Power dispersion system and method for high-lift aircraft

Abstract

The invention discloses a power dispersing system and method for a high-lift aircraft, and relates to the technical field of aircrafts, the power dispersing system comprises an aircraft body and a propeller power system, the aircraft body is provided with an aircraft head part, an aircraft body part and an aircraft tail part; the propeller power system comprises a machine head part propeller assembly and a machine tail part propeller assembly, the machine head part propeller assembly is vertically arranged on the windward side of the machine head part, and the machine tail part propeller assembly is located above the machine tail part and is parallel to the machine head part propeller assembly; the airflows are actively accelerated through the aircraft head part propeller assembly and the aircraft tail part propeller assembly to generate lift force; the aircraft head part and the aircraft tail part are respectively provided with the aircraft head part propeller assembly and the aircraft tail part propeller assembly, so that the adjustment of each power point of the dispersed power system is realized, the adjustment control of the overall lift-drag ratio of the aircraft is realized, and the front-back and left-right gravity center difference of the aircraft is balanced.

Description

Technical Field

[0001] The present application relates to the technical field of flight equipment, and in particular to a distributed power system and method for a high-lift aircraft. Background Art

[0002] A propeller plane refers to an aircraft that converts the power of the engine into propulsion through the propeller. The propellers of existing propeller planes are generally installed on the nose, top or wing of the aircraft, and cooperate with the engine to achieve pull-in or push-in power support. However, the power system of current propeller planes is relatively centralized and generally has a single power output. Once the power system is damaged, the aircraft cannot take off or be used. If the power system encounters a failure during the flight, an irreparable disaster will occur. At present, there is no structural design that can disperse the power system. In addition, existing aircraft cannot actively accelerate the airflow to generate lift through propellers. In view of this, the present application provides a high-lift aircraft dispersed power system to address the defects of the above-mentioned prior art. Summary of the invention

[0003] In order to solve the above problems, the present application provides a high-lift aircraft distributed power system and method, by respectively arranging a nose propeller assembly and a tail propeller assembly at the nose and tail of the aircraft, the adjustment of each power point of the distributed power system is realized, the overall lift-to-drag ratio of the aircraft is adjusted and the difference in the center of gravity of the aircraft is balanced. The technical solution is as follows:

[0004] A first aspect of the present application provides a distributed power system for a high-lift aircraft, comprising an airframe and a propeller power system, wherein the airframe has a nose portion, a fuselage portion and a tail portion; the propeller power system comprises a nose propeller assembly and a tail propeller assembly, wherein the nose propeller assembly is vertically arranged on the windward surface of the nose portion, and the tail propeller assembly is located above the tail portion and parallel to the nose propeller assembly, wherein the nose propeller assembly and the tail propeller assembly are used to actively accelerate the airflow to generate lift.

[0005] For example, in the distributed power system of the high-lift aircraft provided in one embodiment, the nose propeller assembly includes a first nose propeller and a second nose propeller symmetrically distributed about the normal center axis of the fuselage, and the tail propeller assembly includes a first tail propeller and a second tail propeller symmetrically distributed about the normal center axis of the fuselage, the first nose propeller, the second nose propeller, the first tail propeller and the second tail propeller are independent of each other, and the lift-to-drag ratio and the center of gravity of the fuselage are adjusted by adjusting the power configuration of the first nose propeller, the second nose propeller, the first tail propeller and the second tail propeller.

[0006] For example, in the distributed power system of the high-lift aircraft provided in one embodiment, the nose propeller assembly includes a nose propeller vertically arranged at the center of the windward surface of the nose, and the tail propeller assembly includes a first tail propeller and a second tail propeller symmetrically distributed about the normal central axis of the fuselage, and the nose propeller, the first tail propeller and the second tail propeller are independent of each other, and the lift-to-drag ratio and the center of gravity of the fuselage are adjusted by adjusting the power configuration of the nose propeller, the first tail propeller and the second tail propeller.

