An ultra-low altitude flying device and an ultra-low altitude flying method thereof

Abstract

The present application relates to a kind of ultra-low altitude flying device and its ultra-low altitude flying method.Ultra-low altitude flying device includes cabin and control device;Cabin two sides are symmetrically provided with lifting duct fan array, and the rear of cabin is provided with front row duct fan combination;Control device is connected to lifting duct fan array and front row duct fan combination respectively, for controlling lifting duct fan array to ground perpendicular to ground / water surface downward air flow to make cabin float 0.3-0.6 meters, and control front row duct fan combination to send air flow backward parallel to ground / water surface and drive cabin to advance at less than 5 m / s speed.Ultra-low altitude flying device utilizes motion system decomposition means, and the motion force required for flight is decomposed into vertical to ground / water surface direction lifting force and parallel to ground / water surface direction traction / braking force, and is realized by independent system respectively, can guarantee ultra-low safety risk, improve the energy utilization efficiency of power system, and it is simple and easy to use and thus economic and efficient.

Description

Technical Field

[0001] The present invention relates to the technical field of ultra-low altitude flight, and in particular to an ultra-low altitude flight device and an ultra-low altitude flight method thereof. Background Art

[0002] In the field of aviation, people have long been accustomed to free movement in the air at high altitudes and high speeds. As a result, humans have been able to soar to ever-higher altitudes, fly at ever-increasing speeds, and perform a variety of agile maneuvers. However, a constant concern, especially for manned flight, is safety. Therefore, how to vigorously expand flight application scenarios while ensuring flight safety has become a prominent issue facing people.

[0003] The current industry approach is to employ various technical means to increase flight safety in response to increasing flight safety risks, which in turn leads to high flight costs. The human dream of flight still requires tremendous courage to realize.

[0004] Even for the emerging flying car market, which operates at altitudes of hundreds of meters, accidents at these altitudes are still high enough to cause life-threatening accidents. The pursuit of high speeds exacerbates this risk. Furthermore, current flying car concepts often incorporate deformable configurations, such as telescopic and foldable devices, as well as various speed-changing mechanisms. This not only increases deadweight, significantly hindering efficient operation, but also complicates the structure, reducing reliability and increasing the probability of in-flight failures leading to loss of life and property.

[0005] In reality, there are many application scenarios that do not require high-speed and high-altitude operation, such as flying facilities in entertainment venues.

[0006] In summary, the high-altitude and high-speed thinking that is popular in current flight practice not only has the dilemma of high safety risks, but also cannot cover all scenarios of flight practice. It is necessary to correct and supplement it. Summary of the Invention

[0007] In view of the problems existing in the prior art, the purpose of the present invention is to provide an ultra-low altitude flying device and an ultra-low altitude flying method thereof, which have a simple structure, high energy utilization rate and improved flight safety.

[0008] In order to achieve the above object, the present invention adopts the following technical solutions:

[0009] An ultra-low altitude flying device, comprising a cabin and a control device;

[0010] A symmetrical array of lifting ducted fans is installed on both sides of the cabin. The lifting ducted fans on the same side of the array rotate in the same direction and in the opposite direction to the lifting ducted fans on the other side. When rotating, each fan in the fan array on one side generates an equal lifting force and an equal and opposite angular momentum with the corresponding fans in the fan array on the other side when rotating at the same speed. A forward ducted fan assembly is installed at the rear of the cabin.

[0011] The control device is respectively connected to the lifting ducted fan array and the forward ducted fan combination, and is used to control the lifting ducted fan array to blow air vertically downward to the ground so that the cabin is lifted 0.3-0.6 meters, and to control the forward ducted fan combination to blow air horizontally backward to drive the cabin forward at a speed of less than 5 meters per second.

[0012] Furthermore, the output power of the lift ducted fan and the forward ducted fan can be adjusted.

[0013] Furthermore, the lifting ducted fan and the forward ducted fan both include a duct and a circular straight air duct of the same size connected to the duct or a conical air duct whose axial cross-sectional area gradually shrinks.

[0014] Furthermore, the lifting ducted fan array on each side of the cabin includes at least three lifting ducted fans, and the at least three lifting ducted fans are arranged on the side of the cabin in sequence along the length direction of the cabin and perpendicular to the ground / water surface.

