Combined aircraft

Abstract

The invention provides a combined aircraft. The combined aircraft comprises a lower aircraft and an upper aircraft, the upper aircraft is connected to the upper part of the lower aircraft; the lower aircraft is provided with a wingspan; and the upper aircraft can be unfolded and folded. According to the combined aircraft, the lower aircraft with the wingspan is matched with the upper aircraft capable of being stretched and folded, so that the combined aircraft has adaptability in different use scenes.

Description

Technical Field

[0001] The present invention relates to an aircraft, and more particularly to a combined aircraft, belonging to the technical field of aircraft. Background Art

[0002] With the development of aviation technology, aircraft are increasingly widely used in military, civilian, and special missions. However, the performance of existing aircraft still has many deficiencies in various complex environments, especially insufficient adaptability to wind conditions, limited takeoff and landing conditions, and a limited speed range for stable flight; this makes the aircraft not adaptable to various complex environments and limits its practicality in different usage scenarios. Summary of the Invention

[0003] In view of this, the present invention provides a combined aircraft that can solve the above technical problems.

[0004] The technical solution of the present invention is: a combined aircraft, comprising: a lower aircraft and an upper aircraft; the upper aircraft is connected to the upper part of the lower aircraft;

[0005] The lower aircraft has a wingspan;

[0006] The upper aircraft can be extended and retracted.

[0007] As a preferred embodiment of the present invention: the combined aircraft has a tethered state and a flight state.

[0008] As a preferred embodiment of the present invention: when the combined aircraft is in the tethered state, when the external wind force level is less than the set wind force level, the upper aircraft unfolds, and the lower aircraft and the upper aircraft jointly provide the aerostatic lift; when the external wind force level is greater than the set wind force level, the upper aircraft retracts, and only the lower aircraft provides the aerostatic lift.

[0009] As a preferred embodiment of the present invention: when the combined aircraft is in the flight state, when the current flight speed of the combined aircraft exceeds the set speed, the upper aircraft retracts, and only the lower aircraft provides lift; when the current flight speed of the combined aircraft drops below the set speed, the upper aircraft unfolds, and the lower aircraft and the upper aircraft jointly provide lift.

[0010] As a preferred embodiment of the present invention: when the combined aircraft lands, the upper aircraft unfolds, and the lower aircraft and the upper aircraft work together.

[0011] As a preferred embodiment of the present invention: the lower aircraft is a winged balloon or a flexible glider or an aircraft with a fixed wingspan.

[0012] As a preferred embodiment of the present invention: the lower aircraft has a lower aircraft body in the middle, a left wing on the left side of the lower aircraft body, and a right wing on the right side of the lower aircraft body.

[0013] As a preferred embodiment of the present invention: the center of the lower aircraft body has a duct, and the duct axially penetrates the lower aircraft body for forming a stable air flow.

[0014] As a preferred embodiment of the present invention: a propeller power assembly is installed at the tail of the duct.

[0015] As a preferred embodiment of the present invention: the lower aircraft has a receiving groove capable of accommodating the upper aircraft after being folded up.

[0016] As a preferred embodiment of the present invention: the upper aircraft is a wing parachute, and the wing parachute includes a parachute surface, a left wing parachute rope group, and a right wing parachute rope group;

[0017] One end of the left wing parachute rope group is connected to the left half of the parachute surface, and the other end is bundled together and then connected to a left suspension point on the lower aircraft through a left suspension strap; one end of the right wing parachute rope group is connected to the right half of the parachute surface, and the other end is bundled together and then connected to a right suspension point on the lower aircraft through a right suspension strap.

[0018] As a preferred embodiment of the present invention: the structure for realizing the folding up of the upper aircraft includes: a retracting and deploying unit, a left parachute rope, a right parachute rope, a left binding ring, and a right binding ring;

[0019] Left and right vertical holes are respectively arranged at the left and right ends of the receiving groove; the left and right vertical holes vertically penetrate the lower aircraft body;

[0020] A retracting and deploying unit is arranged inside the lower aircraft. One end of the left parachute rope is connected to the left binding ring, and the other end passes through the left vertical hole and is wound around the retracting and deploying unit; one end of the right parachute rope is connected to the right binding ring, and the other end passes through the right vertical hole and is wound around the retracting and deploying unit;

[0021] The left binding ring holds the left wing parachute rope group of the upper aircraft, and the right binding ring holds the right wing parachute rope group. When the left parachute rope is retracted, the left parachute rope can pull down the left wing parachute rope group through the left binding ring. When the right parachute rope is retracted, the right parachute rope can pull down the right wing parachute rope group through the right binding ring; thereby pulling down the upper aircraft and accommodating it in the airbag receiving groove.

