Vertical-lifting horizontal flying vehicle

Abstract

The invention relates to the technical field of hovercars, and discloses a vertical-lifting flat-flying car which comprises a power system used for providing power, a wing-shaped car body, a multifunctional rotor wing, a tilting ducted fan engine and an empennage assembly, the wing-shaped car body comprises a car body front edge part and a car body rear edge part, and the tilting ducted fan engine provides power for lifting and cruising. The tilting ducted fan engine is arranged on the rear edge portion of the vehicle body and integrated with the empennage assembly, the empennage assembly is arranged on the rear edge portion of the vehicle body and works in cooperation with the tilting ducted fan engine, and aircraft yawing is corrected through thrust vectors of the two fan engines. According to the multifunctional rotor wing, the aircraft can stably take off and land vertically or hover, when the aircraft flies horizontally, the rotating rotor wing can be converted into a fixed wing, meanwhile, the thrust vector of the tilting ducted fan engine is rotated to the horizontal direction, the whole aircraft is changed into a fixed wing structure, and the cruising performance of the aircraft is improved.

Description

Technical Field

[0001] The invention relates to the technical field of flying cars, and in particular to a helicopter flying car. Background Art

[0002] At present, aircraft in the aviation field are generally divided into two categories: fixed-wing aircraft that take off and land on a runway and cruise horizontally, and helicopters or rotorcraft that take off and land vertically and fly horizontally by projecting the total lift generated by the tilting rotor disc in the forward direction. These two types of aircraft each have their own advantages and disadvantages, and each has its own main purpose. Since the advent of aircraft more than 100 years ago, people have been trying to create a new type of aircraft that combines the advantages of the above two types of aircraft: a multifunctional all-in-one aircraft that can take off and land in place and cruise horizontally with high efficiency. However, this goal has not been fully achieved so far. In the past decade, with the rapid development of advanced technologies such as automatic control, the Internet, artificial intelligence, new energy, new materials and intelligent transportation, the development of EVTOL (electric vertical take-off and landing) aircraft based on the concept of DEP (distributed power) and adapted to the development of UAM (modern urban three-dimensional transportation) has been spawned. So far, many large companies around the world, such as Boeing, Airbus Super Airlines, UBER Transportation Services, Internet companies such as Google and Baidu; traditional automobile companies such as Toyota, Honda, Mercedes-Benz, BMW, Geely; new energy automobile companies such as Xiaopeng and Tesla, etc. have conducted research on this technology. It covers almost all aspects of modern transportation equipment manufacturing, operation and service. Mainly, EVTOL, as a vertical take-off and landing device in a broad sense, highlights the advantages of environmental protection (clean, no carbon dioxide emissions and reduced noise). In addition, land in cities is tight and expensive, and it is impossible to build airports everywhere, which is also a major factor in promoting EVTOL. EVTOL just meets the needs of modern urban intelligent three-dimensional transportation. The current EVTOL level flight efficiency is still relatively low. Due to the influence of low battery energy density and the characteristics of helicopter motion mode, the use of EVTOL flight devices is still very limited, mainly concentrated in its poor horizontal navigation (cruise) performance, low speed and short range.

