A car aircraft with vertical take-off and landing function and efficiency improvement method

Abstract

The invention provides a car-plane with vertical take-off and landing functions and an efficiency improvement method. The car-plane comprises an aerofoil body, two main propulsion propellers, and two wing-end trapped vortex generators; the two main propulsion propellers and the two wing-end trapped vortex generators are symmetrically arranged on both sides of the aerofoil body; the propeller vortex steering generated by the rotation of the main propulsion propeller is the same as the vortex steering of the wing-end trapped vortex generators, and is opposite to the wingtip vortex, forming an active anti-wingtip vortex generator; during take-off, even without a conventional long-wingspan wing, only relying on an ultra-short aspect ratio wing can take off vertically or take off ultra-short distance on a single lane of a highway with limited span or on an aircraft carrier deck; a leading edge slatted lift-reducing and lift-increasing device is arranged at the front of the body, which can further improve the lift-to-drag ratio. During level flight, in order to improve flight efficiency, the wing with a larger aspect ratio can be extended according to actual conditions to form a fixed-wing aircraft configuration, so that the car-plane can fly faster and farther, carry more people, and effectively solve the problem of traffic congestion.

Description

Technical Field

[0001] The present invention relates to the field of aviation engineering technology, in particular, to the field of flying car technology; specifically, to a car aircraft with vertical take-off and landing functions and a method for improving efficiency. Background Art

[0002] For more than 100 years, after the invention of airplanes, people have been considering using airplanes in the sky to help cars on the ground and share the overcrowded traffic on the ground. Naturally, people thought of developing a unified flying car that can be used both in the air and on the ground. It can not only travel quickly on the ground, but also move freely in the two-dimensional space on the ground like a car. If there is a traffic jam on the ground road, the same car can quickly and safely take off from the ground anytime and anywhere, especially on the lane it is traveling on (within 4 meters), without affecting the safety of other vehicles in front, behind, left and right. More cars take off, and fewer cars stay on the ground, thus eliminating the crisis of ground congestion. This requires that all flying cars on the ground have the ability to take off and land vertically. Being able to operate in three dimensions on the ground and in the air is a very high requirement and a difficult problem that is not easy to achieve. Therefore, although the research on flying cars began shortly after the advent of airplanes, various so-called "flying cars" have been developed over the past hundred years, and no less than dozens of experimental products have been created, some of which have even flown into the sky, but to this day, the world has not fully solved the above-mentioned problems, and has not developed a truly unified air-to-ground amphibious flying car that meets the requirements.

[0003] The existing eVTOL aircraft is a transitional type to fully solve the ground traffic congestion problem before the development of a truly unified air-to-ground amphibious flying car is completed. It is a temporary and interim solution. In order to solve the problem that traditional helicopters cannot directly enter large cities, around 2010, NASA proposed the distributed electric propulsion DEP design criteria to meet the needs of advanced air traffic AAM (including: urban air traffic UAM and regional air traffic RAM). Then, there was a global boom in the design and production of eVTOL devices.

[0004] In essence, eVTOL is just some simplified and improved small helicopters, not real flying cars. eVTOL retains all the attributes of helicopters: good advantages and bad disadvantages. Among them, the worst point is that it directly uses the flight mechanics of vertical take-off and landing of helicopters to perform horizontal cruising flight, which makes the whole flight efficiency of eVTOL low.

[0005] In addition, there are also dual solutions, "land carrier" or "air carrier", which are designed to bypass the difficulty of developing a truly unified air-ground amphibious flying car. The "land carrier" is also called a "split flying car", which is a car that can accommodate an airplane. The "land carrier" adopts a two-split configuration design, which is divided into a land body and a flying body, which can be separated and combined. As early as the late 1940s and early 1950s, it was proposed, trial-produced and tested, but it was finally rejected. Obviously, the change from the original technical requirement of combining the airplane and the car into one to the design of leaving one for the land body and the flying body will still leave the land body on the road, which not only fails to solve the problem of road congestion, but also increases the congestion.

[0006] Current eVTOL aircraft have the following shortcomings:

[0007] In addition to its car-like appearance, it is basically a small fixed-wing general aviation aircraft with folding wings. It has no vertical take-off and landing capability and must taxi for hundreds of meters before slowly climbing and taking off. It uses an internal combustion engine as propulsion power. It emits polluting exhaust gas, is not environmentally friendly, and is noisy. It requires a dedicated airport to take off. Because it has a pair of wings with a very long wingspan (about 15 meters in length), it is impossible to take off and land on the road.