[0007] For example, in the distributed power system of a high-lift aircraft provided in one embodiment, skirt assemblies are symmetrically provided on the surfaces of both sides of the fuselage, and the skirt assemblies include a head skirt close to the nose and a tail skirt close to the tail, and the lift of the nose and the tail are adjusted respectively by the head skirt and the tail skirt.

[0008] For example, in the distributed power system of a high-lift aircraft provided in one embodiment, the nose portion includes a diverter rib and an inwardly concave guide panel symmetrically distributed with the diverter rib as an axis, the fuselage portion is connected to the outer edge of the guide panel, the first skirt wing is arranged on the outer edge line of the guide panel, and by opening the first skirt wing, a high-pressure gas cavity is formed between the first skirt wing and the guide panel to form a high lift at the nose portion; a second skirt wing that can be opened and closed is provided at the outer edge of the tail portion, and by opening the second skirt wing, a high-pressure gas cavity is formed between the second skirt wing and the outer surface of the fuselage portion to form a high lift at the fuselage portion.

[0009] For example, in the distributed power system of the high-lift aircraft provided in one embodiment, the head skirt and the tail skirt are arc-shaped wings, and both ends are connected between the top plate and the bottom plate of the fuselage, and a notch is provided at the connection between the head skirt and the tail skirt and the bottom plate of the fuselage, and the notch forms an airflow outlet.

[0010] The second aspect of the present application provides a method for using the above-mentioned high-lift aircraft distributed power system. The method for adjusting the lift-to-drag ratio of the aircraft body using the high-lift aircraft distributed power system is as follows: when the aircraft body takes off or lands, the configured power of the propeller assembly at the nose of the aircraft is increased to obtain a large lift; when the aircraft body is flying at a high altitude, the configured power of the propeller assembly at the head is reduced, and the configured power of the propeller assembly at the tail of the aircraft is increased to improve the flight power.

[0011] For example, in the method of the distributed power system of a high-lift aircraft provided in one embodiment, the method of adjusting the center of gravity of the fuselage using the distributed power system of the high-lift aircraft is as follows: when the front and rear loads of the fuselage are different, adjusting the configuration power of the head propeller assembly and the tail propeller assembly to change the lift ratio between the head and the tail, and adjusting the balance of the center of gravity in the front and rear directions of the fuselage; when the left and right loads of the fuselage are different, adjusting the configuration power of the first and second tail propellers of the tail propeller assembly to adjust the balance of the center of gravity in the left and right directions of the fuselage.

[0012] For example, in the method of the high-lift aircraft distributed power system provided in one embodiment, the method of adjusting the center of gravity of the fuselage using the high-lift aircraft distributed power system is as follows: when the front and rear loads of the fuselage are different, the opening and closing of the head skirt and the tail skirt are adjusted to change the lift of the nose and the tail of the fuselage and adjust the balance of the center of gravity in the front and rear directions of the fuselage; when the left and right loads of the fuselage are different, the opening and closing of the head skirt on the left side of the fuselage and the head skirt on the right side of the fuselage, or the tail skirt on the left side of the fuselage and the tail skirt on the right side of the fuselage are adjusted to adjust the balance of the center of gravity in the left and right directions of the fuselage.

[0013] The beneficial effects brought about by a distributed power system and method for a high-lift aircraft provided in some embodiments of the present application are as follows: the present application respectively arranges a nose propeller assembly and a tail propeller assembly at the nose and the tail, and uses front and rear propellers to actively accelerate the airflow to form a huge lift, thereby making up for the deficiency that existing aircraft cannot generate lift by actively accelerating the airflow through propellers; by adjusting each power point of the distributed power system, not only can the aircraft be provided with forward momentum, but also the center of gravity balance and flight attitude of the aircraft can be adjusted at the same time, and if any one of the power components is damaged, the entire aircraft still has strong power and controllability, thereby ensuring the safety and reliability of the aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] In order to more clearly illustrate the embodiments of this specification or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0015] Figure 1 A schematic diagram of the structure of a high-lift aircraft distributed power system provided in one embodiment of the present application;