[0022] Advantageous effects:

[0023] (1) The combined aircraft of the present invention includes a lower aircraft and an upper aircraft. Through the cooperation of the lower aircraft with a wingspan and the upper aircraft that can be extended and folded up, it has adaptability in different usage scenarios.

[0024] (2) When the combined aircraft of the present invention is in a moored state, by using the combined aircraft, it can cope with different wind force levels through the cooperation of the upper aircraft and the lower aircraft, enabling it to achieve long-term hovering under different wind force conditions and improving the hovering flight ability of the aircraft to adapt to various wind conditions.

[0025] (3) When the combined aircraft of the present invention is in a flight state (i.e., not moored to the ground), through the cooperation of the upper aircraft and the lower aircraft, it can meet the requirements of stable flight at different flight speeds, ensuring flight safety. Moreover, the combined aircraft has the ability of rapid and short-distance takeoff and landing, can adapt to a wider range of takeoff and landing conditions, and reduces the requirements for the takeoff and landing environment.

[0026] (4) When the combined aircraft of the present invention lands, by making the upper aircraft and the lower aircraft work together, that is, letting the upper aircraft participate in the landing, it can better ensure the safety of landing.

[0027] (5) In the combined aircraft of the present invention, the lower aircraft has a wingspan structure, and the overall has an aerodynamic shape similar to a "bird", with the characteristics of hovering in wind and hot air currents, and can use its aerodynamic shape to achieve the purpose of hovering. Thus, it can achieve long-term hovering only by using wind power, enabling it to operate in the air for a long time.

[0028] (6) In the combined aircraft of the present invention, an airbag accommodation groove is provided on the upper surface of the main body of the lower aircraft for accommodating the upper aircraft to protect the upper aircraft. Description of the Drawings

[0029] Figure 1 It is a schematic diagram of the overall structure of the combined aircraft described in Embodiment 1;

[0030] Figure 2 It is a schematic diagram of the structure of the lower aircraft in Embodiment 2;

[0031] Figure 3 It is a top view of the lower aircraft in Embodiment 2;

[0032] Figure 4 It is a front view of the lower aircraft in Embodiment 2;

[0033] Figure 5 It is a schematic diagram of the structure of the upper aircraft.

[0034] Wherein: 100 - lower aircraft, 101 - lower aircraft body, 102 - duct, 103 - left wing, 104 - right wing, 105 - left wing air duct, 106 - right wing air duct, 107 - accommodation groove, 108 - reinforcing band, 109 - payload compartment, 110 - left vertical hole, 111 - right vertical hole, 112 - solar panel;

[0035] 200 - upper aircraft; 201 - left wing parachute rope group, 202 - right wing parachute rope group, 203 - left suspension strap, 204 - right suspension strap, 205 - left parachute retraction rope, 206 - right parachute retraction rope, 207 - retraction and deployment unit, 208 - left restraint ring, 209 - right restraint ring. Detailed implementation manner

[0036] The following combines the drawings and embodiments to further elaborate on the present invention.

[0037] Embodiment 1:

[0038] This embodiment provides a combined aircraft, which is adapted to different usage scenarios through the cooperation of a lower aircraft with a wingspan and an upper aircraft that can be extended and retracted.

[0039] As shown in Figure 1 , the combined aircraft includes a lower aircraft 100 and an upper aircraft 200, and the upper aircraft 200 is connected to the upper part of the lower aircraft 100; wherein the lower aircraft 100 has a wingspan structure (i.e., wings on both the left and right sides), and the upper aircraft 200 is an aircraft that can be extended and retracted. As an example, the wind resistance strength of the lower aircraft 100 is greater than that of the upper aircraft 200.