[0003] At present, it is still impossible to develop a dual-purpose aircraft that can simultaneously meet the requirements of "vertical take-off and landing-horizontal cruising" high-efficiency flight. The root cause of the problem can be found by analyzing the special movement mode of helicopters that rely on rotating wings. The biggest weakness of helicopters is that they are very inefficient when flying horizontally. The reason is that the flight principles of the two types of aircraft are different. Helicopters generate vertical upward lift through rotors. When the generated lift is greater than the weight of the aircraft, the helicopter can rise or hover. The requirements for the power system are high and the thrust-to-weight ratio is relatively large. When a helicopter flies forward horizontally, it relies on tilting the propeller disc forward to generate a horizontal component force pointing forward, generate horizontal acceleration, and obtain horizontal flight speed. At the same time, it needs to generate greater power and obtain greater vertical upward pull to balance the weight of the aircraft. There are various restrictions on the horizontal speed of helicopters. Apart from the power limit of the fuel or electricity carried, there is also a maximum speed limit to prevent the blade tip from overspeeding and generating shock waves. In addition, the helicopter's configuration and the downwash airflow sprayed onto the fuselage by the main blades will bring a considerable amount of additional aerodynamic resistance. These two parts of additional resistance plus the normal resistance of the whole aircraft are much greater than the aerodynamic resistance of fixed-wing aircraft in level flight, which will significantly reduce the forward flight speed of the rotorcraft. The maximum level flight speed of traditional helicopters is usually 200-340 kilometers per hour, while the maximum level flight speed of fixed-wing aircraft with the same engine power can reach 700-900 kilometers per hour, and some even break the sound barrier and fly at supersonic speed. In order to increase the level flight speed of helicopters, aviation engineers designed a hybrid high-speed helicopter, with the maximum level flight speed increased to 436 km / h, an increase of 28.2%. Later, they developed tilt-type vertical take-off and horizontal flight aircraft, such as the V-22, with the maximum level flight speed further increased to 556 km / h, an increase of 63.5% compared to helicopters, but its cruising performance is still not as good as that of fixed-wing aircraft. Summary of the invention

[0004] The purpose of the present invention is to provide a helicopter and level flying vehicle, which can not only enable the aircraft to take off and land vertically, but also convert the rotating rotors into fixed wings during horizontal flight, thereby improving the cruising performance of the aircraft and solving the above-mentioned problems existing in the prior art.

[0005] In order to solve the above technical problems, the present invention adopts the following technical solutions:

[0006] A helicopter and level flying vehicle of the present invention comprises a power system for providing power, an airfoil body, a multifunctional rotor, a tilting ducted fan engine and a tail assembly, wherein the airfoil body comprises a leading edge portion of the body and a trailing edge portion of the body; the multifunctional rotor is used for conversion between a rotor and a fixed wing, the leading edge portion of the body is provided with one multifunctional rotor, the trailing edge portion of the body is provided with another multifunctional rotor, the multifunctional rotor comprises a wing mounting frame, a retractable driving shaft, two foldable rotor blades and a first transmission mechanism for driving the rotor blades to be converted from a rotor to a fixed wing, one end of the driving shaft passes through the leading edge portion of the body and is connected to the power system, The other end of the driving shaft is connected to the wing mounting frame, one of the rotor blades is fixedly connected to the wing mounting frame, and the other rotor blade is rotatably connected to the wing mounting frame through the first transmission mechanism, and the rotor blade includes a second transmission mechanism, a connecting member and a folding member, the folding member is hinged to the connecting member through the second transmission mechanism, and the folding member can be folded up and down; the tilt-ducted fan engine is arranged on the rear edge of the vehicle body, and is used to provide power for the flying car after the multifunctional rotor is transformed from a rotor to a fixed wing; the tail assembly is placed on the rear edge of the vehicle body to provide stability and maneuverability for the aircraft.

[0007] In some embodiments of the present invention, the second transmission mechanism includes a motor, a reducer, a first drive gear, a second drive gear and a hinge arranged on the connecting member, the output shaft of the motor is connected to the input shaft of the reducer, the output shaft of the reducer is connected to the first drive gear, the first drive gear is meshed with the second drive gear, the second drive gear is connected to the folding member through the hinge, and the cooperation between the first drive gear and the second drive gear and the hinge enables the folding member to rotate upward or downward.

[0008] In some embodiments of the present invention, during the vertical take-off and landing stage of the flying car, the multifunctional rotor acts as a rotor, the working height of the rotor is higher than the wing-shaped body, and the leading and trailing edges of the left and right wings differ by 180 degrees; when the flying car ends the vertical take-off and landing stage and enters the climb and horizontal cruise, the multifunctional rotor acts as a fixed wing, shrinks the length of the driving shaft, so that the fixed wing is close to the upper surface of the wing-shaped body, and the leading and trailing edges of the left and right wings are in the same orientation; when the flying car makes an emergency landing, the multifunctional rotor acts as a self-rotating wing, decouples from the power system, generates lift and reduces the sinking speed of the entire aircraft.