[0016] Figure 2 A schematic diagram of the structure of a distributed power system for a high-lift aircraft provided in another embodiment of the present application;

[0017] Figure 3 This is a schematic diagram of the structure of the skirt in the open state;

[0018] Figure 4 It is a schematic diagram of the structure of the skirt in the closed state. DETAILED DESCRIPTION

[0019] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0020] Unless otherwise defined, the technical terms or scientific terms used in the present disclosure should be understood by people with ordinary skills in the field to which the present disclosure belongs. The "first", "second" and similar words used in the present disclosure do not indicate any order, quantity or importance, but are only used to distinguish different components. "Include" or "comprise" and similar words mean that the elements or objects appearing before the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0021] The present application provides a distributed power system for a high-lift aircraft, such as Figure 1-2 As shown, it includes a fuselage 100 and a propeller power system 200, the fuselage 100 has a nose 110, a fuselage 120 and a tail 130; the propeller power system 200 includes a nose propeller assembly 210 and a tail propeller assembly 220, the nose propeller assembly 210 is vertically arranged on the windward surface of the nose 110, the tail propeller assembly 220 is located above the tail 130 and parallel to the nose propeller assembly 210, and the nose propeller assembly 210 and the tail propeller assembly 220 are used to actively accelerate the airflow to generate lift.

[0022] The high-lift aircraft distributed power system of the present application respectively arranges a nose propeller assembly 210 and a tail propeller assembly 220 at the nose 110 and the tail 130, and uses the front and rear propellers to actively accelerate the airflow, and then forms a huge lift, thereby making up for the deficiency of existing aircraft that cannot generate lift by actively accelerating the airflow through the propellers; by adjusting the various power points of the distributed power system, not only can the forward motion of the aircraft be provided, but also the balance and flight attitude of the aircraft can be adjusted at the same time, and even if any one of the power components is damaged, the entire aircraft still has strong power and controllability, thereby ensuring the safety and reliability of the aircraft.

[0023] The tail propeller assembly 220 is in close contact with the upper surface of the tail 130 of the aircraft, which can reduce the pressure on the upper surface of the tail 130 to the minimum, thereby maximizing the lift of the tail 130.

[0024] For example, in the distributed power system of the large lift aircraft provided in one embodiment, Figure 1 As shown, the nose propeller assembly 210 includes a nose first propeller 211 and a nose second propeller 212 symmetrically distributed along the normal central axis of the fuselage 100, and the tail propeller assembly 220 includes a tail first propeller 221 and a tail second propeller 222 symmetrically distributed along the normal central axis of the fuselage 100, the nose first propeller 211, the nose second propeller 212, the tail first propeller 221 and the tail second propeller 222 are independent of each other, and the lift-to-drag ratio and the center of gravity of the fuselage 100 are adjusted by adjusting the power configuration of the nose first propeller 211, the nose second propeller 212, the tail first propeller 221 and the tail second propeller 222.

[0025] Among them, the first sub-propeller 211 at the nose and the second sub-propeller 212 at the nose adopt symmetrical balanced rotation, that is, the rotation directions of the two are opposite, thereby offsetting the torque of the two propellers, so that the torque force of the propellers is balanced; the first sub-propeller 221 at the tail and the second sub-propeller 222 at the tail adopt symmetrical balanced rotation, that is, the rotation directions of the two are opposite, thereby offsetting the torque of the two propellers, so that the torque force of the propellers is balanced.

[0026] For example, in the distributed power system of the large lift aircraft provided in one embodiment, Figure 2As shown, the nose propeller assembly 210 includes a nose propeller 213 vertically arranged at the center of the windward surface of the nose, and the tail propeller assembly 220 includes a first tail propeller 221 and a second tail propeller 222 symmetrically distributed with respect to the normal central axis of the fuselage. The nose propeller 213, the first tail propeller 221 and the second tail propeller 222 are independent of each other. By adjusting the power configuration of the nose propeller 213, the first tail propeller 221 and the second tail propeller 222, the lift-to-drag ratio and the center of gravity of the fuselage 100 can be adjusted.

