages of the present disclosure will be more fully understood from the detailed description given hereinafter and the accompanying drawings which are given by way of illustration only and thus are not to be considered as limiting the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS
[0036] The features and advantages of one or more embodiments of the present disclosure will become more easily understood through the following description with reference to the accompanying drawings, in which:
[0037] Figure 1 is a schematic diagram of a flight process of an aircraft according to an embodiment of the present disclosure;
[0038] Figure 2 is a schematic diagram of a connection device according to an embodiment of the present disclosure;
[0039] Figure 3A is a longitudinal cross-sectional schematic diagram of a pulley and slide rail structure of a connecting device according to an embodiment of the present disclosure; and
[0040] Figure 3B for Figure 3A A schematic transverse cross-sectional view of a pulley rail structure. DETAILED DESCRIPTION
[0041] The present disclosure will be described in detail below by way of exemplary embodiments with reference to the accompanying drawings. In several figures, similar reference numerals represent similar parts and assemblies. The following detailed description of the present disclosure is for illustrative purposes only and is by no means a limitation of the present disclosure and its application or use. The embodiments described in this specification are not exhaustive, but are only some of a plurality of possible embodiments. The exemplary embodiments may be implemented in many different forms and should not be construed as limiting the scope of the present disclosure. In some exemplary embodiments, well-known processes, well-known device structures, and well-known technologies may not be described in detail.
[0042] Before describing in detail at least one embodiment of the present invention, it should be understood that the present invention is not necessarily limited in its application to the details of the construction and the arrangement of parts set forth in the following description or illustrated in the accompanying drawings. The present invention is applicable to other embodiments and combinations of the disclosed embodiments that can be practiced or executed in various ways. In addition, it should be understood that the words and terms used herein are for descriptive purposes and should not be considered as limiting.
[0043] The present application proposes a solution to reduce the fuel consumption of an aircraft. That is, the vertical flight of the aircraft from the ground to the air is decoupled from the horizontal flight, and at least a part of the power / lift of the vertical flight is provided by a take-off assist device, thereby reducing the fuel consumption of the aircraft's own power system. The take-off assist device and the aircraft together constitute an aircraft system according to the present application. Figure 1 The flight process of the aircraft according to the present application is described in order to understand the flight method of the aircraft according to the present disclosure and the power assisting effect of the take-off assist device on the aircraft.
[0044] Reference Figure 1 The aircraft system includes an aircraft 10 and a take-off assist device 20. Figure 1 In (a), the aircraft 10 is located on the ground, and the aircraft 10 is docked, connected or joined with the take-off assist device 20 through the connection device 30 so as to rise together with the take-off assist device 20. Figure 1 In the figure, the airship 21 is used as an example of a take-off assist device.
[0045] After the aircraft 10 has been docked, connected or coupled to the take-off assisting device 20, the take-off assisting device 20 is activated and takes the aircraft 10 up to a predetermined height in the air, such as Figure 1 At the height shown in (b) of FIG. 1 , the power system of the aircraft may not be enabled, and the lift is provided by the take-off assist device 20 .
[0046] The takeoff assist device 20 brings the aircraft 10 to a predetermined altitude. In one example, the predetermined altitude may be higher than the flight altitude during the cruising phase, for example, 10,000 meters. Optionally, before the aircraft 10 detaches from the takeoff assist device 20, the takeoff assist device 20 may start horizontal flight, that is, provide an initial speed in the horizontal direction. In one example, the power system of the aircraft 10 may be started at the same time, and the power system also provides power in the horizontal direction. The power in the horizontal direction enables the takeoff assist device 20 and the aircraft 10 to reach a certain horizontal speed, for example, 100 km / h (kilometers per hour).
[0047] After the aircraft 10 and the take-off assist device 20 are in stable horizontal flight, the aircraft 10 is unlocked so that the aircraft 10 can be separated from the take-off assist device 20. In one example, the propulsion power of the power system of the aircraft 10 can be increased. Under the impetus of the power system, the aircraft 10 can be separated from the take-off assist device 20 more easily. Figure 1 As shown in (b) of FIG. 1 , the aircraft 10 is separated from the take-off assist device 20. When the aircraft 10 is separated from the take-off assist device 20, the aircraft 10 reaches a certain horizontal speed.