[0009] In some embodiments of the present invention, a rotating mechanism for adjusting the direction of the tilt-ducted fan engine is also included, the rotating mechanism includes a telescopic member and a support frame for fixing the tilt-ducted fan engine, the support frame is hinged to the rear edge of the vehicle body, one end of the telescopic member is connected to the rear edge of the vehicle body, and the other end of the telescopic member is connected to the support frame.

[0010] In some embodiments of the present invention, the size of the multifunctional rotor located at the leading edge of the vehicle body is larger than the size of the multifunctional rotor located at the trailing edge of the vehicle body, and the two multifunctional rotors rotate in opposite directions.

[0011] In some embodiments of the present invention, the two rectangular or trapezoidal rotor blades in the multifunctional rotor are axially symmetrically distributed, and the wing section is a zero-camber symmetrical airfoil.

[0012] In some embodiments of the present invention, a V-shaped tail assembly is further included. The tail assembly is disposed on the rear edge of the vehicle body, and the tail assembly is slidably connected to the rear edge of the vehicle body.

[0013] In some embodiments of the present invention, the aerofoil-shaped body is in the shape of a lower flat aerofoil and an upper convex aerofoil.

[0014] In some embodiments of the present invention, a wingtip trapped vortex lift-increasing device is provided on the side wall of the aerofoil body.

[0015] In some embodiments of the present invention, a wingtip trapped vortex lift-increasing device is provided at the wingtip of the multifunctional rotor.

[0016] Compared with the prior art, the beneficial technical effects of the present invention are:

[0017] In order to realize a flying car that can take off and fly horizontally and obtain excellent flight performance, the most critical issue is whether to properly solve the transition from the vertical take-off and level flight mode to the horizontal flight mode to reduce the negative impact caused by the conversion. In addition, when climbing and cruising horizontally, it is very important to properly handle the direction of the rotor and engine vectors to improve the cruise flight efficiency. In the history of aviation development, in order to improve the cruise flight efficiency, some people have tried to adopt a fixed-wing flight configuration in the cruise segment. The source of the fixed wing is that the rotor used for vertical take-off and landing can be converted into a fixed wing through the transmission of a mechanical structure. However, this idea has not been successfully implemented. In order to successfully realize this design concept, the inventor has conducted in-depth research on the key component of the multi-purpose rotor and solved the problem of conversion between the rotor and the fixed wing. For its specific implementation method, please refer to another invention of the inventor (application number 202110538541X). This embodiment uses the wing assembly mentioned in the application number 202110538541X as the multifunctional rotor of the present invention, so that the flying car can use the rotor to lift during the lifting process, and when the flying car is in the cruising state, the rotor is converted into a fixed wing through the mechanical structure conversion, and the tilt-ducted fan engine set at its tail end provides the aircraft power, so that the flying car can cruise with the fixed wing, make full use of the high lift-to-drag ratio advantage of the wing, and achieve energy-saving and emission-reducing green flight. The power system inside the flying car is an existing well-known technology. Therefore, compared with the helicopter in the prior art that cruises by using the tilt angle of the rotor, its energy utilization rate is improved, so that the cruising speed, range and flight time are greatly improved. In addition, the flying car in the present invention adopts a wing-shaped body. At the same time, wing tip trapped vortex lift-enhancing devices are installed on both sides of the body and both ends of the wing, the purpose of which is to increase the lift of the whole machine, increase the lift-to-drag ratio of the flying car, and make full use of the aerodynamic characteristics of the flying car to improve the flight performance of the flying car. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments are briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without creative work.

[0019] Figure 1 It is a structural schematic diagram of the helicopter in the cruising state of the present invention;

[0020] Figure 2 It is a structural schematic diagram of the lifting and lowering state of the helicopter and level flyer of the present invention;

[0021] Figure 3It is a structural schematic diagram of the rotating mechanism in the helicopter and level fly car of the present invention;

[0022] Figure 4 It is a structural schematic diagram of the multifunctional rotor in the helicopter and level flying vehicle of the present invention;

[0023] Figure 5 for Figure 4 A partial enlarged view of the middle A;

[0024] Figure 6 It is a structural schematic diagram of the helicopter and level flying vehicle of the present invention traveling on land;

[0025] Figure 7 Another structural schematic diagram of the helicopter and level fly car of the present invention.