[0027] The high-lift aircraft distributed power system of the present application, the propeller power system 200 plays the role of adjusting lift, drag and power. By configuring the power of the nose propeller assembly 210 and the tail propeller assembly 220, the lift, drag and power at different flight speeds can be adjusted.

[0028] Specifically, when the nose propeller assembly 210 is rotating, the entire fuselage 120 is in the airflow of the propeller of the nose propeller assembly 210. The airflow speed passing through the fuselage 120 is the speed of the flight speed airflow relative to the speed of the aircraft plus the speed of the propeller accelerated airflow. For example, if the flight speed is 20m / s and the speed of the propeller accelerated airflow is 40m / s, then the airflow passing through the fuselage is equivalent to 60m / s, and the lift and drag generated by the air on the fuselage are equivalent to the lift and drag generated by flying at a speed of 216 kilometers per hour. Therefore, when the nose propeller assembly 210 is rotating, it provides huge power while also increasing the lift of the head and tail of the aircraft.

[0029] When the tail propeller assembly 220 rotates, the fuselage 120 is not in the accelerated airflow of the propeller of the tail propeller assembly 220, but when the tail propeller approaches the upper surface of the aircraft tail 130, the air pressure on the upper surface of the aircraft tail 130 is reduced, and the lift provided by the upper surface of the tail 130 is increased. Therefore, when the tail propeller assembly 220 rotates, it not only provides power, but also increases the lift on the upper surface of the aircraft tail 130.

[0030] When the total power output of the propeller power system 200 is constant, that is, the sum of the power of the nose propeller assembly 210 and the tail propeller assembly 220 is fixed, the nose propeller assembly 210 is allocated more power, and the entire fuselage 120 is in the slipstream of the airflow. The airflow speed of the fuselage is the flight speed + the speed of the propeller accelerated airflow. At this time, the lift generated is large, but the resistance is also large; when the power of the tail propeller assembly 220 is allocated more, the airflow speed of the entire fuselage is close to the flight speed, and the resistance of the entire fuselage is relatively small.

[0031] If there is only the nose propeller assembly 210 and the total power is constant, the flight speed can only reach 150 kilometers per hour, for example. However, if there are both the nose propeller assembly 210 and the tail propeller assembly 220, if the same total power is allocated to the tail propeller assembly 220, the flight speed can reach 200 kilometers per hour. Therefore, by setting the nose propeller assembly 210 and the tail propeller assembly 220, the flight speed can be increased under the same power setting conditions.

[0032] The present application can also achieve turning by controlling the power configuration of the first propeller 211 at the nose, the second propeller 212 at the nose, the first propeller 221 at the tail, and the second propeller 222 at the tail.

[0033] For example, in the distributed power system of the large lift aircraft provided in one embodiment, Figure 1-2 As shown, skirt assemblies 300 are symmetrically provided on both side surfaces of the fuselage portion 120, and the skirt assemblies 300 include a head skirt 310 close to the nose portion 110 and a tail skirt 320 close to the tail portion 130. The lift of the nose portion 110 and the tail portion 130 are adjusted respectively by the head skirt 310 and the tail skirt 320.

[0034] For example, in the lift regulation system of the fuselage of a large lift aircraft provided in one embodiment, as Figure 1-2 As shown, the nose portion 110 includes a diverter rib 111 and an inwardly concave guide panel 112 symmetrically distributed with the diverter rib 111 as an axis, the fuselage portion 120 is connected to the outer edge of the guide panel 112, the head skirt 310 is arranged on the outer edge line of the guide panel 112, and by opening the head skirt 310, a high-pressure gas cavity is formed between the head skirt 310 and the guide panel 112, so as to form a large lift at the nose portion 110; an openable and closable tail skirt 320 is provided at the outer edge of the tail portion 130, and by opening the tail skirt 320, a high-pressure gas cavity is formed between the tail skirt 320 and the outer surface of the fuselage portion 120, so as to form a large lift at the fuselage portion 120.