[0048] It should be understood that the horizontal speed can be calculated based on the target altitude, the cruising altitude and the aerodynamic characteristics of the aircraft. After the aircraft 10 separates from the takeoff auxiliary device 20, it can theoretically be simplified to a horizontal projectile motion with an initial acceleration. At this time, the aircraft 10 is affected by its own gravity, the lift of the airflow, the thrust of the power system and the air resistance. The flight trajectory of the aircraft 10 can be calculated by a calculus equation, which will not be described in detail here.
[0049] like Figure 1 As shown in (c), after the aircraft 10 leaves the takeoff assist device 20, it descends slightly. During this process, under the action of gravity and the power system, the flight speed of the aircraft further increases, and the aerodynamic lift increases with the increase of the flight speed. When the aerodynamic lift can at least balance the gravity of the aircraft 10, it enters the state as shown in FIG. Figure 1 In the cruise phase, the power of the aircraft 10 is completely provided by the onboard power system.
[0050] When the aircraft 10 is about to arrive at the destination, Figure 1 As shown in (e), a parachute 31 is released from the aircraft 10. The parachute controls the posture of the fuselage with the assistance of the aircraft's power system and attitude control system to slowly descend vertically. The output power of the power system can be reduced by the parachute, thereby further reducing the energy consumption of the power system. The parachute 31 descends together with the aircraft 10 and lands on the ground. Then, the parachute 31 is retracted into the aircraft 10, as shown in FIG. Figure 1 Preferably, the parachute can be retracted into the fuselage 11 of the aircraft 10.
[0051] In an alternative embodiment, the aircraft can be equipped with an existing conventional landing gear system. When the aircraft arrives at the destination, it lands in a gliding landing mode through the landing gear system.
[0052] exist Figure 1 In the example shown, the take-off assist device 20 participates in the take-off phase of the aircraft 10 from the ground to the air. However, it should be understood that the present disclosure should not be limited to Figure 1 Specific examples shown.
[0053] The solution according to the present disclosure can be applied to aircraft flying over long distances (e.g., more than 200 km), or to aircraft with a large payload (e.g., more than 200 kg). The aircraft described herein includes medium or large aircraft with fixed wings, such as cargo or passenger aircraft. The aircraft described herein includes unmanned or manned aircraft.
[0054] The aircraft 10 includes a fuselage 11, fixed wings 12 and 13, and a power system 14. Figure 2 . The fixed wings 12 and 13 extend from both sides of the fuselage 11 respectively. It should be understood that the structure of the aircraft should not be limited to the specific examples shown or described in this article. For example, the aircraft can adopt a flying wing layout. The power system 14 may include an engine hoisted on the underside of the fixed wing, or may include a plurality of electric blades arranged in a certain pattern or array. The power system of the aircraft refers to a device or system that is equipped on the aircraft and provides horizontal and vertical thrust for the flight of the aircraft. It should be understood that the power system of the aircraft should not be limited to the examples described in this article or shown in the accompanying drawings, but may vary.
[0055] It should be understood that the take-off assist device described herein may be any suitable device and aerodynamic configuration capable of achieving the functions described herein. The take-off assist device may include an airship, a rocket, a rotorcraft, a hot air balloon, or any aircraft capable of providing vertical lift or power, etc. For example, when the take-off assist device is used to provide power for the aircraft 10 during the take-off phase, the take-off assist device may include an autonomously controllable powered device, such as an airship, a rocket, or a rotorcraft. Preferably, the take-off assist device can provide thrust in both the vertical and horizontal directions. In addition, during the landing phase, a parachute can also be enabled to provide auxiliary resistance, thereby further reducing the energy consumption of the power system.
[0056] Next, we will refer to Figure 2 An example of a connection device according to the present disclosure is described below. The structure of the connection device should not be limited to the specific examples shown in the figures, but may be changed as long as it can achieve the functions described herein.