[0026] Explanation of the reference numerals in the accompanying drawings: 1. Wing-shaped body; 11. Leading edge of body; 12. Trailing edge of body; 13. Wing tip trapped vortex lift-enhancing device; 2. Multifunctional rotor; 21. Rotor blade; 211. Connecting piece; 212. Folding piece; 213. Second transmission mechanism; 2131. Motor; 2132. Reducer; 2133. First drive gear; 2134. Second drive gear; 2135. Hinge; 22. Driving shaft; 23. Wing mounting bracket; 3. Tilt-ducted fan engine; 4. Tail assembly; 5. Rotating mechanism; 51. Support frame; 52. Telescopic piece. DETAILED DESCRIPTION

[0027] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0028] In the description of the present invention, it should be understood that the terms "length", "width", "inside", "outside" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first" and "second" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, the meaning of "multiple" is two or more, unless otherwise clearly and specifically defined.

[0029] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0030] The technical solutions provided by various embodiments of the present invention are described in detail below in conjunction with the accompanying drawings.

[0031] Example 1

[0032] Please refer to Figure 1 The helicopter and level flying vehicle of this embodiment 1 includes a power system for providing power, as well as an aerofoil body 1, a multifunctional rotor 2, a tilt-ducted fan engine 3 and a tail assembly 4. The aerofoil body 1 includes a body leading edge portion 11 and a body trailing edge portion 12; the multifunctional rotor 2 is used for the transformation of the rotor and the fixed wing; the tilt-ducted fan engine 3 is arranged on the body trailing edge portion 12, and is used to provide power for cruising after the multifunctional rotor 2 is transformed into a fixed wing; the tail assembly 4 is arranged on the body trailing edge portion 12 to provide stability and maneuverability for the aircraft.

[0033] Among them, in order to make the helicopter flying car obtain excellent flight performance, the most critical issue is to solve the safe and reliable transition from the vertical take-off and landing flight mode to the horizontal flight mode. At the same time, when climbing and cruising horizontally, the problem of improving the cruising flight efficiency must be solved. The present invention adopts a method of converting the entire machine into a fixed-wing configuration during the climb (descent) and horizontal cruising stages. The source of the fixed wing is to convert the rotor used for vertical take-off and landing into a fixed wing through the transmission of a mechanical structure. The power for horizontal flight is obtained by tilting the thrust vector parallel to the longitudinal axis of the fuselage. For the specific implementation method of converting the rotor into a fixed wing, please refer to another invention of the inventor (application number 202110538541X). After this full-machine configuration conversion, the flying car uses fixed wings to climb (descend) and cruise horizontally, making full use of the high lift-to-drag ratio advantage of the wing to achieve energy-saving and emission-reduction green flight. As Figure 2 As shown, when the flying car is climbing or cruising horizontally, the rotor is transformed into a fixed wing through a mechanical structure, and the tilt-ducted fan engine 3 arranged at the tail end thereof is used to turn the thrust vector horizontally to provide power for the aircraft, such as Figure 1As shown. The power system inside the flying car is an existing well-known technology. Compared with the helicopter in the prior art that uses the rotor tilt to climb and cruise horizontally, the range and cruising speed have been greatly improved. In addition, the flying car in the present invention adopts an airfoil body 1 and is equipped with a wingtip vortex lift-enhancing device, and the rotor or fixed wing is also equipped with a wingtip vortex lift-enhancing device, the purpose of which is to increase lift and reduce drag, and increase the lift-to-drag ratio of the flying car, thereby making full use of the aerodynamic characteristics of the flying car and improving the overall flight efficiency.