[0015] Furthermore, a sled-type landing bracket is provided under the cabin. When the sled-type landing bracket lands, it lifts the ducted fan to a certain height off the ground.

[0016] Furthermore, the forward ducted fan combination includes two first forward ducted fans below and one second forward ducted fan above, which are arranged in an equilateral triangle. The inlet planes of the two first forward ducted fans are perpendicular to the upper plane of the cabin, and the plane where the axes of the two first forward ducted fans are located is a certain distance below the upper plane of the cabin, so that the pitching moment generated by the forward thrust is as small as possible; the two forward ducted fans rotate in opposite directions, thereby generating equal forward thrust and equal and opposite angular momentum when rotating at the same speed; the control device controls the two first forward ducted fans and the one second forward ducted fan to work individually or jointly.

[0017] An ultra-low altitude flight method comprises the following steps:

[0018] The ducted fan array is lifted to blow air vertically downward to lift the cabin 0.3-0.6 meters;

[0019] After the cabin is taken off, the forward ducted fan blows air horizontally backward to drive the cabin forward at a speed of less than 5 meters per second.

[0020] Furthermore, when the flight angle needs to be adjusted, the lifting duct fan arrays on both sides of the control cabin are controlled to output different powers so that the two sides of the cabin are subjected to different lifting forces.

[0021] Furthermore, when steering is required, different thrusts are generated by adjusting the two fans of the first forward ducted fan to rotate in opposite directions and at different speeds, thereby generating a net steering torque on the horizontal plane to drive the cabin to turn.

[0022] Furthermore, when deceleration or braking is required, the two first forward ducted fans are turned off, and the second forward ducted fan is controlled to reverse and blow airflow forward horizontally to generate braking force; when acceleration of flight is required, the two first forward ducted fans and the second forward ducted fan are turned on at the same time to blow airflow backward.

[0023] In general, the present invention has the following advantages:

[0024] The ultra-low-altitude flight device of the present invention utilizes a motion system decomposition method to decompose the kinetic force required for flight into a lifting force perpendicular to the ground / water surface and a traction / braking force parallel to the ground / water surface. These forces are each achieved by independent systems: the lifting force is primarily generated by downward airflow from symmetrically arranged lifting ducted fan arrays on either side of the cabin, while the traction force is generated by a combination of forward-facing ducted fans at the rear of the cabin, blowing air backward. This enables the ultra-low-altitude flight device to fly at an ultra-low altitude of approximately 0.5 meters and an ultra-low speed of less than 5 meters per second. This ultra-low speed not only ensures ultra-low safety risks during operation, but also negligible aerodynamic drag. Power expenditure is almost entirely used to lift the ultra-low-altitude flight device, which helps improve the energy efficiency of the power system. When transporting the same number of people or objects, the ultra-low-altitude flight device of the present invention not only minimizes safety risks, but also requires only the energy required to lift the people or objects in the air. In contrast, other high-speed transport equipment not only faces higher safety risks but also has to bear the additional work of aerodynamic friction drag caused by the people or objects traversing the air at high speeds.

[0025] Furthermore, when operating at ultra-low speeds, due to the decomposition of the motion system, the fan blades of the lifting ducted fan array responsible for generating the lifting force rotate with the incoming flow direction nearly perpendicular to the plane of rotation, and the incoming flow is nearly uniform, resulting in a spatially uniform and therefore temporally stable incoming flow state. The blade vibration phenomenon caused by the inherent periodic variable load of ordinary propellers and high-speed ducted fans due to the parallel rotation plane and incoming flow direction does not occur, which helps to ensure the stable, safe, efficient and comfortable operation of the lifting ducted fan array. The ultra-low altitude flight method achieved by this method has clear principles and significant effects. It has low safety risks, low energy consumption, low noise, is eco-friendly, widely applicable, simple and easy to implement, and is therefore economical and efficient. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 It is a structural schematic diagram of the ultra-low altitude flying device of the present invention.

[0027] Figure 2 Schematic diagram of the principle of adjusting the altitude of the ultra-low altitude flying device of the present invention.