[0008] The above are the main problems of current eVTOL aircraft. In addition, the energy density of the batteries of existing eVTOL aircraft is too low, only 270-300Wh / Kg, while the energy density of internal combustion engine fuels such as aviation kerosene and diesel is 12400Wh / Kg, a difference of 46 times. Considering that the efficiency of the motor (85%) is higher than that of the internal combustion engine (35%), the energy density of the battery is still 19 times lower than that of the internal combustion engine. As a result, eVTOL aircraft have three major shortcomings: they cannot fly fast, they cannot fly far, and they can carry few people. Summary of the invention

[0009] In view of this, the purpose of the present invention is to propose a car-aircraft with vertical take-off and landing functions and an efficiency improvement method, to develop a unified air-land amphibious flying car that can take off vertically at any time on a lane of a highway, and in the take-off and launch phase, instead of using conventional long-wingspan wings, construct active anti-wingtip vortex generators at the wingtips to increase lift; a leading edge slat for increasing lift and reducing drag is arranged at the front of the vehicle body to achieve lift increase and drag reduction of an ultra-short aspect ratio wing; after vertical launch, in order to ensure high-efficiency flight in the level flight phase, the large aspect ratio wings that are folded or hidden in the take-off phase are usually unfolded when the flight mode is converted in the air to form a fixed-wing aircraft. configuration, with a large lift-to-drag ratio; the car plane is designed to have both vertical take-off and landing functions and short-distance rolling take-off modes. When runway conditions permit, the vertical take-off and landing flight mode is not adopted as much as possible, but the short-distance rolling take-off mode is adopted to save energy, practice energy conservation and environmental protection, and green travel; under the current conditions of low battery energy density and limited low-altitude flight efficiency, the advanced aerodynamic design of the car plane can be fully utilized to greatly increase lift, reduce drag, improve lift-to-drag ratio, form the same flight effect as increasing thrust, improve flight efficiency, make the car plane fly faster and farther, and carry more people, effectively solving the problem of traffic congestion.

[0010] The present invention provides an automobile aircraft with a vertical take-off and landing function, comprising: an airfoil body, two main propulsion propellers, and two wingtip trapped vortex generators; the two main propulsion propellers and the two wingtip trapped vortex generators are symmetrically arranged on both sides of the airfoil body with the lengthwise center line of the airfoil body as symmetry axes respectively; the propeller vortex generated by the rotation of the main propulsion propeller has the same rotation direction as the vortex rotation direction of the wingtip trapped vortex generator and opposite to the rotation direction of the wingtip vortex, forming an active anti-wingtip vortex generator.

[0011] Since it is difficult to increase lift and reduce drag on wings with small aspect ratios, Figure 2 , 3 It shows the formation of wingtip vortices and their negative effects at the wingtips of small aspect ratio wings, so the wingspans of existing eVTOL aircraft are very long. The present invention does not adopt the conventional solution of generating lift with long wingspan. The propellers of the two existing propulsion power sources installed at the rear of the fuselage are moved to the front of the entire aircraft, that is, to the left and right sides of the front body of the wing-shaped body, changing from the rear propulsion mode to the front drag mode; constructing wingtip trapped vortex generators (wingtip active anti-wingtip vortex generators), the wingtip trapped vortex generators become active anti-wingtip vortex devices, which can further actively increase lift, and the original passive lift-increasing and drag-reducing trapped vortex generators continue to be used, achieving a significant increase in lift and drag reduction of ultra-small aspect ratio wings.

[0012] The rotation direction of each main propulsion propeller must make the generated propeller vortex turn in the same direction as the rotation direction of the vortex of the wingtip trapped vortex generator, and opposite to the rotation direction of the wingtip vortex. At the same time, the leading and trailing edges are installed in reverse, that is, opposing wings or dipole wings are installed, so as to weaken as much as possible, or even completely eliminate the negative impact of the wingtip vortex, and enhance the beneficial effect of increasing lift and reducing drag.

[0013] Preferably, the two-dimensional lift coefficient slope of the wing-shaped body is 0.1321.

[0014] Preferably, the rotation directions of the two main propulsion propellers can adopt the following rule: from the driver's direction, the left main propulsion propeller rotates counterclockwise; the right main propulsion propeller rotates clockwise, and the left and right main propulsion propellers rotate in opposite directions, such as Figure 4 shown.

