Airfoil-shaped sail split floating aircraft and flight control method thereof

Abstract

The invention discloses a wing-shaped sail split floating aircraft and a flight control method thereof. The problems that an existing floating aircraft is large in energy consumption and complex in control mode are solved. The airfoil-shaped sail split floating aircraft comprises a ship-shaped main body, a plurality of sails are arranged on the upper portion of the ship-shaped main body, and a manned cabin is arranged on the lower portion of the ship-shaped main body; a power strip type air bag mechanism, a fixed type air bag mechanism and a lifting control air bag mechanism are arranged in the ship-shaped main body, a wind power propeller is arranged on the ship-shaped main body and provides thrust for steering and horizontal movement, and the wing-shaped sails provide assistance for horizontal flight. According to the ship-shaped aircraft, a large number of independent split helium-filled air bags are integrated into the ship-shaped aircraft body, and the flight safety coefficient is increased; the suspension of the aircraft in the air is realized through the balance weight of the power strip type variable air bag at a balance state critical value; the expansion volume change of the air bag is changed by pressing and releasing the air bag to control the lifting of the aircraft; through coupling of the control systems, the aircraft can fly safely, stably and flexibly with low energy consumption.

Description

Technical Field

[0001] This invention relates to the field of low-altitude flight technology, and in particular to a low-altitude flight device. Background Technology

[0002] As a type of aircraft lighter than air, aerostats possess unique advantages in fields such as sightseeing, aerial monitoring, and emergency rescue. Traditional aerostats mainly include hot air balloons, helium balloons, and airships. Their basic principle is to use the buoyancy generated by helium or hot air to overcome gravity and achieve lift-off, relying on engines or other power sources for propulsion. However, these types of aircraft generally suffer from the following technical problems:

[0003] First, traditional airships rely on internal combustion engines for propulsion, resulting in high energy consumption, noise, and carbon emissions, which contradicts the trend of green aviation development. Second, existing airships primarily control ascent and descent by releasing gas or jettisoning ballast, a crude method that struggles to achieve precise altitude adjustments and wastes resources. Third, traditional airships often use a monolithic gasbag structure; any partial rupture can severely impact the aircraft's overall buoyancy, greatly increasing the risk of accidents, complicating repair and replacement, and exhibiting poor safety redundancy and maintainability.

[0004] Therefore, developing a new type of airship that can fully utilize wind energy to achieve energy-saving and environmentally friendly propulsion, achieve flexible lift control through innovative airbag structure, and possess high safety and easy maintenance has become an urgent technical issue to be addressed in this field. Summary of the Invention

[0005] To address the shortcomings in the aforementioned background technology, this invention proposes an airfoil-shaped sail-split floating aircraft and its flight control method, which solves the problems of high energy consumption and complex control methods in existing floating aircraft.

[0006] The technical solution of this invention is implemented as follows: A split-type buoyancy aircraft with airfoil sails includes a hull-shaped main body, with several sails on the upper part of the hull-shaped main body and a passenger cabin on the lower part of the hull-shaped main body; the hull-shaped main body is equipped with a plug-in airbag mechanism, a fixed airbag mechanism, and a lift control airbag mechanism, and the hull-shaped main body is also equipped with several wind-powered propulsion units. Utilizing gas buoyancy to overcome gravity, energy consumption is far lower than that of traditional aircraft; operating costs are extremely low. Through the cooperation of the plug-in airbag mechanism, the fixed airbag mechanism, and the lift control airbag mechanism, flexible ascent, descent, and stable horizontal flight are achieved, providing a passenger experience far exceeding that of traditional aircraft.