[0040] When the combined aircraft is in a tethered state, the combined aircraft can cope with different wind force levels through the cooperation of the upper aircraft 200 and the lower aircraft 100, enabling it to achieve long-term hovering under different wind force conditions: for example, when the wind force level is small (such as less than level 5 wind), the upper aircraft 200 is deployed, and at this time, the upper aircraft 200 and the lower aircraft 100 act together to provide sufficient hovering aerodynamic lift; when the wind force level is large (such as greater than level 5), the upper aircraft 200 can be retracted, and only the lower aircraft 100 is used to provide aerodynamic lift (since when the wind force level is large, only a smaller lift surface is required to provide sufficient lift, so only the lower aircraft 100 can be used at this time); at the same time, when the upper aircraft 200 is retracted at this time, it can also avoid damage to the upper aircraft 200 caused by strong winds. Thus, through the cooperation of the upper aircraft 200 and the lower aircraft 100, it can have better environmental adaptability (i.e., adapt to a wider range of wind force levels).

[0041] When the combined aircraft is in flight (i.e., not tethered to the ground), the cooperation between the upper aircraft 200 and the lower aircraft 100 can meet the requirements of stable flight at different flight speeds and ensure flight safety. Specifically: when the current flight speed of the combined aircraft exceeds the set speed (at this time, only a smaller lifting surface is needed to provide the required lift to ensure its stable flight state), the upper aircraft 200 can be retracted, and only the lower aircraft 100 is used; when the current flight speed of the combined aircraft drops below the set speed (i.e., does not exceed the set speed), the upper aircraft 200 is deployed, and at this time, the upper aircraft 200 and the lower aircraft 100 work together to provide greater lift to ensure flight stability. Thus, the combined aircraft has the ability of stable flight in the air over a wider range of high and low speeds and the ability of air mobility at different flight speeds.

[0042] Based on the adaptability to the above flight speed, the combined aircraft has the ability of rapid and short takeoff and landing, can adapt to a wider range of takeoff and landing conditions, and reduces the requirements for the takeoff and landing environment. For example, when the provided takeoff and landing route is short, the upper aircraft 200 and the lower aircraft 100 work together to achieve rapid and short takeoff and landing.

[0043] In addition, since the combined aircraft has the upper aircraft 200 and the lower aircraft 100, when the combined aircraft lands, the upper aircraft 200 and the lower aircraft 100 work together, that is, the upper aircraft 200 participates in the landing, which can better ensure the safety of landing.

[0044] As an example, both the lower aircraft 100 and the upper aircraft 200 can provide aerodynamic lift in the air under the action of external wind.

[0045] As an example, the lower aircraft 100 can be a fixed-wing structure such as an aircraft with a fixed wingspan, or a non-fixed-wing structure such as an aircraft with wingspan airbags or an aircraft with a fixed wingspan or an automatically extendable flexible glider (such as an automatically extendable flexible glider disclosed in Patent CN209290682U). For the aircraft with wingspan airbags, the wingspan can be retracted by deflating the airbags. For the automatically extendable flexible glider, its wingspan can be automatically retracted or extended. For the usage scenarios that require transportation, the lower aircraft 100 is preferably an aircraft with wingspan airbags or a flexible glider, which can achieve the folding and storage function by deflating and is convenient for transportation; for the usage in fixed occasions (without transportation), the lower aircraft 100 can be an aircraft with a fixed wingspan.

[0046] Since the lower aircraft 100 has a structure with a wingspan, the lower aircraft 100 can use its aerodynamic shape to achieve the purpose of hovering in the air, rather than using helium or hydrogen lighter than air. It only needs to use wind power to hover in the air for a long time, enabling it to achieve long-term operation in the air. Thus, by utilizing the high lift-to-drag ratio aerodynamic characteristics formed by the upper aircraft 200 and the lower aircraft 100, it can achieve hovering in the air for a long time only by using wind power. This combined aircraft can hover in the air for a long time only by using wind power, and can provide lift through the cooperation of the upper and lower aircraft, enabling it to hover or fly in the air under different wind conditions, thereby solving the problem that it is difficult to achieve long-term and stable hovering effect with the traditional inflatable hovering method.