[0015] The results of many flight tests show that the wingtip active anti-wingtip vortex lift-increasing device has a higher drag reduction efficiency, and the induced drag has dropped significantly, which improves the flight efficiency. After wind tunnel experiments, the ultra-small aspect ratio wing has a good lift and drag increase effect. After hundreds of scaled model test flights, the same conclusion was reached, which increased the lift of the small aspect ratio wing by more than 3 times. It effectively solves the problem of flying without a long wingspan wing (ultra-short aspect ratio wing). The car plane can not only take off on a lane of a highway, but also take off on an aircraft carrier or other large ships.

[0016] Furthermore, a leading edge slat is provided at the front end of the wing-shaped body, the wing profile of the leading edge slat is connected to the wing profile of the wing-shaped body, and the leading edge slat forms a gap and an angle of attack with the front end of the wing-shaped body by movement, and the size and position of the gap change with the flight state.

[0017] Adding leading edge slats can increase lift and reduce the drag of the whole aircraft. The specific principle is: the opening of the leading edge slats allows the high-speed inlet airflow to flow out of the leading edge gap, forming an upward airflow, thereby increasing the lift of the wing. During the takeoff and landing phases, the opening of the leading edge slats can provide greater lift. Due to the asymmetric distribution of the airflow pressure generated by the leading edge slats at the leading edge head, the direction of the resultant force of the airflow will tilt forward at a large angle at large angles of attack. After this part of the aerodynamic force vector at the leading edge slats is superimposed on the resultant force vector of the entire airfoil, the total aerodynamic force vector of the entire aircraft also becomes tilted forward. As a result, the induced drag of the entire aircraft may be completely eliminated, and even become induced thrust (negative drag), making the takeoff and landing of the car plane more energy-saving, environmentally friendly, safe and stable. During the high-altitude flight phase, the opening of the leading edge slats may improve the wind resistance and maneuverability of the car plane.

[0018] Experiments have shown that adding a leading edge slat to the front end of the wing-shaped body not only increases the lift of the entire aircraft by approximately 40%, but also reduces the induced drag by more than 80%.

[0019] Furthermore, a pair of retractable auxiliary wings are symmetrically arranged on both sides of the middle part of the wing-shaped body with the lengthwise centerline of the wing-shaped body as the symmetry axis, and the leading and trailing edges of the auxiliary wings are opposite to the body wing to reduce induced drag.

[0020] As we all know, traditional helicopters are particularly good at vertical takeoff and landing. However, due to its different flight mechanism from fixed-wing aircraft, helicopters still work in a vertical takeoff and landing mode when flying horizontally, and the thrust vector always points upward. The power source during horizontal flight is obtained from the vertical force tilted forward at an angle. The thrust and flight speed are 90° apart and are not in the same direction. This flight mode requires the engine to work in both the velocity vector direction and the vertical direction. However, fixed-wing aircraft are different. The engine only needs to work in the velocity vector direction, and it is enough to overcome the flight resistance. The lift is the Bernoulli force induced on the wing surface by the engine pushing the wing forward. This flight mechanism fundamentally determines that the efficiency of fixed-wing aircraft is much higher than that of helicopters, about 8 to 10 times more.

[0021] Since NASA did not make any requirements on efficiency, the first generation of eVTOL aircraft almost 100% showed the characteristics of its parent (helicopter): the fuselage of the helicopter plus 2, 4, 8, 16 or 32 small rotors, which is the embodiment of distributed propulsion DEP. However, DEP has efficiency problems. From a theoretical analysis, eVTOL plus fixed wings is the only correct way to improve the efficiency of the horizontal flight phase. From the flight mechanism, it can be expressed as TPV (Thrust Parallel to Velocity): that is, the thrust direction is parallel to the velocity vector. When the eVTOL is airworthy, the requirements should be made according to (DEP + TPV). This is why the solution of the present invention must have a pair of retractable auxiliary wings and use an eVTOL aircraft with "wings". The design of the auxiliary wing is mainly to meet the efficiency limit of the flight phase of take-off, which is also one of the innovative designs of the present invention.

[0022] Furthermore, a thrust vector control system is provided at the tail of the wing-shaped body, and the thrust vector control system comprises: two thrust vector propellers symmetrically arranged on both sides of the tail of the wing-shaped body with the lengthwise center line of the wing-shaped body as the axis of symmetry.