[0007] Further optimization involves a support frame located in the middle of the hull, within which the plug-in airbag mechanism, fixed airbag mechanism, and lifting control airbag mechanism are all housed. The hull also features a parachute compartment for holding emergency ejection parachutes. This mid-mounted support frame integrates the three types of airbag mechanisms into a unified load-bearing structure, significantly improving the overall rigidity and torsional resistance of the hull and preventing airbag displacement due to their own weight or aerodynamic forces. The independent parachute compartment provides an ultimate safety barrier; in the event of failure of all airbag systems or extreme weather, a large-area parachute can be deployed for a controlled descent, greatly enhancing safety.

[0008] Further optimization reveals that the plug-in airbag mechanism includes several helium-filled airbag plug-in assemblies. Each helium-filled airbag plug-in assembly includes a grid frame with several airbag slots, and a first helium-filled airbag is located within each slot. The layered grid frame enables three-dimensional matrix management of the airbags, with each airbag independently bearing pressure. Even if one or more airbags rupture, it will not trigger a chain reaction of leaks, thus preventing safety accidents.

[0009] Further optimization involves providing a latching device on the first helium-filled airbag for connection with the grid frame. This latching device enables tool-free, quick assembly and disassembly of the airbag and grid frame. Simultaneously, the latching connection has a certain displacement compensation capability, which can absorb deformation caused by flight vibrations and thermal expansion and contraction of the airbag, reducing fatigue damage and extending the airbag's lifespan.

[0010] Further optimization reveals that the fixed airbag mechanism includes a fixed frame, within which a second helium-filled airbag is fixedly mounted. The fixed frame completely constrains the second helium-filled airbag, forming a reference buoyancy layer. The fixed structure simplifies the structural and sealing design of this airbag layer, significantly reducing the failure rate of the reference airbag layer, making it suitable as a stable buoyancy source for long-term stationary flight and reducing energy consumption.

[0011] Further optimization reveals that the lifting control airbag mechanism includes a box frame A and a box frame B. Box frame A houses a third helium-filled airbag A and a pressure plate assembly for changing the volume of the third helium-filled airbag A; box frame B houses a third helium-filled airbag B; the third helium-filled airbag A is connected to its corresponding third helium-filled airbag B. The box frame encapsulates the third helium-filled airbag A and the pressure plate assembly as an independent functional module, achieving active and precise control of lift; by physically compressing and changing the airbag volume (rather than inflating and deflating), the response speed is fast, there is no gas waste, and height fine-tuning can be achieved in seconds; the box structure protects the airbag from puncture by external objects, while the pressure plate distributes pressure evenly, avoiding local overload of the airbag.

[0012] Further optimization involves connecting the third helium-filled airbag A to the corresponding third helium-filled airbag B via a vent pipe equipped with an electromagnetic switch valve. This connection between the third helium-filled airbag A and the third helium-filled airbag B allows the lifting control system to utilize the helium reserves within its own airbags, eliminating the need for an independent gas source and simplifying the system's complexity.

[0013] Further optimized, the pressure plate assembly includes a pressure plate and a drive component that moves the pressure plate up and down. One end of the drive component is connected to the inner wall of the box frame, and the other end is connected to the pressure plate. The drive component can be a hydraulic cylinder or an electric push rod. Hydraulic cylinders are suitable for large aircraft, providing ton-level pressure and maintaining stable pressure, making them suitable for maintaining altitude for extended periods. Electric push rods, on the other hand, feature simple structure, low energy consumption, and high control precision, making them suitable for small and medium-sized aircraft. Both can achieve precise linear displacement control of the pressure plate, and with the help of a position sensor, can achieve closed-loop adjustment of the airbag compression. By changing the airbag volume through hydraulic expansion and contraction to control the aircraft's ascent and descent, this drive method eliminates the hysteresis of aerodynamic systems, provides sensitive altitude control, and is particularly suitable for stable hovering in complex low-altitude airflow environments.