[0034] In some embodiments of the present invention, the wing assembly in the application number 202110538541X is used as the rotor of the helicopter, which can be used as an emergency life-saving device when a failure occurs. The specific implementation method is to convert the fixed wing in cruise mode to a free rotor working mode, tilt the propeller disc backward, and make an angle of 5 degrees with the vertical direction. At the same time, if possible, the jet port of the tilt-ducted fan engine 3 is downward, thereby reducing the falling speed of the helicopter during the fall, reducing the impact load on the vehicle body and occupants, avoiding or reducing casualties as much as possible, and improving safety.

[0035] Please refer to Figure 3 In some embodiments of the present invention, a rotating mechanism 5 for adjusting the direction of the tilt-ducted fan engine 3 is also included. The rotating mechanism 5 includes a telescopic member 52 and a support frame 51 for fixing the tilt-ducted fan engine 3. The support frame 51 is hinged to the rear edge portion 12 of the vehicle body. One end of the telescopic member 52 is connected to the rear edge portion 12 of the vehicle body, and the other end of the telescopic member 52 is connected to the support frame 51.

[0036] In some embodiments of the present invention, during the vertical take-off and landing stage of the helicopter, the multifunctional wing located at the leading edge 11 of the vehicle body mainly works in a rotor mode. Like the rotor of a common helicopter, the working state is very complicated. In order to maintain the balance of the whole machine, in addition to changing the torque and automatically balancing the rolling tendency, it is also necessary to overcome the yaw moment generated by the single rotor. The usual practice is to install a tail rotor at the tail of the fuselage. In the overall configuration of the present invention, the tail rotor is eliminated. This embodiment uses the thrust vector tilt of the tilt ducted fan engine 3 for yaw adjustment, and uses the differential thrust vector of the two fan engines for roll stabilization. The specific implementation method is that after the support frame 51 is hinged to the rear edge 12 of the vehicle body, it is driven by a telescopic member 52, wherein the telescopic member 52 can use a hydraulic telescopic rod or a linear propulsion motor 2131. Preferably, a hydraulic propulsion rod is used so that the support frame 51 can rotate in a vertical plane.

[0037] Please refer to Figure 2 and Figure 4In some embodiments of the present invention, the multifunctional rotor 2 includes a wing mounting frame 23, a retractable driving shaft 22, two foldable rotor blades 21 and a first transmission mechanism for transforming the driving blades into fixed wings. One end of the driving shaft 22 passes through the leading edge portion 11 of the vehicle body and is connected to the power system, and the other end of the driving shaft 22 is connected to the wing mounting frame 23; one of the rotor blades 21 is fixedly connected to the mounting bracket, and the other rotor blade 21 is rotatably connected to the wing mounting frame 23 through the first transmission mechanism.

[0038] In some embodiments of the present invention, for existing cars, the lateral space occupied on the road is limited, so the airworthiness regulations will limit the span-wise size of the flying car. The wingspan of a flying car cannot exceed the width of a lane. For this reason, the inventor has improved the wing assembly in another invention application numbered 202110538541X, wherein the first transmission mechanism still uses the transmission mechanism of the wing assembly in 202110538541X, and the improvement is that it is set to be a foldable rotor blade 21, which is used to effectively store the rotor during road driving, thereby avoiding affecting other vehicles traveling and increasing the appearance. In addition, a retractable driving shaft 22 is provided. During the lifting and lowering process of the helicopter, in order to reduce the aerodynamic interference of the downwash generated when the rotor is working on the vehicle body, the working height of the rotor is set to be a certain distance higher than the vehicle body during the lifting and lowering stage. When the flying car ends the vertical take-off and landing stage and enters the climb and horizontal cruise, the length of the driving shaft 22 is retracted to make the fixed wing close to the upper surface of the fuselage. The appearance when driving on the road is as follows Figure 6 shown.

[0039] Please refer to Figure 4 In some embodiments of the present invention, the rotor blade 21 includes a second transmission mechanism 213, a connecting member 211 and a folding member 212, and the folding member 212 is hinged to the connecting member 211 through the second transmission mechanism 213. At this time, the folding of the blade is mainly for reducing the space occupied during road driving and transportation. At the same time, in order to ensure the structural strength of the rotor blade 21, this embodiment adopts the method of folding the wing tip up and down, and the connecting member 211 and the folding member 212 are connected in a hinged manner, so as to ensure its structural strength.