[0028] In the picture:

[0029] 1- hatch; 2- lift ducted fan; 3- cabin; 4- forward ducted fan; 5- skid-type landing support. DETAILED DESCRIPTION

[0030] The present invention will be described in further detail below.

[0031] like Figure 1 As shown, an ultra-low-altitude flight device includes a cabin 3 and a control device. Arrays of ducted fans are symmetrically positioned on either side of the cabin 3. The use of these ducted fans significantly reduces the probability of flight safety accidents caused by fan failure. During operation, angular momentum balance is achieved simply by rotating the symmetrical fans in opposite directions at equal speeds. This eliminates the need for additional vertical tails to offset the rotation of the main horizontal rotors, as is the case with helicopters, significantly simplifying the structure.

[0032] A forward ducted fan assembly (4) is installed at the rear of the cabin (3). The output power of both the lift and forward ducted fans (2 and 4) is adjustable. Each fan comprises a duct and a circular straight fan tube connected to the duct, or a conical fan tube with an appropriately tapered axial cross-section. This increases lifting or traction.

[0033] The control device is connected to the lifting ducted fan array and the forward ducted fan 4 respectively, and is used to control the lifting ducted fan array to blow air vertically downward to the ground so that the cabin 3 is lifted 0.3-0.6 meters;

[0034] When the cabin 3 is 0.3-0.6 meters in the air, the forward ducted fan 4 is controlled to blow air horizontally backward to drive the cabin 3 forward at a speed lower than 5 meters per second, thereby achieving ultra-low altitude and ultra-low speed flight with extremely low safety risks.

[0035] This ultra-low-altitude flying device operates at an extremely low speed, approximately 0.5 meters above the ground or water surface, and is therefore considered an amphibious vessel. The extremely low safety risk of an amphibious vessel allows for a very simple structural design, eliminating the need for complex anti-collision structures and buffer systems, thereby significantly achieving the goal of lightweighting. This is crucial for aerial platforms, where a simple structure means high carrying efficiency and high device reliability.

[0036] A ski-type landing support 5 is provided under the cabin 3, which can eliminate the braking system of the wheeled landing gear and prevent the amphibious ship from rolling accidentally when parked on a slope with a certain slope.

[0037] When the amphibious ship lands on the ground via the skid-type landing support 5, the ducted fan 2 is lifted to a certain height above the ground, preferably 5 cm.

[0038] The front of the amphibious ship is equipped with a hatch 1 that can be opened from the center to the outside on both sides for people or goods to get on and off or load and unload.

[0039] There is an arc-shaped protruding baffle at the rear of the amphibious ship to prevent the clothes and hair of the crew members in the cabin 3 from being sucked into the ducted fan at the rear.

[0040] The amphibious craft's manned / stuffed frame, where it connects to the ducted fan, is constructed of stainless steel, while the remaining components are constructed of fiberglass, fiberglass, or carbon fiber, ensuring structural strength while maintaining minimal weight. This increases the craft's load capacity, facilitates operational control, and further improves energy efficiency per unit load.

[0041] When the ducted fan array on the side of cabin 3 is started, air is ejected from the outlet below the wind tube, creating a recoil effect on the ground and forming a lifting force on cabin 3. When the appropriate number of fans are started at an appropriate speed so that the wind tube ejects an appropriate amount of air, the lifting force begins to exceed the weight and load of cabin 3 itself, and cabin 3 begins to float from the ground. By synchronously and symmetrically increasing the number and speed of fans on both sides of cabin 3, cabin 3 can float to a higher altitude. The principle of selecting, quantifying, and rotating the side fans is to keep cabin 3 about 0.5 meters off the ground to ensure extremely low safety risks.

[0042] To improve reliability, the lifting ducted fan array on each side of the cabin 3 includes at least three lifting ducted fans 2. At least three lifting ducted fans 2 are arranged on the side of the cabin 3 perpendicular to the ground / water surface in sequence along the length direction of the cabin 3, which improves redundancy and greatly reduces the probability of failure of a certain lifting ducted fan 2 or even a safety accident. At the same time, it also reduces the power specification of a single lifting ducted fan 2, which is conducive to better adjusting the amphibious ship to operate at an appropriate height to adapt to the uneven ground / water surface.