[0014] Further optimization involves placing wind turbines on both sides and / or at the bow of the hull; the sails include a main sail and several auxiliary sails. The turbines, distributed on both sides and the bow, form an omnidirectional thrust vectoring array. The lateral thrusters can be independently and differentially controlled, enabling highly maneuverable maneuvers such as turning in place and lateral shifting, combining efficiency and flexibility. The main and auxiliary sail combinations can be used in stages according to wind direction and strength: in light winds, the main sail and auxiliary sails are fully deployed to maximize aerodynamic area; in strong winds, the auxiliary sails or even the main sail can be folded up. Relying solely on turbine power, it has a wide range of adaptability to complex flow field changes and a high flight safety factor.

[0015] A flight control method is provided based on the aforementioned airfoil-sail split-body floating aircraft. Before flight, the number of airbags in the plug-in airbag mechanism is increased or decreased to balance the total weight of the aircraft and its load with the total lift generated by the helium-filled airbags, ensuring that the aircraft can levitate in the air. During takeoff, the expansion and contraction of the airbag volume in the lifting control airbag mechanism is controlled by the pressure plate assembly to change the buoyancy of the aircraft in the air, thereby controlling the smooth ascent and descent of the aircraft. During horizontal flight, several wind turbines placed at the stern provide the propulsion force for horizontal flight, and the sails provide assistance for horizontal flight under complex flow field conditions. Wind turbines placed at the bow and stern adjust the flight direction of the aircraft.

[0016] The beneficial effects of this invention are as follows: This invention utilizes the buoyancy generated by the split helium gasbags to balance the weight of the aircraft, improving upon the problems of high energy consumption and relatively complex flight control technology in existing airships, hot air balloons, and other aerobatic vehicles. This invention uses an assembly of independent split helium-filled gasbags as the main body of the boat-shaped aircraft. The critical weight balance for the aircraft's levitation state is achieved by increasing or decreasing the number of gasbags. The aircraft's ascent and descent are controlled by hydraulic expansion and contraction of the gasbags, and airfoil sails assist in horizontal flight. The aircraft integrates three major power systems: sails, wind turbines, and gasbag buoyancy, forming a hybrid vector control network; resulting in stable flight and low energy consumption. The electric main and auxiliary sails are managed in an integrated manner through the flight control system, enabling rapid deployment and retraction to cope with sudden strong winds and achieving an unattended, safe mode. The sails, as well as the lifting gasbags and thrusters, are linked in real time, improving the lift-to-drag ratio and reducing thruster energy consumption. Wind turbines are distributed on both sides and the front of the hull, forming an omnidirectional thrust array. Differential control of the lateral thrusters enables highly maneuverable actions such as turning in place and lateral shifting. The internal airbag system adopts a three-tiered architecture: fixed, plug-in, and lift-control. The fixed airbag serves as the baseline buoyancy layer, providing constant net lift. The plug-in airbags are physically isolated through a layered grid frame, enabling rapid lift adjustment. Furthermore, a single point of failure will not trigger a cascading effect; even if one airbag layer completely fails, the remaining layers can still maintain over 80% of the designed buoyancy. The lift-control airbag employs a dual-frame interconnected design: frame A actively regulates, while frame B buffers and stores energy, achieving buoyancy adjustment through volume changes, forming a bidirectional rapid adjustment mechanism suitable for complex flight conditions. This multi-dimensional collaboration enables the aircraft to combine the long endurance of an airship, the vertical takeoff and landing and hovering capabilities of a helicopter, and the high-speed cruise capabilities of a fixed-wing aircraft, truly achieving safe flight under all conditions. In addition, this aircraft is environmentally friendly, energy-efficient, and suitable for sightseeing and leisure travel; it represents a major innovation in low-altitude flight.