[0035] The high-lift aircraft fuselage lift regulation system of the present application is implemented by setting a diverter rib 111 at the center of the nose 110 and symmetrically setting concave guide panels 112 on both sides of the diverter rib 111, so that high-pressure gas cavities are formed on both sides of the nose 110 to provide lift. When taking off or landing, the skirt can be extended to provide maximum lift for the aircraft, ensuring that the aircraft has sufficient lift at low speeds for safe takeoff and landing.

[0036] For example, in the distributed power system of the large lift aircraft provided in one embodiment, Figure 1-2 As shown, the head skirt 310 and the tail skirt 320 are arc-shaped wings, and both ends are connected between the top plate and the bottom plate of the body 100. A notch 330 is provided at the connection between the head skirt 310 and the tail skirt 320 and the bottom plate of the body 100, and the notch 330 forms an airflow outlet.

[0037] The length of the tail skirt 320 can be set according to actual needs. The longer the length of the tail skirt 320 is, the greater the lift generated when the tail skirt 320 is opened, and the greater the drag generated. The length of the tail skirt 320 can be set according to the actual lift-to-drag ratio required.

[0038] Figure 1-2 An embodiment is provided in which the length of the tail skirt 320 is less than the length of the outer edge of the tail 130;

[0039] Figure 3-4 An embodiment is given in which the length of the tail skirt 320 is equal to the length of the outer edge of the tail portion 130. When the length of the tail skirt 320 is less than the length of the outer edge of the tail portion 130, an airflow outlet is formed between the tail skirt 320 and the bottom plate of the fuselage portion 120, thereby reducing the resistance generated when the tail skirt 320 is opened.

[0040] According to the above embodiment, by symmetrically arranging the skirt assemblies 300 on the two side surfaces of the fuselage 120, and the four skirts are independent of each other, by adjusting the head skirt 310 on the left and right sides of the nose 110 and the tail skirt 320 on the left and right sides of the tail, the flow direction of the airflow in various parts of the aircraft fuselage is controlled, thereby accurately controlling the lift generated by each part and realizing balanced adjustment of the fuselage system.

[0041] The method of using the high-lift aircraft distributed power system of the present application is as follows: when the nose propeller assembly 210 is working, the entire fuselage is in the airflow of the nose propeller assembly 210 propeller, and during flight, the airflow passing through the fuselage is the superposition of the flight speed and the propeller accelerated airflow; during high-speed flight, the power of the tail propeller assembly 220 is turned to the maximum to provide the maximum forward momentum, and the resistance is small at this time; by adjusting the power configuration of the nose propeller assembly 210 and the tail propeller assembly 220, the adjustment of lift and resistance at high and low speeds is achieved to meet the most economical power configuration at different speeds; by adjusting the power difference between the nose propeller assembly 210 and the tail propeller assembly 220, the front and rear lift difference of the aircraft fuselage is changed to achieve the balance of the front and rear center of gravity; by adjusting the power difference between the nose first sub-propeller 211 and the nose second sub-propeller 212 and the power difference between the tail first sub-propeller 221 and the tail second sub-propeller 222, the lift difference between the left and right fuselages of the aircraft is changed to achieve the adjustment of the left and right center of gravity balance.

[0042] The second aspect of the present application provides a method of using the above-mentioned high-lift aircraft distributed power system. The method of using the high-lift aircraft distributed power system to adjust the lift-to-drag ratio of the aircraft body is:

[0043] When the aircraft body 100 takes off or lands, the configuration power of the nose propeller assembly 210 is increased to obtain a large lift;

[0044] Specifically, since the flight speed is relatively low during takeoff or landing, in order to obtain sufficient lift, the nose propeller assembly 210 needs to be configured with a larger power so that the relative speed of the airflow passing through the fuselage 120 is relatively large, thereby obtaining sufficient lift to meet the requirements of takeoff and landing of the aircraft;

[0045] When the aircraft body 100 is flying at a high altitude, the configured power of the head propeller assembly 210 is reduced, and the configured power of the tail propeller assembly 220 is increased to improve the flight power.