[0043] The forward ducted fan 4 assembly includes two first forward ducted fans and one second forward ducted fan. The inlet planes of the two first forward ducted fans are perpendicular to the upper plane of the cabin 3. The plane where the axes of the two first forward ducted fans lie is a certain distance below the upper plane of the cabin, so that the pitching moment generated by the forward thrust is as small as possible. At the same time, they rotate in opposite directions, generating equal forward thrusts and equal and opposite angular momenta when rotating at constant speeds, thereby making the total angular momentum of the cabin 3 zero and avoiding unnecessary rotation of the cabin 3 in the vertical plane around its length. A second forward ducted fan is located above the two first forward ducted fans. The three forward ducted fans are arranged in an equilateral triangle. The control device controls the first and second forward ducted fans to operate individually or in combination.

[0044] When the cabin 3 is suspended to a suitable height, the two first forward ducted fans at the rear of the cabin 3 are started to eject air backwards toward the rear of the cabin 3, and the cabin 3 can then move forward slowly at a controlled speed. During normal operation, it is only necessary to turn on the two first forward ducted fans at the bottom and operate them at an appropriate speed to ensure that the maximum forward speed of the cabin 3 does not exceed 5 meters per second, so as to ensure extremely low safety risks. The second forward ducted fan above serves as a backup and booster (the speed of the amphibious ship can be higher than 5 meters per second when boosted) to fly over water bodies or abnormal areas as quickly as possible, reducing the probability of failure risks when flying over water bodies or abnormal areas. Incidentally, since the cabin 3 runs at an extremely low speed, most of the energy consumed is used to generate the energy for ejecting airflow when lifting the cabin 3, so it is also an extremely economical mode of transportation.

[0045] When turning is required, the two first forward ducted fans are adjusted to rotate in opposite directions and at different speeds to generate different thrusts, thereby generating a net torque on the horizontal plane, driving the cabin 3 to turn. When deceleration or braking is required, the two first forward ducted fans are turned off, and the second forward ducted fan is controlled to reverse and blow air horizontally forward to generate braking force. When accelerating flight, the two first and second forward ducted fans are turned on simultaneously to blow air backward.

[0046] Preferably, all ducted fans used in the amphibious ship have consistent geometric dimensions, which enhances the interchangeability of parts and is beneficial to the operation and maintenance of the amphibious ship.

[0047] An ultra-low altitude flight method comprises the following steps:

[0048] The ducted fan array is lifted to blow air vertically downward to the ground so that the cabin 3 is lifted 0.3-0.6 meters;

[0049] After the cabin 3 is lifted 0.3-0.6 meters, the forward ducted fan 4 blows air horizontally backward to drive the cabin 3 forward at a speed lower than 5 meters per second.

[0050] When the flight angle needs to be adjusted, the lifting duct fan arrays on both sides of the control cabin 3 output different powers so that the two sides of the cabin 3 are subjected to different lifting forces, which can make the left and right sides of the cabin 3 slightly tilted.

[0051] When turning is required, the two first forward ducted fans are adjusted to rotate in opposite directions and at different speeds to generate different thrusts, thereby generating a net steering torque in the horizontal plane, driving the cabin 3 to turn. When deceleration or braking is required, the two first forward ducted fans are shut down, and the second forward ducted fan is controlled to reverse and blow air horizontally forward, generating braking force. When accelerating, both the first and second forward ducted fans are turned on simultaneously to blow air backward.

[0052] Description of the mechanism for adjusting and maintaining the altitude of the amphibious ship:

[0053] like Figure 2 As shown, a ducted fan 2 is blowing air toward the ground. When the pressure difference ΔP between the lower and upper surfaces of the ducted fan blowing air vertically downward from the ground is sufficient to support the weight and load of the amphibious ship, that is, when the following conditions are met, we can deduce the relationship between the height of the ducted fan 2 outlet from the ground and the size of the ducted fan 2. These conditions are:

[0054]

[0055] In the above relationship, N is the total number of fans supported; R0 is the fan radius; ΔP is the fan static pressure; G _boat is the empty weight of the ship; G _load is the load of the ship.