[0017] The aircraft based on this patent differs from currently developed low-altitude aircraft mainly used for transportation in its theoretical foundation, technical approach, and application scenarios. This aircraft employs a smooth, low-drag hull-shaped body, with an airfoil-shaped sail on top, several wind-powered propulsion units located at the stern and bow, a power battery and flight control system housed in the passenger cabin below the hull, and three independent, separate airbags within the hull. These three layers are a fixed counterweight layer (corresponding to a fixed airbag mechanism), a modular variable counterweight layer (corresponding to a modular airbag mechanism), and an expansion / contraction control layer (corresponding to a lift control airbag mechanism). The fixed and modular variable counterweight layers within the hull house numerous independent, separately filled helium airbags. Before flight, the pilot can adjust the number of airbags in the modular variable counterweight layer to maintain a critical balance between the total weight of the aircraft and its load and the total lift generated by the helium airbags, allowing the aircraft to levitate in the air. During takeoff, the pilot can control the expansion and contraction of the airbags in the control layer via a hydraulic system, altering the aircraft's buoyancy and thus controlling its smooth ascent and descent. During level flight, several wind-powered propulsion units located at the stern and bow provide thrust and flexible directional control. AI-controlled airfoil sails offer stable assistance for level flight even in complex low-altitude flow conditions. The aircraft's key features include low energy consumption, simple ascent and descent control, and easy-to-learn overall operation, making it suitable for sightseeing tours and family leisure trips. Multiple independent airbags and an emergency ejection parachute significantly enhance the aircraft's safety, ensuring safe flight. Attached Figure Description

[0018] To more clearly illustrate the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0020] Figure 2 This is a schematic diagram of the interior of the main body of the ship of the present invention. Detailed Implementation

[0021] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0022] Example 1, such as Figure 1 As shown, a split-type floating aircraft with an airfoil sail includes a hull-shaped main body 1, with several sails 2 mounted on its upper part. Each sail 2 includes a main sail 201 and several auxiliary sails 202. The main and auxiliary sails can be used in stages according to wind strength: in light winds, the main sail and auxiliary sails are fully deployed to maximize the aerodynamic area; in strong winds, the auxiliary sails and even the main sail can be folded up. Powered solely by the propeller, it can adapt to a very wide range of wind speeds, ensuring flight safety. The main sail and the auxiliary sails can be electric. In the event of a sudden strong wind or storm, the electric sails can automatically complete the folding action within seconds, preventing overload and capsizing of the aircraft—a response time far faster than the minutes required for manual operation. Working in real-time with the lift control airbag mechanism and propeller, when sensors detect excessive crosswinds, the sail angle can be automatically adjusted or the sails partially folded up, simultaneously compensating for lift and thrust, and keeping the roll angle within a safe range. The mast bases of the main and auxiliary sails can be fixed to the nodes of the supporting frame. The motors, reducers, winches, and other components of the electric sail structure can be compactly arranged inside the supporting frame or on the hull side, without occupying valuable space in the airbag compartment. This results in a cleaner hull surface and reduced wind resistance. Photovoltaic panels can be installed on the hull surface to provide continuous power to the electric sail system, achieving a hybrid powertrain of wind and solar energy and improving range.

[0023] In this embodiment, a passenger cabin 3 is located at the lower part of the hull body 1. When the lower part of the passenger cabin is designed with transparent portholes or all glass, the occupants have a 360° horizontal and vertical downward field of vision, which is particularly suitable for applications such as sightseeing, geographic surveying, and marine monitoring, and the ground scenery is clearly visible. The hull body 1 is equipped with a plug-in airbag mechanism 4, a fixed airbag mechanism 5, and a lifting control airbag mechanism 6. Several wind turbines 7 are also provided on the hull body 1. The wind turbines 7 are located on both sides and / or the front of the hull body 1. Specifically, in this embodiment, at least one wind turbine is located at the bow, i.e., the front of the hull body, and one wind turbine is located on each side of the stern of the hull body 1. The airbags of the plug-in airbag mechanism 4, the fixed airbag mechanism 5, and the lifting control airbag mechanism 6 are filled with helium, which is a colorless, odorless, and non-flammable inert gas. The average density of helium is approximately 0.18 kg / m³, while the average density of air is approximately 1.29 kg / m³. According to Archimedes' principle, the buoyancy generated by the difference in average density between helium and air can serve as the lift required for an aircraft to fly. Fixed airbags act as the basic buoyancy source, ensuring fundamental safety. Before flight, the number of airbags in the four-stage airbag mechanism is adjusted to balance the load, ensuring the total lift equals the aircraft's weight plus the load. When a flight mission is required, the pilot uses an electric or manual hydraulic device to change the volume of the six airbags in the ascent and descent control airbag mechanism. By expanding and contracting these airbags, the pilot adjusts the lift, controlling the aircraft's vertical ascent and descent. After reaching the desired altitude, the pilot adjusts the flight direction by adjusting several wind-powered thrusters located at the bow and stern.