[0023] After the car plane takes off vertically to a safe height, it hovers and then switches from the vertical take-off stage to the cruise level flight stage. In order to ensure flight safety, the present invention adopts a thrust vector control system to replace the existing aerodynamic control surface control system, and the two thrust vector propellers at the rear of the vehicle body take on the control task. The thrust vector control system has a quick response, small delay and precise control.

[0024] Furthermore, the tail of the wing-shaped body is symmetrically provided with two vertical stabilizers with the lengthwise centerline of the wing-shaped body as the axis of symmetry, a horizontal stabilizer is symmetrically provided centered above the two vertical stabilizers, and the two thrust vector propellers are symmetrically provided on the horizontal stabilizer or extended out of the body, so as to reduce the negative impact of the rotating airflow on the flight quality and safety of the entire aircraft.

[0025] This pair of thrust vector propellers is used as the main thrust during the vertical lift phase, and is only used to control pitch, heading and lateral in other flight phases. Specifically, the pitch channel can be controlled by the accelerated rotation of the two thrust vector propellers; the heading and lateral channels can be controlled by the differential of the two thrust vector propellers.

[0026] Furthermore, a row of jet holes is distributed along the span direction on the upper wing surface near the rear 75% aerodynamic chord of the aerofoil body, and the jet holes blow air tangentially toward the rear along the upper wing surface.

[0027] Furthermore, a parachute bag is installed in the middle of the compartment of the automobile plane, or an X-shaped rotor is installed on the top of the compartment of the automobile plane, and the rotation axis of the rotor is located near the center of gravity of the entire automobile plane.

[0028] Preferably, the present invention provides an emergency life-saving system, which can be a parachute for emergency life-saving, or a pair of X-shaped autogyros as emergency life-saving equipment. The high-speed free rotation of the life-saving autogyros can generate a strong upward lift force to prevent the faulty aircraft from falling, and can buffer the landing speed to protect the passengers and cargo.

[0029] The present invention also provides a method for improving the efficiency of a car-plane with a vertical take-off and landing function, which is applied to the flight of the car-plane with a vertical take-off and landing function as described above, comprising:

[0030] Using wind tunnel test data, the fitting coefficient of the calculation efficiency is improved. At the same time, considering the large difference in the slope of the two-dimensional lift line of different airfoils, a correction factor is introduced to obtain the calculation formula of the efficiency coefficient R:

[0031] R = A / (A+2*ξ)

[0032] ξ=k*(C LS α(2) / C LL α (2) (1)

[0033] In formula (1), A is the wing aspect ratio; ξ is the experimental data correction coefficient;

[0034] C LS α (2) is the two-dimensional lift line slope set when designing the airfoil;

[0035] C LL α (2) is the theoretical two-dimensional lift line slope of the airfoil, C LL α (2) = 2π (0.11 per degree);

[0036] k is the correction factor, which is 0.633;

[0037] The conversion of the efficiency coefficient before and after installing wing tip trapped vortex generators to increase lift and reduce drag is:

[0038] R´= R o –β*(1.0-R o ) (2)

[0039] In formula (2), R o is the efficiency coefficient before installing the wing tip trapped vortex generator, R' is the efficiency coefficient after installing the wing tip trapped vortex generator; β=0.4705, the physical meaning of β is the percentage of lift loss caused by the wing tip vortex recovered, and the β value is the empirical value of the real data obtained by the wind tunnel experiment. The β value can be improved and optimized by doing more wind tunnel experiments in the future.

[0040] The present invention uses wind tunnel test data to perform dimensionless transformation, derives the conversion efficiency coefficient after the two-dimensional wing of different aspect ratio wings is converted into a three-dimensional wing, improves the calculation method of the fitting coefficient, and introduces a correction factor to make the calculation of the efficiency coefficient more accurate. It can be applied to ultra-short aspect ratio wings as well as medium and long wings.

[0041] The present invention also provides a computer-readable storage medium having a computer program stored thereon, and when the program is executed by a processor, the method for improving the efficiency of the automobile aircraft with vertical take-off and landing function as described above is implemented.

[0042] The present invention also provides a computer device, which includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, the efficiency improvement method of the automobile aircraft with vertical take-off and landing function as described above is implemented.