[0047] At the same time, by adopting the combined structure of the upper aircraft 200 and the lower aircraft 100, it is possible to increase a relatively large load with a shorter wingspan length (for example, if only the lower aircraft 100 is used to lift the same size of load, the wingspan length of this aircraft will be much larger than the wingspan length of the combined aircraft in this solution); under the condition of the same load, reducing the wingspan length can reduce the requirements for the takeoff and landing site of the aircraft and reduce the transportation requirements.

[0048] The upper aircraft 200 is connected to the upper part of the lower aircraft 100; as an example, left and right suspension points are arranged along the transverse direction (i.e., the left-right direction of the lower aircraft 100) on the lower aircraft 100. The upper aircraft 200 is connected to the left suspension point on the lower aircraft 100 through the left suspension strap 203 and is connected to the right suspension point on the lower aircraft 100 through the right suspension strap 204, thereby connecting the upper aircraft 200 and the lower aircraft 100 to ensure that the lower aircraft 100 is towed into the air when the upper aircraft 200 takes off.

[0049] As Figure 1 shown, the lower aircraft 100 has a lower aircraft main body 101 in the middle, a left wing 103 on the left side of the lower aircraft main body 101, and a right wing 104 on the right side of the lower aircraft main body 101; thus, the overall lower aircraft 100 has an aerodynamic shape similar to that of a "bird" and has the characteristics of hovering in wind and hot air currents. The lower aircraft 100 with this structural form can use its aerodynamic shape to achieve the purpose of hovering, and only needs to use wind power to hover in the air for a long time, enabling it to achieve long-term operation in the air.

[0050] As an example, the upper aircraft 200 is an aircraft that can be extended and retracted, such as a wing parachute, etc.; in this example, the "upper aircraft" is a towed wing parachute.

[0051] As an example, when this combined aircraft is used in a tethered manner, the lower aircraft 100 is connected to the ground through a tow rope. A tethering bolt is provided on the lower aircraft 100 for connecting the tow rope; the tow rope can be a tensile optical cable for transmitting electric energy and communication signals; the tow rope is connected to a ground retraction and release device for retracting, releasing, and detaining this combined aircraft.

[0052] As an example, the center of the lower aircraft 100 (specifically, the center of the lower aircraft body 101) has a duct 102 that longitudinally penetrates the lower aircraft body 101 (the front-rear direction of the combined aircraft) to form a stable air flow.

[0053] As an example, a wind power generation set is installed on the lower aircraft 100 to achieve the function of in-air power generation. When the wind power generation set is installed, the combined aircraft can achieve in-air self-power generation, maintain the power supply self-sufficiency of the in-air load, and the excess electric energy can also be transmitted back to the ground through a cable for use. Preferably, the wind power generation set is installed in the duct 102.

[0054] As an example, flexible solar panels 112 are provided on the upper surface of the lower aircraft 100 (such as the upper surfaces of the left wing 103 and the right wing 104); the flexible solar panels 112 are adhesively installed on the upper surface of the lower aircraft 100 to provide solar power generation energy.

[0055] As another example, a propeller power assembly is installed at the tail of the lower aircraft 100 for the in-air maneuver of the combined aircraft (at this time, it is not moored to the ground, and the combined aircraft has the ability of independent flight and can be used as an in-air transportation tool).

[0056] Preferably, a propeller power assembly is installed at the tail of the duct 102. Further, a middle duct installation belt is preset in the middle of the duct 102, and a rear duct installation belt is preset at the tail of the duct 102; thus, according to the actual use requirements, the wind power generation set and the propeller power assembly can be installed.

[0057] As an example, a load compartment 109 is provided at the lower part of the lower aircraft body 101, which can be used to install wind and solar power generation and power distribution equipment, load equipment, energy storage equipment, etc.