[0024] In this preferred embodiment, a support frame 11 is provided in the middle of the hull body 1. The fixed airbag mechanism 5, the plug-in airbag mechanism 4, and the lifting control airbag mechanism 6 are arranged in layers from top to bottom and are all housed within the support frame 11. The support frame is made of lightweight aluminum alloy or magnesium alloy. The hull body 1 is also equipped with a parachute compartment 12 for holding emergency ejection parachutes. The large number of independent, separate helium-filled airbags and emergency ejection parachutes provided by this aircraft greatly improves the safety factor of the aircraft. Coupled with the economic advantages of low-energy flight, this aircraft is not only suitable for sightseeing in scenic areas and leisure travel for the general public, but also has a wider range of application prospects. The middle support frame integrates the three types of airbag mechanisms into a unified load-bearing structure, significantly improving the overall rigidity and torsional resistance of the hull and preventing the airbags from shifting due to their own weight or aerodynamic forces. The modular layout facilitates factory prefabrication and rapid on-site assembly, greatly shortening the maintenance cycle. The independent parachute compartment creates the ultimate safety barrier. When all airbag systems fail or extreme weather occurs, a large-area parachute can be ejected to achieve a slow descent, transforming the risk of a catastrophic crash into a controllable landing, greatly enhancing the survival probability of occupants and public acceptance.

[0025] Example 2, as Figure 2 As shown, an airfoil-shaped sail-based split-body floating aircraft is further optimized based on Embodiment 1. In this embodiment, the fixed airbag mechanism 5 includes a fixed frame 501, within which a second helium-filled airbag 502 is fixedly mounted. The fixed frame 501 can directly utilize the support frame 11 or can be a separate small unit frame, with one fixed frame corresponding to one second helium-filled airbag 502. The second helium-filled airbags 502 are arranged in layers, and the second helium-filled airbags in the same layer can be connected for easy rapid inflation and deflation of helium. Of course, the second helium-filled airbags can also be inflation and deflation individually. The second helium-filled airbag is fixed within the fixed frame, which completely constrains the second helium-filled airbag, forming a reference buoyancy layer. Even if the active control system fails, this layer of airbags can still provide constant and reliable net lift, ensuring that the aircraft will not suddenly lose buoyancy and fall. The fixed structure simplifies the sealing design of this layer of airbags, resulting in an extremely low long-term leakage rate, making it suitable as a dormant buoyancy source for long-term stationary operation, reducing the frequency of active inflation and energy consumption.