[0043] Compared with the prior art, the present invention has the following beneficial effects:

[0044] The automobile aircraft with vertical take-off and landing function and the efficiency improvement method provided by the present invention develop a unified air-land amphibious flying car that can take off vertically at any time on a lane of a highway, cancel the conventional long-wingspan wing for generating lift, and use the appropriate installation position of the main propulsion propeller to construct a wingtip active reverse wingtip vortex generator to form an active device to increase lift; a leading edge slat for increasing lift and reducing drag is arranged at the front of the vehicle body to achieve the increase in lift and reduction in drag of the ultra-short aspect ratio wing; the automobile aircraft has both vertical take-off and landing functions and short-distance rolling take-off modes, which can be selected for use according to actual conditions; the automobile aircraft becomes a fixed-wing aircraft configuration in the cruising and level flight stage, which can greatly improve the lift-to-drag ratio and improve the flight efficiency, so that the automobile aircraft can fly faster and farther, and can carry more people, effectively solving the problem of traffic congestion; and the automobile aircraft has a simple and reasonable structure, low cost, and is conducive to popularization and application. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] Various other advantages and benefits will become apparent to those of ordinary skill in the art by reading the following detailed description of the preferred embodiment.The drawings are only for the purpose of illustrating the preferred embodiments and are not to be construed as limiting the invention.

[0046] In the attached picture:

[0047] Figure 1 A schematic diagram of the overall appearance of the automobile aircraft with vertical take-off and landing function of the present invention;

[0048] Figure 2 The schematic diagram of the flow around the wing tip of a wing with a small aspect ratio is the formation mechanism of the wing tip vortex;

[0049] Figure 3 Schematic diagram of the wing tip vortex formation mechanism of a wing with a small aspect ratio;

[0050] Figure 4 It is a schematic diagram of active anti-wingtip vortex formation of the wingtip trapped vortex generator of the present invention;

[0051] Figure 5 is a data curve diagram of the lift coefficient slope of the wind tunnel experiment of the wing tip trapped vortex generator of the present invention;

[0052] Figure 6 The figure is a schematic diagram of the structure of a computer device according to an embodiment of the present invention.

[0053] The symbols in the accompanying drawings are:

[0054] 1. Wing-shaped body; 2. Upper surface of wingtip trapped vortex generator; 3. Drag reduction and lift enhancement wing; 41. Main thrust propeller (left); 42. Main thrust propeller (right); 5. Body side; 6. Vertical stabilizer; 7. Horizontal stabilizer; 81. Thrust vector propeller (right); 82. Thrust vector propeller (left); 9. Jet hole; 10. Leading edge slats. DETAILED DESCRIPTION

[0055] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present disclosure. Instead, they are merely examples of devices and products consistent with some aspects of the present disclosure as detailed in the appended claims.

[0056] The terms used in this disclosure are for the purpose of describing specific embodiments only and are not intended to limit the disclosure. The singular forms of "a", "said" and "the" used in this disclosure and the appended claims are also intended to include plural forms unless the context clearly indicates otherwise. It should also be understood that the term "and / or" used herein refers to and includes any or all possible combinations of one or more associated listed items.

[0057] It should be understood that although the terms first, second, third, etc. may be used in the present disclosure to describe various information, such information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of the present disclosure, the first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information. Depending on the context, the word "if" as used herein may be interpreted as "at the time of" or "when" or "in response to determining".

[0058] The embodiments of the present invention are further described in detail below with reference to the accompanying drawings.

[0059] Example

[0060] The automobile aircraft of this embodiment is a wing-body integrated (or wingless) ground-air amphibious aircraft. The size of the body (fuselage) is similar to that of an ordinary car. The design parameters of the automobile aircraft are shown in Table 1:

[0061] Table 1

[0062]

[0063] like Figure 1As shown, the main structure of the ground-to-air amphibious aircraft is as follows: two 200kW turbofan engines are installed at the front of the wing-shaped body 1 to drive the tilting propellers (main propulsion propellers) on the left and right sides: the main propulsion propeller (left) 41 and the main propulsion propeller (right) 42 to rotate. The main propulsion propeller (left) 41 and the main propulsion propeller (right) 42 are symmetrically arranged on both sides of the wing-shaped body 1 with the longitudinal center line of the wing-shaped body 1 as the symmetry axis; the propeller vortex generated by the rotation of the main propulsion propeller has the same rotation direction as the vortex of the wing tip vortex generator, and the opposite rotation direction of the wing tip vortex, forming an active anti-wing tip vortex generator.