[0057] Figure 2 FIG. 3 is a schematic diagram of a connection device 30 according to an embodiment of the present disclosure. Figure 2 The take-off assist device 20 is omitted. Figure 2As shown, the connection device 30 includes both the carrying platform 22 and the hoisting device 16. The carrying platform 22 is connected to or disposed on the take-off assist device 20. The hoisting device 16 is connected to or disposed on the aircraft 10. By docking, connecting or engaging the hoisting device 16 to the carrying platform 22, the aircraft 10 is coupled to the take-off assist device 20.
[0058] The carrying platform 22 can be fixed to the bottom of the take-off auxiliary device 20. The shape of the aircraft does not interfere with the envelope of the carrying platform to avoid affecting the separation safety and efficiency. Figure 2 The carrying platform 22 may have a substantially trapezoidal cross section. The carrying platform 22 has an upper surface 23 adjacent to the take-off assist device 20 and a lower surface 24 adjacent to the aircraft 10 , wherein the width of the upper surface 23 is greater than the width of the lower surface 24 .
[0059] The lower surface 24 of the carrying platform 22 may have an opening 25. The connecting device 30 may be provided with a pulley rail structure 26 on both sides of the opening 25 of the lower surface 24 of the carrying platform 22 (hereinafter referred to as Figure 3A and Figure 3B The aircraft 10 and the take-off assist device 20 can be easily connected together through the pulley rail structure 26. In addition, the connecting device 30 also includes a locking device 17 (such as Figure 3A As shown in FIG. 1 , the locking device 17 is configured to lock the aircraft relative to the take-off aid device.
[0060] See also Figure 2 The hoisting device 16 may be disposed on the back of the fuselage 11. Preferably, the hoisting device 16 can move between a first position hidden in the fuselage 11 and a second position extending from the fuselage 11. After the aircraft 10 is separated from the takeoff auxiliary device 20, the hoisting device 16 may be retracted to the first position, at which time the airflow resistance may be reduced.
[0061] The connection device 30 may further include a load-bearing rod 27. The load-bearing rod 27 is disposed on the carrying platform 22 and is used to be connected to a docking interface disposed on the aircraft 10, so as to further stabilize the connection between the take-off auxiliary device 20 and the aircraft 10. The load-bearing rod 27 is connected or docked with the docking interface on the aircraft 10. The load-bearing rod 27 may be a rod or a truss structure. In addition, the number of the load-bearing rods 27 may be one or more, depending on actual needs.
[0062] The connecting device 30 may also include a limiting device 15 (such as Figure 3A As shown in FIG. 1 , the stop device 15 is configured to position the aircraft 10 relative to the take-off aid device 20 .
[0063] See also Figure 3A and Figure 3B, which schematically shows an example of a pulley rail structure 26 of a connecting device 30.
[0064] like Figure 3A and Figure 3B As shown, the pulley rail structure 26 may include a rail 29 disposed on the carrying platform 22 and a pulley 19 disposed on the hoisting device 16. The pulley 19 can roll on the rail 29.
[0065] The pulley 19 can enter from one end of the slide rail 29. The limiting device 15 for limiting the pulley 19 can be arranged at the other end of the slide rail 29.
[0066] For example, the limit device 15 can be a limit switch. When the pulley 19 approaches the limit switch, the limit switch can send a signal to start the locking device 17.
[0067] It should be understood that the locking device 17 may have any suitable structure capable of locking the pulley 19 in place on the slide rail 29 .
[0068] It should be understood that the structure of the connecting device 30 can be changed as needed, as long as it can achieve the functions described herein.
[0069] Although the present disclosure has been described with reference to exemplary embodiments, it should be understood that the present disclosure is not limited to the specific embodiments described and shown in detail herein. Those skilled in the art may make various changes to the exemplary embodiments without departing from the scope defined by the claims. In the absence of contradiction, the features of the various embodiments may be combined with each other. Alternatively, a feature in the embodiment may be omitted.
Claims
1. A method for flying an aircraft, wherein: The flight of the aircraft includes a take-off phase from the ground to the air, a cruising phase in the air, and a landing phase from the air to the ground, and is characterized in that the flight method includes: During the take-off phase of the aircraft, the take-off assist device provides at least a portion of the power / lift for flight; and During the cruising phase of the aircraft, the power for flight is provided only by the power system of the aircraft.