[0040] Please refer to Figure 5In some embodiments of the present invention, the second transmission mechanism 213 includes a motor 2131, a reducer 2132, a first driving gear 2133, a second driving gear 2134 and a hinge 2135 arranged on the connecting member 211, the output shaft of the motor 2131 is connected to the input shaft of the reducer 2132, the output shaft of the reducer 2132 is connected to the first driving gear 2133, the first driving gear 2133 is meshed with the second driving gear 2134, and the second driving gear 2134 is connected to the folding member 212 through the hinge 2135.

[0041] In some embodiments of the present invention, for the specific folding method of the multifunctional rotor 2, the motor 2131 is mainly used as the driving power source, and then the reducer 2132 is used to adjust the required speed or torque, and the first drive gear 2133, the second drive gear 2134 and the hinge 2135 are used to cooperate to make the connecting part 211 and the folding part 212 rotate upward or downward.

[0042] like Figure 7 As shown, in some embodiments of the present invention, a multifunctional rotor 2 can be provided in the middle of the wing-shaped body, and the two ducted fans located at the tail can be dispersedly distributed. The wider the distance between them, the smaller the mutual influence of the ducted fans, and the better the effect of providing thrust.

[0043] Example 2

[0044] Please refer to Figure 7 This embodiment 2 is based on the technical solution of embodiment 1, and a multifunctional rotor 2 is provided at the leading edge 11 of the vehicle body, and another multifunctional rotor 2 is provided at the trailing edge 12 of the vehicle body.

[0045] In some embodiments of the present invention, in order to generate sufficient upward pulling force for the helicopter during the lifting process, multiple rotors are provided in this embodiment 2. The specific implementation method is to provide a larger multifunctional rotor 2 at the leading edge 11 and a smaller multifunctional rotor 2 at the trailing edge 12. The large multifunctional rotor 2 at the front is mainly used to balance most of the gravity of the helicopter, while the small multifunctional rotor 2 at the trailing edge 12 and the ducted fan engine 3 are used to balance the rear gravity. The small multifunctional rotor 2 at the trailing edge 12 is provided near the rear body of the helicopter, and the rotation direction of the rear rotor is opposite to that of the front rotor, which eliminates most of the yaw moment generated by the front rotor. The remaining yaw moment that is not completely eliminated is deflected by the thrust vector of the two tilt-ducted fan engines at the rear, so that the yaw moment is completely eliminated, thereby improving safety.

[0046] Please refer to Figure 7In some embodiments of the present invention, a tail assembly 4 is further included, and the tail assembly 4 is arranged on the rear edge portion 12 of the vehicle body, and the tail assembly 4 is slidably connected to the rear edge portion 12 of the vehicle body. The purpose of setting the tail is that when the helicopter is flying in a fixed-wing aircraft configuration, the tail assembly 4 is used to control the direction, roll and pitch angle of the aircraft to ensure that the aircraft is in the best flight posture; and the tail assembly 4 is slidably connected to the rear edge portion 12, and its purpose is that since the helicopter needs to travel on the ground, the length of the vehicle body is limited, and the control surface is close to the center of gravity of the whole aircraft. Therefore, the tail assembly 4 is used to slide on the rear edge portion 12, which is conducive to adjusting the focus position of the whole aircraft, so that the control and stability characteristics of the helicopter during flight meet the airworthiness requirements.

[0047] Please refer to Figure 1 In some embodiments of the present invention, the aerofoil body 1 is a lower flat and upper convex aerofoil.

[0048] Please refer to Figure 1 In some embodiments of the present invention, a wingtip trapped vortex lift-enhancing device 13 is provided on the side wall of the aerofoil body 1.