[0056] As for the lifting ducted fan 2,

[0057]

[0058] In this relationship, ρ is the air density; g is the acceleration due to gravity; H max is the maximum static pressure head of the fan; Q is the fan volume flow rate; Q opt is the fan volume flow rate corresponding to the fan's maximum static pressure head.

[0059] make

[0060]

[0061] In the above formula, ΔP _sherold It is the minimum fan static pressure that can lift the empty weight and load of the aircraft.

[0062] The following can be obtained:

[0063]

[0064] When this flow condition is met,

[0065] Let the flow be Q, then according to the law of conservation of flow, we have the following relationship:

[0066]

[0067] Where V _tail ,V _exit The two are the fan rotor outlet velocity and the airflow velocity at the cylindrical escape surface between the fan outlet and the ground / water surface. h is the height of the cylindrical escape surface, which is the height between the fan outlet plane and the ground / water surface.

[0068] therefore:

[0069]

[0070] Also consider the Bernoulli equation:

[0071]

[0072] In the above formula, P loss They are the average static pressure on the circular plane of the fan rotor outlet, the average static pressure on the cylindrical escape surface, and the pressure loss during the airflow turning from the fan axial to the radial direction.

[0073] The upper end of the outlet and the incoming flow are at the same position, so their pressures are the same, and the relationship is as follows:

[0074]

[0075] The lower end of the outlet is a solid wall, and its pressure is the impact stagnation pressure of the incoming flow.

[0076]

[0077] Assuming that the outlet pressure is linearly distributed along the height, the average pressure at the outlet is as follows:

[0078]

[0079] Substituting into the Bernoulli equation, we get the following equation:

[0080]

[0081] Substituting back to the relationship between the fan duct outlet and the ground height:

[0082]

[0083] As described above, the function of the lower air duct of the lifting ducted fan 2 of the present invention is to pull the outlet of the lifting ducted fan 2 lower and closer to the ground. The relationship of the height of the outlet of the air duct of the lifting ducted fan 2 from the ground derived here still holds true.

[0084] From the above relationship, it can be seen that the height of the ducted fan 2 outlet from the ground must be significantly greater than 0.7 times the radius R0 of the ducted fan 2. The specific degree to which the height is higher than 0.7 times the radius R0 of the ducted fan 2 is directly related to the ratio of the flow loss of the duct airflow hitting the ground and the outlet kinetic energy, which depends on the acceleration / deceleration of the duct airflow and the intensity of the turning caused by the fan rotation. When the duct airflow speed is increased, the ratio of the aforementioned flow loss and outlet kinetic energy will increase accordingly and gradually reach a stable value. For the present invention, taking the radius R0 of the ducted fan 2 between 30 and 50 centimeters can ensure that the amphibious flying craft of the present invention can operate at a take-off height of about 50 centimeters.

[0085] From the above, we can see that the present invention realizes people's dream of safe and reliable flight by using the simplest device. At the same time, the present invention is also broad-spectrum, practical, economical and efficient.

[0086] Application Examples

[0087] Application Example 1: Sports and entertainment equipment suitable for all ages in urban parks. It allows people to fully experience the thrill of flying. Especially, they can enjoy the thrill of flying over water and over slopes, making it a new favorite among visitors to parks with water bodies and slopes.

[0088] Application Example 2: Inter-city and rural transportation without road restrictions. For plain and hilly areas, residents of suburban areas and mountain villages can use the safe and comfortable flying boat of the present invention for travel and work.

[0089] Application Example 3: A patrol tool for border guards. In this specific application scenario, the ultra-low speed and ultra-low altitude capabilities of the present invention not only enable border guards to gain a detailed understanding of the dynamic changes in the area near their patrol routes, but also, because the present invention does not touch the ground during flight, it can protect soldiers from being harmed by secretly planted enemy mines.

[0090] Application Example 4: Some areas may face flood disasters caused by heavy rains, endangering the lives of people and requiring their transfer and evacuation. The amphibious vessel of the present invention can provide a safe, reliable, efficient and low-cost transfer and evacuation equipment.