[0064] Two wing tip trapped vortex generators are symmetrically arranged on both sides of the wing-shaped body 1, with the longitudinal centerline of the wing-shaped body 1 as the symmetry axis. Due to airworthiness restrictions, the span of the automobile aircraft cannot be too long. Therefore, this embodiment adopts a retractable wing tip trapped vortex generator (abbreviated as ZWTA), such as Figure 4 Shown is the active anti-wingtip vortex formation mechanism of the wingtip trapped vortex generator.

[0065] A tail assembly (a horizontal stabilizer 7 and a vertical stabilizer 6 ) is installed at the tail of the wing-shaped body 1 .

[0066] The ground-to-air amphibious aircraft includes the following states during operation:

[0067] When the car plane is driving on the ground as a car, it enters the ground driving mode, folds up the upper surface 2 of the wing tip trapped vortex generator, that is, controls the left and right winglets to slide toward the middle, and the tail assembly at the tail of the aerofoil body 1 can be folded into a back tank; fold and fold the two tilt propellers at the front of the aerofoil body 1.

[0068] When the car plane flies in the air as an airplane, the air flight mode has two stages. The first is vertical takeoff. The front tilt propeller rotates to a vertical direction, and the thrust vector propeller (right) 81 and the thrust vector propeller (left) 82 at the tail are in a vertical state. The thrust vector propeller (right) 81 and the thrust vector propeller (left) 82 have a dual role at this time: during vertical takeoff, the four propellers work together to achieve rapid ascent, with an average climb rate of 20 meters per second, just like the function of the two tilt propellers at the front.

[0069] Secondly, after reaching a safe altitude (the safe altitude is determined by conditions such as geography, buildings, and surrounding clearance environment. The safe altitude is about 100 meters to 500 meters, and try not to be too high), hover, enter the transition stage of flight mode conversion, and prepare for level flight. First, extend the left and right wing flaps to form a ZWTA configuration. The thrust vector propeller at the tail continues to be in a vertical state, working in conjunction with the tilt-rotating propeller at the front. When there is no ZWTA configuration, the car plane is a wing with an ultra-short aspect ratio. The slope of the lift line is only 0.022 / degree. It can't fly at all; once in the ZWTA configuration, the slope of its lift line reaches 0.078 / degree, and the lift increases to 3.4 times that of the non-ZWTA configuration, allowing horizontal flight.

[0070] At this time, the automobile aircraft has no horizontal forward speed, and there is no lift on the wing. In order to obtain horizontal acceleration, the two front tilt propellers must be tilted forward to make the thrust vector generate a component force in the forward direction of the aircraft and generate forward acceleration. In the process of generating horizontal acceleration, the dynamic balance of force and torque of the whole aircraft must be ensured at the same time. Some existing aircraft are designed into a 3-wing configuration, which is conducive to maintaining front and rear balance. This embodiment does not adopt a canard aerodynamic layout because the fuselage itself already has the function of a wing. In addition to the role of the horizontal stabilizer 7 and the vertical stabilizer 6 of the rear tail system, and the coordinated cooperation of the two non-tilting thrust vector propellers for vector control at the rear, the front pair of tilt propellers [main propeller (left) 41 and main propeller (right) 42] must simultaneously accelerate the rotation speed when tilting, so that the total thrust becomes about 1.41 times larger, and the height is always kept unchanged. The test shows that by first tilting forward by about 35 degrees and then maintaining it for 3 to 5 seconds, the whole aircraft can achieve the stall speed at that altitude. Then, the tilt propeller at the front is turned into a horizontal state, and the car plane begins the next stage of flight at a cruising speed 1.3 times greater than the stall speed. In order to improve the cruising flight efficiency, a pair of retractable wings (drag-reducing and lift-enhancing auxiliary wings 3) hidden during the vertical take-off stage are also installed on the side 5 of the car plane. The drag-reducing and lift-enhancing auxiliary wings 3 are opened simultaneously with the upper surface 2 of the wing tip trapped vortex generator after stable hovering, and are not recovered and hidden until descent.