[0058] As Figure 5 shown, when the upper aircraft 200 is a towed wing parachute, the towed wing parachute includes a parachute canopy, a left wing parachute rope group 201 and a right wing parachute rope group 202; both the left wing parachute rope group 201 and the right wing parachute rope group 202 include a plurality of wing parachute ropes. One end of the left wing parachute rope group is connected to the left half of the parachute canopy, and the other end is bundled together and then connected to the left suspension point on the lower aircraft 100 through the left suspension strap 203; one end of the right wing parachute rope group is connected to the right half of the parachute canopy, and the other end is bundled together and then connected to the right suspension point on the lower aircraft 100 through the right suspension strap 204.

[0059] Embodiment 2:

[0060] The following further optimizations are made to the lower aircraft 100 in the above Embodiment 1 to ensure its stable in-air attitude.

[0061] As shown Figures 2 - 4 in FIG. 1, an air duct 105 of the left wing is provided on the left wing 103. The air duct 105 of the left wing penetrates through the front and rear end faces of the left wing 103, that is, an air flow passage penetrating through the left wing 103 is provided at the root position of the left wing 103 (the end close to the lower aircraft body 101), and this air flow passage is the air duct 105 of the left wing. Similarly, an air flow passage penetrating through the right wing 104 is provided at the root position of the right wing 104 (the end close to the lower aircraft body 101), and this air flow passage is the air duct 106 of the right wing.

[0062] The air duct 105 of the left wing and the air duct 106 of the right wing are used to ensure the stability of the aerial attitude of the lower aircraft 100. Especially when encountering strong winds, the air duct 105 of the left wing and the air duct 106 of the right wing can conduct the air flow to ensure the stable attitude of the lower aircraft 100.

[0063] As an example, one or more air ducts 105 of the left wing and air ducts 106 of the right wing can be provided. Preferably, the air duct 105 of the left wing and the air duct 106 of the right wing are symmetrically arranged with respect to the axis of the lower aircraft body 101.

[0064] As an example, tail wing air bags (referring to the tail of the "frigatebird") extend from the tails of the air duct 105 of the left wing and the air duct 106 of the right wing, that is, a left tail wing air bag communicating with the air duct 105 of the left wing extends from the tail of the air duct 105 of the left wing, and a right tail wing air bag communicating with the air duct 106 of the right wing extends from the tail of the air duct 106 of the right wing. By providing the tail wing air bags, the stability of the attitude control of the lower aircraft 100 can be further enhanced. Both the left tail wing air bag and the right tail wing air bag are structures with openings at the front and rear ends, and the front openings thereof communicate with the air ducts at the corresponding positions.

[0065] As an example, the ventilation volumes of the air duct 105 of the left wing and the air duct 106 of the right wing are adjustable. By controlling the ventilation volumes in the air duct 105 of the left wing and the air duct 106 of the right wing, the steering control of this combined aircraft can be achieved.

[0066] Embodiment 3:

[0067] Based on the above Embodiment 1 or Embodiment 2, this embodiment gives a preferred structural form when the lower aircraft 100 adopts a wingspan air bag.

[0068] As shown Figures 2 - 4 in FIG. 2, when the lower aircraft 100 adopts a wingspan air bag, it includes an air bag main body in the middle (i.e., the lower aircraft body 101), an air bag left wing on the left side of the air bag main body (i.e., the left wing 103), and an air bag right wing on the right side of the air bag main body (i.e., the right wing 104). Among them, the air bag main body is the main load-bearing structure of the lower aircraft 100. The air bag left wing and the air bag right wing are integrally formed with the lower aircraft body 101 and are used to increase the aerodynamic lift of the lower aircraft 100.

[0069] It should be noted that for the lower aircraft 100 of this structural form, the settings of the left-wing air duct 105 and the right-wing air duct 106 do not affect the sealing of the internal spaces of the left-wing box and the right-wing box of the airbag.

[0070] The lower aircraft 100 of this structural form forms an aerodynamic shape similar to a "bird" as a whole and has the characteristics of staying in the air with wind and hot air currents; since the lower aircraft 100 in this solution does not use helium or hydrogen lighter than air to achieve the purpose of staying in the air, therefore, for the airbag main body, the left-wing airbag, and the right-wing airbag in the lower aircraft 100 with a wing-span airbag form, they can be filled with helium or hydrogen lighter than air or air, as long as they can maintain their shapes. As an example, initially, the lower aircraft 100 is filled with helium or hydrogen lighter than air, which can facilitate the boost during takeoff.