2. The flying method according to claim 1, wherein: During the take-off phase of the aircraft, the take-off auxiliary device provides all the power / lift of the flight, lifting the aircraft substantially vertically from the ground to a predetermined height.
3. The flying method according to claim 2, wherein: The take-off phase includes the following steps: engaging an aircraft located on the ground with the take-off assist device; locking the aircraft in a suitable position of the take-off assist device; activating the take-off assisting device so that the take-off assisting device brings the aircraft up substantially vertically to the predetermined height; unlocking the aircraft; and The aircraft is disengaged from the take-off assist device.
4. The flying method according to claim 3, wherein: After ascending to the predetermined altitude and before unlocking the aircraft, the take-off phase further includes: The take-off assist device provides the aircraft with an initial speed in the horizontal direction by performing level flight; and The power system of the aircraft is started to provide thrust in the horizontal direction, so that the take-off auxiliary device and the aircraft reach a predetermined horizontal flight speed.
5. The flying method according to claim 4, wherein the step of making the aircraft detach from the take-off assist device comprises: Unlocking the aircraft; increasing the propulsion power of the power system of the aircraft to make the aircraft detach from the take-off auxiliary device.
6. The flying method according to any one of claims 1 to 5, wherein: After the aircraft is separated from the take-off assistance device, under the action of gravity and the thrust of the aircraft's power system, the flight speed of the aircraft continues to increase until the aerodynamic lift generated by the aircraft can resist the horizontal flight threshold of gravity so as to enter the cruise phase.
7. The flying method according to any one of claims 1 to 5, wherein: One of a rotorcraft, an airship, a hot air balloon and a rocket is selected as the take-off assisting device.
8. The flying method according to any one of claims 1 to 5, wherein: During the landing phase, the aircraft throws out a parachute, and the parachute controls the aircraft's body posture to land slowly and vertically with the assistance of the aircraft's power system and attitude control system, or During the landing phase, the aircraft glides down via a landing gear system.
9. An aircraft system, the aircraft system comprising: An aircraft having a fuselage, fixed wings and a power system; a take-off assist device configured to provide at least a portion of the power / lift for flight during a take-off phase of the aircraft; as well as A connecting device is configured to connect the aircraft to the take-off assist device.
10. The aircraft system according to claim 9, wherein: The connection device comprises a carrying platform and a hoisting device capable of engaging with the carrying platform, the carrying platform is connected to or arranged on the take-off auxiliary device, and the hoisting device is connected to or arranged on the aircraft.
11. The aircraft system according to claim 10, wherein: The carrying platform has a trapezoidal cross section.
12. The aircraft system according to claim 11, wherein: The lower surface of the carrying platform has an opening, slide rails are arranged on both sides of the opening, and the hoisting device includes a pulley capable of engaging with the slide rails.
13. An aircraft system according to any one of claims 9 to 12, wherein: The connecting device comprises a locking device which is configured to lock the aircraft relative to the take-off aid device.
14. An aircraft system according to any one of claims 10 to 12, wherein: The carrying platform comprises a limiting device, and the limiting device is configured to position the aircraft relative to the take-off auxiliary device.
15. An aircraft system according to any one of claims 9 to 12, wherein: The take-off assist device is one of a rotorcraft, an airship, a hot air balloon and a rocket.
16. An aircraft system according to any one of claims 10 to 12, wherein: The carrying platform includes a load-bearing rod, which is arranged on the carrying platform and is used to be connected to a docking interface arranged on the aircraft, so as to further stabilize the connection between the take-off auxiliary device and the aircraft.
17. An aircraft system according to any one of claims 9 to 12, wherein: The aircraft system further comprises a parachute, which is arranged on the aircraft and is used to assist the landing of the aircraft; or The aircraft also includes a landing gear system.
18. An aircraft system according to any one of claims 10 to 12, wherein: The hoisting device is arranged on the back of the fuselage of the aircraft.
19. An aircraft system according to any one of claims 10 to 12, wherein: The sling device is configured to be movable between a first position concealed within the fuselage and a second position extended from the fuselage.