[0046] Specifically, when the flight speed increases, the power of the nose propeller assembly 210 is gradually reduced so that the relative speed of the airflow passing through the aircraft fuselage 120 can maintain the flight of the aircraft. By increasing the power of the tail propeller assembly 220, the power of the aircraft can be improved, thereby increasing the flight speed of the aircraft.

[0047] For example, in the method of the high-lift aircraft distributed power system provided in one embodiment, the method of adjusting the center of gravity of the aircraft body using the high-lift aircraft distributed power system is:

[0048] When the front and rear loads of the fuselage 100 are different, the configuration power of the head propeller assembly 210 and the tail propeller assembly 220 is adjusted to change the lift ratio of the nose 110 and the tail 130, and adjust the center of gravity balance of the fuselage 100 in the front and rear directions;

[0049] Specifically, when the load of the aircraft along the front-to-rear direction from the nose 110 to the tail 130 is different, the center of gravity of the fuselage 100 is different front to back. At this time, the lift ratio of the nose 110 and the tail 130 can be changed by adjusting the power distribution of the head propeller assembly 210 and the tail propeller assembly 220, so as to achieve the balance of the front and rear center of gravity of the fuselage 100.

[0050] When the left and right loads of the fuselage 100 are different, it should be noted that the left and right direction of the fuselage 100 refers to the direction perpendicular to the front-to-back direction from the nose 110 to the tail 130; if the nose propeller assembly 210 is provided with only one nose propeller 213 at the center of the windward surface of the nose 110, the power of the tail propeller assembly 220 is adjusted to adjust the center of gravity balance of the tail 130 in the left and right directions; the nose and tail skirt wings 31 on the left and right sides of the fuselage 120 are adjusted to adjust the power of the tail propeller assembly 220 ... 0 is opened and closed to adjust the center of gravity balance of the nose 110 in the left and right directions; if the head propeller assembly 210 adopts a nose first propeller 211 and a nose second propeller 212 that are symmetrically arranged on the windward side of the nose 110 with the normal central axis of the body 100, the center of gravity balance of the nose 110 in the left and right directions is adjusted by adjusting the configured power of the nose first propeller 211 and the nose second propeller 212, and the center of gravity balance of the tail 130 in the left and right directions is adjusted by adjusting the configured power of the tail first propeller 221 and the tail second propeller 222.

[0051] For example, in the method of the high-lift aircraft distributed power system provided in one embodiment, the method of adjusting the center of gravity of the aircraft body using the high-lift aircraft distributed power system is:

[0052] When the loads of the front and rear of the fuselage 100 are different, the opening and closing of the head skirt 310 and the tail skirt 320 are adjusted to change the lift of the nose 110 and the tail 130, thereby adjusting the center of gravity balance of the fuselage 100 in the front and rear directions;

[0053] When the load on the left and right sides of the fuselage 100 is different, the opening and closing of the left head skirt 310 of the fuselage 120 and the right head skirt 310 of the fuselage 120, or the left tail skirt 320 of the fuselage 120 and the right tail skirt 320 of the fuselage 120 are adjusted to adjust the balance of the center of gravity in the left and right directions of the fuselage.