[0071] An airbag charging and discharging unit is provided on the lower aircraft 100 for charging and discharging the lower aircraft 100, keeping the internal air pressure of the lower aircraft 100 within a reasonable pressure range, and maintaining its aerodynamic shape. The airbag main body, the left-wing airbag, and the right-wing airbag can be of a mutually connected structure, and in this case, only one airbag charging and discharging unit can be provided; the airbag main body, the left-wing airbag, and the right-wing airbag can also be of mutually independent airbag structures, and corresponding airbag charging and discharging units can be provided respectively. In this solution, the gas inside the wing-span airbag is used to maintain its shape. Therefore, during use in the air, after leakage, air can be directly filled into it using the airbag charging and discharging unit; even if it is initially filled with helium or hydrogen lighter than air, during use, if there is leakage, air can also be filled in using the airbag charging and discharging unit to maintain its shape.

[0072] As an example, the airbag charging and discharging unit includes an air pump provided inside the wing-span airbag, a pressure sensor provided inside the wing-span airbag for real-time monitoring of its internal pressure, and a charging and discharging valve provided on the wing-span airbag (which can be an independent inflation valve and deflation valve); according to the internal air pressure of the wing-span airbag monitored by the pressure sensor, the opening or closing of the charging and discharging valve is controlled, thereby realizing charging and discharging. During the use of the wing-span airbag, at different altitudes in the air, its external air pressure environment is different, and the internal pressure of the wing-span airbag can be automatically adjusted through the charging and discharging unit. It can be understood that the charging and discharging valve is an electric valve, and a control unit electrically connected to the pressure sensor and the charging and discharging valve can be provided in the payload compartment 109 of the wing-span airbag, and the control unit controls the closing and opening degree of the charging and discharging valve according to the monitoring value of the pressure sensor.

[0073] As an example, the canopy of the traction wing parachute of the upper aircraft 200 is made by a hybrid process (lightweight), and the wingspan airbag of the lower aircraft 100 is made by a heat-sealing process (relatively high material strength and high wind resistance); thereby, the wind resistance of the lower aircraft 100 is higher than that of the upper aircraft 200.

[0074] As an example, a reinforcing belt 108 is provided on the lower aircraft 100 to enhance the structural strength of the lower aircraft 100. The reinforcing belt 108 can be provided on the outer surface and / or inner surface of the lower aircraft 100, and can be one or more. As Figure 2 shown, reinforcing belts 108 are provided on the outer surfaces of the lower aircraft main body 101, the left wing 103, and the right wing 104 in the transverse direction (left and right direction).

[0075] Example 4:

[0076] Based on the above Example 1 or Example 2 or Example 3, the following further optimizations are made to the lower aircraft 100 so that it can accommodate the retracted upper aircraft 200.

[0077] In this combined aircraft, the upper aircraft 200 is an aircraft that can be extended and retracted; based on this, as Figure 2 shown, in the lower aircraft 100, a receiving groove 107 is provided on the upper surface of the lower aircraft main body 101, specifically, a receiving groove 107 is provided transversely (along the left and right direction) in the middle of the upper surface of the lower aircraft main body 101; the receiving groove 107 is used to receive the upper aircraft 200 (such as a traction wing parachute), and for example, in strong wind weather, the upper aircraft 200 can be retracted into the receiving groove 107 for protection.

[0078] As an example, the receiving groove 107 is provided with a reinforcing belt to increase the structural strength.

[0079] As an example, as Figure 5 shown, the structure for realizing the retraction of the upper aircraft 200 includes a retracting and deploying unit 207, a left parachute retracting rope 203, a right parachute retracting rope 204, a left binding ring 208, and a right binding ring 209.