[0071] A leading edge slat 10 is also provided at the front end of the aerofoil body 1, and a row of jet holes 9 are distributed in the span direction on the upper wing surface near the rear 75% aerodynamic chord of the aerofoil body 1. The jet holes 9 blow air backward along the tangential direction of the upper wing surface to blow away the boundary layer on the upper surface of the fuselage of the automobile aircraft.

[0072] The practical application example of the embodiment of the present invention is as a means of transport for official business, which is particularly suitable for application scenarios such as police, emergency, patrol and anti-smuggling. Due to work needs, a powerful 200-kilowatt high-power engine is configured. 200 kilograms of No. 95 regular gasoline are loaded. The extended-range oil-electric hybrid mode is implemented. When performing tasks in the city, the internal combustion engine does not work, and the pure electric mode is adopted. The power comes from the spare 100-kilometer battery (about 40 kilograms). When the extended-range mode is implemented, the internal combustion engine works to charge the above-mentioned spare 100-kilometer battery.

[0073] The design parameters of the official vehicle are as follows:

[0074] Flight performance: Flight altitude, close to the ground to 3000 meters.

[0075] Speed: Choose according to your needs. Usually 155 km / h (maximum speed exceeds 500 km)

[0076] The climb rate is greater than 20 m / s;

[0077] Maximum range (corresponding to a speed of 155 km / h): 1564 km;

[0078] Maximum flight time: 10 hours;

[0079] Emergency life-saving equipment: a pair of long-wingspan free rotors. Usually hidden on both sides of the wing-shaped body, one blade on each side, each blade has a movable connecting rod mechanism in the middle, and a support shaft in the center of the body, which is connected to the two blades through a magnetic bearing. The free rotor does not need to be associated with the power system. In an emergency, the artificial intelligence control system will automatically activate. This free rotor rotates at high speed against the wind, has a high lift effect, and a good life-saving effect.

[0080] Figure 5 In the figure, curve 1 and curve 3 are the lift coefficient slope data measured by wind tunnel tests without and with ZWTA installed, respectively.

[0081] Curve 2 is the lift coefficient slope data calculated based on the theoretical formula after the installation of ZWTA, when the wingspan doubles: that is, A´=0.72A.

[0082] Curve 4 is the lift coefficient slope data of the two-dimensional wing section (supercritical type).

[0083] The ground-to-air amphibious automobile-aircraft of the present embodiment eliminates the conventional long-span wings for generating lift, and utilizes wingtip trapped vortex generators and main thrust propellers for active lift increase; a leading edge slat for increasing lift and reducing drag is arranged at the front of the vehicle body, thereby realizing the increase in lift and reduction in drag of the ultra-short aspect ratio wing; and the ground-to-air amphibious automobile-aircraft of the present embodiment has both vertical take-off and landing functions and short-distance rolling take-off modes, thereby efficiently improving the lift-to-drag ratio and the flight efficiency, so that the automobile-aircraft can fly faster and farther, and can carry more people, thereby effectively solving the problem of traffic congestion.

[0084] The embodiment of the present invention further provides a computer device, Figure 6 is a schematic diagram of the structure of a computer device provided by an embodiment of the present invention; see the accompanying drawings Figure 6 As shown, the computer device includes: an input device 23, an output device 24, a memory 22 and a processor 21; the memory 22 is used to store one or more programs; when the one or more programs are executed by the one or more processors 21, the one or more processors 21 implement the efficiency improvement method of the automobile aircraft with vertical take-off and landing function provided by the above embodiment; wherein the input device 23, the output device 24, the memory 22 and the processor 21 can be connected by a bus or other means, Figure 6 The example of connecting through bus is taken in the following.

[0085] The memory 22 is a readable and writable storage medium of a computing device, and can be used to store software programs and computer executable programs, such as program instructions corresponding to the efficiency improvement method of the automobile aircraft with vertical take-off and landing function described in the embodiment of the present invention; the memory 22 can mainly include a program storage area and a data storage area, wherein the program storage area can store an operating system and at least one application required for a function; the data storage area can store data created according to the use of the device, etc.; in addition, the memory 22 can include a high-speed random access memory, and can also include a non-volatile memory, such as at least one disk storage device, a flash memory device, or other non-volatile solid-state storage device; in some instances, the memory 22 can further include a memory remotely arranged relative to the processor 21, and these remote memories can be connected to the device via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0086] The input device 23 may be used to receive input digital or character information, and to generate key signal input related to user settings and function control of the device; the output device 24 may include a display device such as a display screen.