[0054] Specifically, Figure 3As shown, when the head skirt 310 is opened, the airflow can only move downward along the curved surface of the head skirt 310 under the obstruction of the head skirt 310, and finally leaves the fuselage 100 at the airflow outlet 330 below the head skirt 310. Under the action of the head skirt 310, the airflow will form a compressed cavity at the nose 110. At this time, the airflow below the nose 110 will be compressed to form a high pressure, thereby forming a larger lift; when the tail skirt 320 is opened, the airflow of the fuselage 120 passes through the curved wing surface of the tail skirt 320, and the airflow cannot pass through the tail skirt 320 to reach the rear of the fuselage 100. The airflow is diffused and the air pressure is reduced. Then, the air pressure at the rear of the fuselage 100 will be much smaller than when the tail skirt 320 is folded, and the pressure at the bottom of the fuselage 100 remains almost unchanged, resulting in a huge pressure difference between the curved wing surface of the tail skirt 320 and the bottom surface of the aircraft, thereby forming a huge lift at the tail 130. By independently controlling the operation of the four skirt wings, the lift of four parts, namely the left and right sides of the nose 110 and the left and right sides of the tail 130, can be adjusted, thereby accurately controlling the balance of the center of gravity of the fuselage.

[0055] like Figure 4 As shown, when the head skirt 310 is folded, Figure 2 As shown, after the head skirt 310 is folded, the airflow reaches the curved outer edge of the guide panel 112, jumps over the curved outer edge of the guide panel 112 and the head skirt 310 in the horizontal direction, and moves backward along the side of the fuselage 120. Part of the airflow will move downward along the curved outer edge of the guide panel 112, and it is not easy to form a compression cavity. At this time, the entire flight resistance is small, and the lift provided is relatively small, but when flying at high speed, the lift provided is sufficient for the aircraft to fly.

[0056] When the tail skirt 320 is folded, due to the low air pressure on the curved wing surface of the tail skirt 320, the airflow on the side of the fuselage will flow into the curved wing surface of the tail skirt 320, causing the air pressure on the curved wing surface of the tail skirt 320 to increase appropriately, and the airflow on the side of the fuselage 120 flows to the rear surface of the fuselage, making the air pressure on the rear surface of the fuselage greater than the air pressure after the tail skirt 320 is opened, so that the lift on the rear surface of the fuselage will be reduced; when the tail skirt 320 is opened, the airflow on the side of the fuselage is affected by the tail skirt 320 and cannot flow into the curved wing surface, so that the air pressure on the curved wing surface is kept at the lowest, the pressure difference between the upper and lower surfaces of the fuselage can reach the maximum, and the lift can also reach the maximum.

[0057] The present application utilizes the structure of the fuselage to maximize the role of the fuselage, provide huge lift, and ensure the most economical flight; by adjusting the state of the front and rear skirts, the lift requirements during high-speed and low-speed flight can be met to achieve the most economical flight state; by independently adjusting the state of the four skirts, the balance of the center of gravity of the front, back, left and right of the fuselage is adjusted; the entire fuselage adopts a drag-reducing streamline design to reduce the resistance of flight when the skirts are folded.

[0058] Although the implementation scheme of the present application has been disclosed as above, it is not limited to the applications listed in the specification and implementation modes, and it can be fully applicable to various fields suitable for the present application. For those familiar with the art, additional modifications can be easily implemented. Therefore, without departing from the general concept defined by the claims and the scope of equivalents, the present application is not limited to the specific details and the illustrations shown and described herein.

Claims

1. A distributed power system for a high-lift aircraft, characterized in that: include: A fuselage, having a nose portion, a fuselage portion and a tail portion; The propeller power system includes a nose propeller assembly and a tail propeller assembly. The nose propeller assembly is vertically arranged on the windward surface of the nose, and the tail propeller assembly is located above the tail and parallel to the nose propeller assembly. The nose propeller assembly and the tail propeller assembly are used to actively accelerate the airflow to generate lift.

2. The high-lift aircraft distributed power system according to claim 1, characterized in that: The nose propeller assembly includes a first nose propeller and a second nose propeller symmetrically distributed about the normal center axis of the fuselage, and the tail propeller assembly includes a first tail propeller and a second tail propeller symmetrically distributed about the normal center axis of the fuselage. The first nose propeller, the second nose propeller, the first tail propeller and the second tail propeller are independent of each other. The lift-to-drag ratio and the center of gravity of the fuselage can be adjusted by adjusting the power configuration of the first nose propeller, the second nose propeller, the first tail propeller and the second tail propeller.