[0091] In general, the present invention has the following advantages: the amphibious ship of the present invention flies at an extremely low altitude above the ground, has the ability to cross the water, and also has the ability to operate smoothly on vast fields and hillsides with a certain slope, so it is an amphibious ship that takes into account the surface, water and air.

[0092] It first utilizes sophisticated ducted fan technology, selecting the appropriate model and quantity, and employing recoil lift to keep the amphibious craft suspended at a limited height of approximately 0.5 meters above the ground. Simultaneously, jet propulsion allows the craft to slowly advance, maintaining a speed of no more than 5 meters per second. This ensures extremely low risk for the craft, thus opening up a new, safe, and reliable path in the low-altitude economy.

[0093] The above embodiments are preferred implementation modes of the present invention, but the implementation modes of the present invention are not limited to the above embodiments. Any other changes, modifications, substitutions, combinations, and simplifications that do not deviate from the spirit and principles of the present invention should be considered as equivalent replacement methods and are included in the scope of protection of the present invention.

Claims

1. An ultra-low altitude flying device, characterized in that: including cabin and control device; A symmetrical array of lifting ducted fans is installed on both sides of the cabin. The lifting ducted fans on the same side of the array rotate in the same direction and in the opposite direction to the lifting ducted fans on the other side. When the lifting ducted fan arrays on both sides rotate at the same speed, they generate angular momentum of equal magnitude and opposite direction. A forward ducted fan assembly is installed at the rear of the cabin. The control device is connected to the lifting ducted fan array and the forward ducted fan combination, and is used to control the lifting ducted fan array to blow air vertically downward to the ground so that the cabin is lifted 0.3-0.6 meters, and to control the forward ducted fan combination to blow air horizontally backward to drive the cabin forward at a speed of less than 5 meters per second; The forward ducted fan combination includes two first forward ducted fans at the bottom and one second forward ducted fan at the top arranged in an equilateral triangle. The inlet planes of the two first forward ducted fans are located on the same plane as the upper plane of the cabin. The two first forward ducted fans generate angular momenta of equal magnitude and opposite direction when rotating at the same speed. The control device controls the two first forward ducted fans and one second forward ducted fan to work individually or jointly.

2. The ultra-low altitude flying device according to claim 1, characterized in that: The output power of the lift ducted fan array and the forward ducted fan combination can be adjusted.

3. The ultra-low altitude flying device according to claim 1, characterized in that: The lifting ducted fan, the first forward ducted fan and the second forward ducted fan all include a duct and a circular straight air cylinder of the same size connected to the duct or a conical air cylinder whose axial cross-sectional area gradually shrinks.

4. The ultra-low altitude flying device according to claim 1, characterized in that: The lifting ducted fan array on each side of the cabin body includes at least three lifting ducted fans, and the at least three lifting ducted fans are arranged in sequence on the side of the cabin body along the axial direction of the cabin body.

5. The ultra-low altitude flying device according to claim 1, characterized in that: There is a sled-type landing support under the cabin. When the sled-type landing support lands, it lifts the ducted fan array to a certain height off the ground.

6. An ultra-low altitude flight method, characterized by: The ultra-low altitude flying device according to any one of claims 1 to 5 is used, comprising the following steps: The ducted fan array is lifted to blow air vertically downward to lift the cabin 0.3-0.6 meters; After the cabin is vacated, the forward ducted fan combination blows air horizontally backward to drive the cabin forward at a speed of less than 5 meters per second.

7. The ultra-low altitude flight method according to claim 6, characterized in that: When the flight angle needs to be adjusted, the lift duct fan arrays on both sides of the control cabin output different powers so that the two sides of the cabin are subjected to different lift forces.

8. The ultra-low altitude flight method according to claim 6, characterized in that: When steering is required, different thrusts are generated by adjusting the two fans of the first forward ducted fan to rotate in opposite directions and at different speeds, thereby generating a net torque on the horizontal plane to drive the cabin to turn.

9. The ultra-low altitude flight method according to claim 6, characterized in that: When deceleration or braking is required, the two first front ducted fans are turned off, and the second front ducted fan is controlled to reverse and blow air horizontally forward to generate braking force; when acceleration of flight is required, the two first front ducted fans and the second front ducted fan are turned on at the same time to blow air backward.

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