[0087] The processor 21 executes various functional applications and data processing of the device by running the software programs, instructions and modules stored in the memory 22, that is, realizes the above-mentioned method for improving the efficiency of the automobile aircraft with vertical take-off and landing function.

[0088] The computer device provided above can be used to execute the efficiency improvement method of the automobile aircraft with vertical take-off and landing function provided in the above embodiment, and has corresponding functions and beneficial effects.

[0089] The embodiment of the present invention also provides a storage medium containing computer executable instructions, which are used to perform the efficiency improvement method of the automobile aircraft with vertical take-off and landing function provided by the above embodiment when executed by a computer processor. The storage medium is any of various types of memory devices or storage devices, and the storage medium includes: installation media, such as CD-ROM, floppy disk or tape device; computer system memory or random access memory, such as DRAM, DDRRAM, SRAM, EDORAM, Rambus RAM, etc.; non-volatile memory, such as flash memory, magnetic media (such as hard disk or optical storage); registers or other similar types of memory components, etc.; the storage medium may also include other types of memory or combinations thereof; in addition, the storage medium may be located in the first computer system in which the program is executed, or may be located in a different second computer system, the second computer system is connected to the first computer system via a network (such as the Internet); the second computer system may provide program instructions to the first computer for execution. The storage medium includes two or more storage media that can reside in different locations (for example, in different computer systems connected via a network). The storage medium can store program instructions (for example, specifically implemented as a computer program) that can be executed by one or more processors.

[0090] Of course, the storage medium containing computer executable instructions provided in an embodiment of the present invention is not limited to the method for improving the efficiency of a car aircraft with a vertical take-off and landing function as described in the above embodiment, and the computer executable instructions can also execute the relevant operations in the method for improving the efficiency of a car aircraft with a vertical take-off and landing function provided in any embodiment of the present invention.

[0091] So far, the technical solutions of the present invention have been described in conjunction with the preferred embodiments shown in the accompanying drawings. However, it is easy for those skilled in the art to understand that the protection scope of the present invention is obviously not limited to these specific embodiments. Without departing from the principle of the present invention, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will fall within the protection scope of the present invention.

[0092] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A car aircraft with vertical take-off and landing function, characterized in that: include: An airfoil body, two main propulsion propellers, and two wingtip trapped vortex generators; the two main propulsion propellers and the two wingtip trapped vortex generators are symmetrically arranged on both sides of the airfoil body with the longitudinal center line of the airfoil body as the symmetry axis; the main propulsion propeller is a tilt propeller; two 200kW turbofan engines are installed at the front of the airfoil body to drive the main propulsion propellers on the left and right sides to rotate; the propeller vortex generated by the rotation of the main propulsion propeller has the same rotation direction as the vortex of the wingtip trapped vortex generator and the opposite rotation direction of the wingtip vortex, forming an active anti-wingtip vortex generator; A leading edge slat is provided at the front end of the wing-shaped body, the wing of the leading edge slat is connected to the wing of the wing-shaped body, the leading edge slat forms a gap and an angle of attack with the front end of the wing-shaped body by movement, and the size and position of the gap change with the flight state; The tail of the airfoil body is provided with a thrust vector control system, and the thrust vector control system comprises: two thrust vector propellers symmetrically arranged on both sides of the tail of the airfoil body with the lengthwise center line of the airfoil body as the symmetry axis; A pair of retractable auxiliary wings are symmetrically arranged on both sides of the middle part of the aerofoil body with the longitudinal center line of the aerofoil body as the symmetry axis, and the leading and trailing edges of the auxiliary wings are opposite to the aerofoil of the body to reduce induced drag; The tail of the aerofoil body is symmetrically provided with two vertical stabilizers with the lengthwise center line of the aerofoil body as the symmetry axis, a horizontal stabilizer is symmetrically provided above the two vertical stabilizers, and the two thrust vector propellers are symmetrically provided on the horizontal stabilizer or extend out of the body; On the upper wing surface near the rear 75% aerodynamic chord of the aerofoil body, a row of jet holes are distributed along the span direction, and the jet holes blow air tangentially along the upper wing surface toward the rear; A parachute bag is installed in the middle of the compartment of the automobile plane, or an X-shaped rotating wing is installed on the top of the compartment of the automobile plane, and the rotating shaft of the rotating wing is located near the center of gravity of the entire automobile plane.

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