[0080] As Figure 3 shown, a left vertical hole 110 and a right vertical hole 111 are respectively provided at the left and right ends of the receiving groove 107 (that is, the left vertical hole 110 and the right vertical hole 111 are located inside the receiving groove 107 and at its left and right ends); the left vertical hole 110 and the right vertical hole 111 vertically penetrate the lower aircraft main body 101, and the left vertical hole 110 and the right vertical hole 111 are used to cooperate with the receiving groove 107 to recover and accommodate the traction wing parachute; specifically:

[0081] As Figure 5As shown in the figure, a retracting unit 207 (such as a winch, which can be arranged in the payload compartment 109 of the lower aircraft 100) is arranged inside the lower aircraft 100. One end of the left parachute retracting rope 203 is connected to the left binding ring 208, and the other end passes through the left vertical hole 110 and is wound around the retracting unit 207; one end of the right parachute retracting rope 204 is connected to the right binding ring 209, and the other end passes through the right vertical hole 111 and is wound around the retracting unit 207. The left binding ring 208 holds the left wing parachute rope group 201, and the right binding ring 209 holds the right wing parachute rope group 202. When the left parachute retracting rope 203 is retracted, the left parachute retracting rope 203 can pull down the left wing parachute rope group 201 through the left binding ring 208. When the right parachute retracting rope 204 is retracted, the right parachute retracting rope 204 can pull down the right wing parachute rope group 202 through the right binding ring 209; thus pulling down the upper aircraft 200 and storing it in the airbag receiving groove 107.

[0082] As an example, the left parachute retracting rope 203 and the right parachute retracting rope 204 are wound on the same retracting unit, so that the left parachute retracting rope 203 and the right parachute retracting rope 204 can be retracted synchronously; as another example, two retracting units are arranged, which correspond to the left parachute retracting rope 203 and the right parachute retracting rope 204 one by one.

[0083] The left suspension point and the right suspension point on the lower aircraft 100 are located in the airbag receiving groove 107. The left vertical hole 110 is used for the left parachute retracting rope 203 of the upper aircraft 200 to pass through when the upper aircraft 200 is recovered, and then to accommodate the left wing parachute rope group; the right vertical hole 111 is used for the right parachute retracting rope 204 of the upper aircraft 200 to pass through when the upper aircraft 200 is recovered, and then to accommodate the right wing parachute rope group.

[0084] Embodiment 5:

[0085] On the basis of the above-mentioned Embodiment 2, the following further optimizations are made to the lower aircraft 100, so that the combined aircraft can achieve turning and pitching in the air.

[0086] As an example, the tails of the left wing air duct 105 and the right wing air duct 106 are both extended with tail wing air bags (left tail wing air bag and right tail wing air bag respectively); on this basis, in order to realize the turning of the combined aircraft in the air, a gas binding ring is arranged on each tail wing air bag, and by tightening the gas binding ring, the airflow flowing through the tail wing air bag can be changed; thus, by controlling the gas binding rings on the left tail wing air bag and the right tail wing air bag, the airflow circulation areas of the left tail wing air bag and the right tail wing air bag can be made different, and further the aerodynamic external forces received by the left airbag 103 and the right airbag 104 can be made inconsistent, so as to control the left-right turning of the lower aircraft 100.

[0087] As an example, a power unit (such as a small propeller) can also be arranged in the left wing air duct 105 and the right wing air duct 106; as the power for turning left and right.

[0088] To achieve the pitch of the combined aircraft, mooring bolts are respectively arranged on the front and rear end faces of the lower aircraft body 101. One end of the front pitch adjustment rope is connected to the mooring bolt arranged on the front end face of the lower aircraft body 101, and the other end is wound around the front pitch adjustment rope retracting and releasing unit (such as a drum) in the payload compartment 109 of the lower aircraft 100; one end of the rear pitch adjustment rope is connected to the mooring bolt arranged on the rear end face of the lower aircraft body 101, and the other end is wound around the rear pitch adjustment rope retracting and releasing unit (such as a drum) in the airbag payload compartment 109 of the lower aircraft 100; thus, by controlling the retraction and release of the front pitch adjustment rope and the rear pitch adjustment rope, the pitch of the wing expansion airbag 100 can be controlled.

[0089] Although the present invention has been described in detail with general descriptions and specific embodiments above, based on the present invention, some modifications or improvements can be made, which are obvious to those skilled in the art. Therefore, these modifications or improvements made without departing from the spirit of the present invention all fall within the scope of protection required by the present invention.