[0049] In some embodiments of the present invention, since it is necessary to take into account both vertical take-off and landing and cruising flight when the helicopter is cruising, and when applied in the field of flying cars, due to the limitation of roads, the spanwise dimension of the wing needs to be appropriately adjusted, so the aspect ratio of the wing is also reduced. Small aspect ratio wings also have incidental advantages: the rigidity of the wing becomes stronger and the requirements for structural materials are reduced. The disadvantage is that the slope of the three-dimensional vertical lift line is reduced, which greatly reduces the lift of the blade and increases the induced drag. In addition, the aerodynamic performance of the blade that can be used as both a rotor and a fixed wing, especially the lift-to-drag ratio K, is closely related to the flight performance. The lift-to-drag characteristics of the EVTOL blades, the rotor power generated, and the lift-to-drag ratio of horizontal flight are particularly important. Due to various restrictions, the EVTOL has a short span and a small aspect ratio, and the lift is not large enough. In order to solve the above problems, this embodiment adopts a wingtip trapped vortex lift-enhancing device 13 of another application number CN202011258085.5 of the inventor, thereby improving the flight performance of the vehicle body and the rotor during cruising.

[0050] In summary, the helicopter and level flying vehicle of the embodiment of the present invention includes a pair of rectangular or trapezoidal rotors (one on each side, axially symmetrically distributed), and the wing section is a zero-camber symmetrical airfoil; the span of the rotor is short, not exceeding 4 meters (equivalent to the width of a lane), and is a small aspect ratio wing with low aerodynamic efficiency. In order to compensate for the lift loss, the area of ​​the rotor is set slightly larger. Using another patent technology application number CN202011258085.5 applied by the applicant, a wing tip trapped vortex lift-increasing device 13 is used to greatly improve the lift of the multifunctional rotor 2 with a small aspect ratio and reduce the induced drag.

[0051] Among them, when the multifunctional wing works as a rotor, its position is elevated and a certain distance away from the fuselage (body) to reduce downwash interference; it is different from ordinary cars. The body is an airfoil, and the airfoil is specially designed with large thickness (greater than 20%-35% aerodynamic chord), large lift and extremely high lift-to-drag ratio (up to 200), and its aspect ratio is only 0.36. After adopting the wingtip trapped vortex lift-enhancing technology, the lift is increased to 4.3 times the original, which can provide considerable lift for the body. Two foldable and retractable tiltable ducted fans are installed at the rear. There are three situations of power distribution: in the lifting stage, the main rotor only bears one-half to two-thirds of the total load, and the differential of the ducted fan is used to correct the yaw moment caused by the single rotor, omitting the correction tail rotor. By adopting a V-shaped tail assembly, it can move forward and backward to ensure the longitudinal stability of the entire aircraft. The rotor is designed to have three functions: when taking off and landing vertically, it acts as a rotor, with the leading and trailing edges of the left and right wings 180 degrees apart; when cruising horizontally, it acts as a fixed wing, with the leading and trailing edges of the left and right wings in the same position; when making an emergency landing (through a conversion mechanism), it acts as a gyro, disconnecting from the power system to generate lift to prevent the entire aircraft from sinking, similar to the role of a parachute. The entire process is completed by artificial intelligence software, from the helicopter to the level flight mode, the ducted fan tilts, the rotor gradually stops rotating, the left or right wing is converted to the opposite leading and trailing edges, and the wing is fixed to the fuselage. The landing process is the opposite.

[0052] It should be noted that this specification mainly describes the configuration and working principle of a flying car with vertical take-off and landing, which belongs to a vertical take-off and landing (VTOL) aircraft. If the same flying car is used, but without the multifunctional wing, the power system is slightly reduced, and the tilting ducted fan engine is replaced by a fixed ducted fan engine, and the rest remains unchanged, it is a short take-off and landing (STOL) aircraft with horizontal taxiing. These two flying cars with different configurations have different flight performance and different benefits, and can be used in different scenarios and serve different purposes.

[0053] The embodiments described above are only descriptions of the preferred modes of the present invention, and are not intended to limit the scope of the present invention. Without departing from the design spirit of the present invention, various modifications and improvements made to the technical solutions of the present invention by ordinary technicians in this field should all fall within the protection scope determined by the claims of the present invention.