3. The high lift aircraft distributed power system according to claim 1, characterized in that: The nose propeller assembly includes a nose propeller vertically arranged at the center of the windward surface of the nose, and the tail propeller assembly includes a first tail propeller and a second tail propeller symmetrically distributed with respect to the normal central axis of the fuselage. The nose propeller, the first tail propeller and the second tail propeller are independent of each other. The lift-to-drag ratio and the center of gravity of the fuselage can be adjusted by adjusting the power configuration of the nose propeller, the first tail propeller and the second tail propeller.

4. The high-lift aircraft distributed power system according to claim 2 or 3, characterized in that: Skirt assemblies are symmetrically provided on both side surfaces of the fuselage, and the skirt assemblies include a head skirt close to the nose and a tail skirt close to the tail, and the lift of the nose and the tail are adjusted respectively by the head skirt and the tail skirt.

5. The high lift aircraft distributed power system according to claim 4, characterized in that: The nose portion includes a diverter rib and an inwardly concave guide panel symmetrically distributed with the diverter rib as an axis, the fuselage portion is connected to the outer edge of the guide panel, the first skirt wing is arranged on the outer edge line of the guide panel, and by opening the first skirt wing, a high-pressure gas cavity is formed between the first skirt wing and the guide panel to form a large lift at the nose portion; a second skirt wing that can be opened and closed is arranged on the outer edge of the tail portion, and by opening the second skirt wing, a high-pressure gas cavity is formed between the second skirt wing and the outer surface of the fuselage portion to form a large lift at the fuselage portion.

6. The high-lift aircraft distributed power system according to claim 5, characterized in that: The head skirt and the tail skirt are arc-shaped wings, and both ends are connected between the top plate and the bottom plate of the machine body. A notch is provided at the connection between the head skirt and the tail skirt and the bottom plate of the machine body, and the notch forms an airflow outlet.

7. A method for distributing a power system of a high-lift aircraft according to claim 5, characterized in that: The method for adjusting the lift-to-drag ratio of an aircraft body by using the distributed power system of the high-lift aircraft is as follows: When the aircraft takes off or lands, the configuration power of the propeller assembly at the nose of the aircraft is increased to obtain greater lift; When the aircraft is flying at high altitude, the configured power of the head propeller assembly is reduced and the configured power of the tail propeller assembly is increased to improve the flight power.

8. The method for distributing the power system of a high-lift aircraft according to claim 6, characterized in that: The method for adjusting the center of gravity of the aircraft body by using the high-lift aircraft distributed power system is as follows: When the loads at the front and rear of the aircraft are different, the configuration power of the head propeller assembly and the tail propeller assembly is adjusted to change the lift ratio of the head and tail of the aircraft and adjust the balance of the center of gravity in the front and rear directions of the aircraft; When the loads on the left and right sides of the fuselage are different, the configuration power of the first and second tail propellers of the tail propeller assembly is adjusted to adjust the center of gravity balance in the left and right directions of the fuselage.

9. The method for distributing the power system of a high-lift aircraft according to claim 6, characterized in that: The method for adjusting the center of gravity of the aircraft body by using the high-lift aircraft distributed power system is as follows: When the loads at the front and rear of the aircraft are different, the opening and closing of the head skirt and the tail skirt are adjusted to change the lift at the head and tail of the aircraft and adjust the balance of the center of gravity in the front and rear directions of the aircraft; When the load on the left and right sides of the fuselage is different, adjust the opening and closing of the left head skirt of the fuselage and the right head skirt of the fuselage, or the left tail skirt of the fuselage and the right tail skirt of the fuselage to adjust the balance of the center of gravity in the left and right directions of the fuselage.

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