Claims

1. A combined aircraft, characterized in that, Comprising: A lower aircraft (100) and an upper aircraft (200); the upper aircraft (200) is connected to the upper part of the lower aircraft (100); The lower aircraft (100) has a wingspan; The upper aircraft (200) can be extended and retracted.

2. The combined aircraft according to claim 1, wherein The combined aircraft has a moored state and a flight state.

3. The combined aircraft according to claim 2, characterized in that When the combined aircraft is in the moored state, when the external wind force level is less than the set wind force level, the upper aircraft (200) unfolds, and the lower aircraft (100) and the upper aircraft (200) jointly provide the aerostatic lift; when the external wind force level is greater than the set wind force level, the upper aircraft (200) retracts, and only the lower aircraft (100) provides the aerostatic lift.

4. The combined aircraft according to claim 2, wherein, When the combined aircraft is in the flight state, when the current flight speed of the combined aircraft exceeds the set speed, the upper aircraft (200) retracts, and only the lower aircraft (100) provides lift; when the current flight speed of the combined aircraft drops below the set speed, the upper aircraft (200) unfolds, and the lower aircraft (100) and the upper aircraft (200) jointly provide lift.

5. The combined aircraft according to claim 1, characterized in that, When the combined aircraft lands, the upper aircraft (200) unfolds, and the lower aircraft (100) and the upper aircraft (200) work together.

6. The combined aircraft according to any one of claims 1-5, characterized in that The lower aircraft (100) is a wingspan airbag or a flexible glider or an aircraft with a fixed wingspan.

7. The combined aircraft according to any one of claims 1-5, characterized in that, The lower aircraft (100) has a lower aircraft main body (101) in the middle, a left wing (103) on the left side of the lower aircraft main body (101), and a right wing (104) on the right side of the lower aircraft main body (101).

8. The combined aircraft according to claim 7, characterized in that, A duct (102) is provided at the center of the lower aircraft main body (101), and the duct (102) axially penetrates the lower aircraft main body (101) for forming a stable air flow.

9. The combined aircraft according to claim 8, characterized in that, A propeller power assembly is installed at the tail of the duct (102).

10. The combined aircraft according to any one of claims 1-5, characterized in that The lower aircraft (100) has a receiving groove (107) capable of accommodating the retracted upper aircraft (200).

11. The combined aircraft according to claim 10, characterized in that, The upper aircraft (200) is a wing parachute, and the wing parachute includes a parachute surface, a left wing parachute rope group (201), and a right wing parachute rope group (202); One end of the left wing parachute rope group (201) is connected to the left half of the parachute surface, and the other ends are bundled together and then connected to a left suspension point on the lower aircraft (100) through a left suspension strap (203); one end of the right wing parachute rope group (202) is connected to the right half of the parachute surface, and the other ends are bundled together and then connected to a right suspension point on the lower aircraft (100) through a right suspension strap (204).

12. The combined aircraft according to claim 11, wherein, The structure for realizing the retraction of the upper aircraft (200) includes: a retracting and deploying unit (207), a left parachute retracting rope (203), a right parachute retracting rope (204), a left bundling ring (208), and a right bundling ring (209); A left vertical hole (110) and a right vertical hole (111) are respectively provided at the left and right ends of the receiving groove (107); the left vertical hole (110) and the right vertical hole (111) vertically penetrate the lower aircraft main body (101); A retracting unit (207) is provided inside the lower aircraft (100). One end of the left parachute rope (203) is connected to the left binding ring (208), and the other end passes through the left vertical hole (110) and is wound around the retracting unit (207). One end of the right parachute rope (204) is connected to the right binding ring (209), and the other end passes through the right vertical hole (111) and is wound around the retracting unit (207). The left binding ring (208) holds the left wing parachute rope group (201) of the upper aircraft (200) in a loop, and the right binding ring (209) holds the right wing parachute rope group (202) in a loop. When the left parachute rope (203) is retracted, the left parachute rope (203) can pull down the left wing parachute rope group (201) through the left binding ring (208). When the right parachute rope (204) is retracted, the right parachute rope (204) can pull down the right wing parachute rope group (202) through the right binding ring (209), thereby pulling down the upper aircraft (200) and storing it in the airbag receiving groove (107).

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