Claims

1. A helicopter flying car, characterized in that: The invention comprises a power system for providing power, an airfoil body, a multifunctional rotor, a tilting ducted fan engine and a tail assembly, wherein the airfoil body comprises a leading edge portion of the body and a trailing edge portion of the body; the multifunctional rotor is used for the conversion between the rotor and the fixed wing, the leading edge portion of the body is provided with one multifunctional rotor, the trailing edge portion of the body is provided with another multifunctional rotor, the multifunctional rotor comprises a wing mounting frame, a retractable driving shaft, two foldable rotor blades and a first transmission mechanism for driving the rotor blades to be converted from the rotor to the fixed wing, one end of the driving shaft passes through the leading edge portion of the body and is connected to the power system , the other end of the driving shaft is connected to the wing mounting frame, one of the rotor blades is fixedly connected to the wing mounting frame, and the other rotor blade is rotatably connected to the wing mounting frame through the first transmission mechanism, the rotor blade includes a second transmission mechanism, a connecting member and a folding member, the folding member is hinged to the connecting member through the second transmission mechanism, and the folding member can be folded up and down; the tilt-ducted fan engine is arranged on the rear edge of the vehicle body, and is used to provide power for the flying car after the multifunctional rotor is transformed from a rotor to a fixed wing; the tail assembly is placed on the rear edge of the vehicle body.

2. The helicopter according to claim 1, characterized in that: The second transmission mechanism includes a motor, a reducer, a first drive gear, a second drive gear and a hinge arranged on the connecting member, the output shaft of the motor is connected to the input shaft of the reducer, the output shaft of the reducer is connected to the first drive gear, the first drive gear is meshed with the second drive gear, the second drive gear is connected to the folding member through the hinge, and the cooperation between the first drive gear and the second drive gear and the hinge enables the folding member to rotate upward or downward.

3. The helicopter according to claim 1, characterized in that: During the vertical take-off and landing stage of the flying car, the multifunctional rotor acts as a rotor, the working height of the rotor is higher than the wing-shaped body, and the leading and trailing edges of the left and right wings differ by 180 degrees; when the flying car ends the vertical take-off and landing stage and enters the climb and horizontal cruise, the multifunctional rotor acts as a fixed wing, and the length of the driving shaft is retracted so that the fixed wing is close to the upper surface of the wing-shaped body, and the leading and trailing edges of the left and right wings are in the same orientation; when the flying car makes an emergency landing, the multifunctional rotor acts as a self-rotating wing, decouples from the power system, generates lift and reduces the sinking speed of the entire aircraft.

4. The helicopter according to claim 1, characterized in that: It also includes a rotating mechanism for adjusting the direction of the tilt-ducted fan engine, the rotating mechanism includes a telescopic member and a support frame for fixing the tilt-ducted fan engine, the support frame is hinged to the rear edge of the vehicle body, one end of the telescopic member is connected to the rear edge of the vehicle body, and the other end of the telescopic member is connected to the support frame.

5. The helicopter according to claim 1, characterized in that: The size of the multifunctional rotor located at the leading edge of the vehicle body is greater than the size of the multifunctional rotor located at the trailing edge of the vehicle body, and the two multifunctional rotors rotate in opposite directions.

6. The helicopter flying vehicle according to claim 1, characterized in that: The two rectangular or trapezoidal rotor blades in the multifunctional rotor are axially symmetrically distributed, and the wing section is a zero-camber symmetrical airfoil.

7. The helicopter according to claim 1, characterized in that: It also includes a V-shaped tail wing assembly, which is arranged on the rear edge of the vehicle body and is slidably connected to the rear edge of the vehicle body.

8. The helicopter and level fly car according to claim 1, characterized in that: The wing-shaped body is in the shape of a lower flat wing and an upper convex wing.

9. The helicopter according to claim 1, characterized in that: A wing tip trapped vortex lift-increasing device is provided on the side wall of the aerofoil body.

10. The helicopter according to any one of claims 1 to 9, characterized in that: The multifunctional rotor is provided with a wing tip trapped vortex lift-increasing device.

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