[0026] In this preferred embodiment, the plug-in airbag mechanism 4 includes several helium-filled airbag plug-in assemblies 41. In this embodiment, the helium-filled airbag plug-in assemblies 41 are layered and located below the fixed airbag mechanism 5. Each helium-filled airbag plug-in assembly 41 includes a grid frame 401; the grid frame 401 can adopt a drawer-type pull-out structure to achieve quick assembly and disassembly of the helium-filled airbag plug-in assembly. The grid frame 401 has several airbag slots 402, and a first helium-filled airbag 403 is disposed within each airbag slot 402. The first helium-filled airbag 403 is plugged into the airbag slot 402, and the first helium-filled airbag 403 is provided with a fastener 404 for connecting to the grid frame 401; the fastener 404 ensures the stability of the first helium-filled airbag 403. The layered grid frame achieves three-dimensional matrix management of the airbags, with each layer of airbags bearing pressure independently, so even if one layer ruptures, it will not cause a chain of leaks; the grid structure itself acts as a load-bearing skeleton, which can evenly transfer the airbag load to the main frame, avoiding localized stress concentration. The plug-in structure allows airbags to be hot-swapped like batteries, eliminating the need to shut down the entire system and drain it during maintenance; only the faulty unit needs to be replaced, significantly improving the aircraft's uptime and maintainability. Furthermore, the number of first-fill helium airbags can be adjusted before flight based on the load; a larger load allows for more first-fill helium airbags, ensuring the total lift equals the aircraft's weight plus the load. The snap-fit ​​design enables tool-free, quick assembly and disassembly of the airbags from the grid frame, allowing a single person to replace an individual airbag within minutes, lowering the maintenance technical threshold and time costs. The snap-fit ​​connection has a certain displacement compensation capability, absorbing deformation caused by flight vibrations and thermal expansion and contraction of the airbags, reducing fatigue damage and extending airbag life. In emergencies, faulty airbags can be quickly jettisoned to reduce weight, providing additional emergency handling options.

[0027] Example 3: A split-body floating aircraft with an airfoil sail, further optimized based on Example 1 or 2. In this example, the lift control airbag mechanism 6 includes a box frame A601 and a box frame B605. Preferably, in this example, the lift control airbag mechanism 6 includes two box frames A601 and two box frames B605. The box frame A601 is provided with a third helium-filled airbag A602 and a pressure plate assembly for changing the volume of the third helium-filled airbag A602. The box frame B605 is provided with a third helium-filled airbag B606. The third helium-filled airbag A602 is connected to the corresponding third helium-filled airbag B606. The two box frames B605 can be arranged at the front and rear of the hull body, respectively. Through gas transfer, not only can the total buoyancy be changed, but the longitudinal center of gravity position can also be finely adjusted to assist in achieving pitch angle control (such as forward acceleration and backward deceleration). Specifically, the third helium-filled airbag A602 is connected to the corresponding third helium-filled airbag B606 via a vent pipe 607, which is equipped with an electromagnetic switch valve. If the third helium-filled airbag A fails due to a pressure plate malfunction or breakage, the electromagnetic valve in the connecting pipe can be immediately closed, and the third helium-filled airbag B, as an independent backup airbag, can still maintain basic buoyancy. Due to the limitation of the box frame A, when the pressure plate assembly pushes down on the third helium-filled airbag A602, gas enters the third helium-filled airbag B, the volume of the third helium-filled airbag A decreases, and the buoyancy decreases; conversely, the buoyancy increases; thus, the buoyancy can be adjusted. The box frame encapsulates the third helium-filled airbag and the pressure plate assembly as an independent functional module, realizing active and precise control of lift; by physically compressing and changing the airbag volume (rather than inflating and deflating), the response speed is fast, there is no gas waste, and height fine-tuning can be achieved in seconds; the box structure protects the airbag from being punctured by external objects, while the pressure plate pressure is evenly distributed, avoiding local overload of the airbag.

[0028] In this preferred embodiment, the pressure plate assembly includes a pressure plate 603 and a driving component 604 that drives the pressure plate 603 to move up and down. One end of the driving component 604 is connected to the inner wall of the box frame 601, and the other end is connected to the pressure plate 603. The pressure plate can smoothly press against the third helium-filled gasbag A to provide stable thrust. The driving component 604 is a hydraulic cylinder or an electric push rod. Hydraulic cylinders are suitable for large aircraft, providing tons of pressure and maintaining stable pressure, suitable for maintaining altitude for a long time; electric push rods have the characteristics of simple structure, low energy consumption, and high control precision, suitable for small and medium-sized aircraft; both can achieve precise linear displacement control of the pressure plate, and can adjust the gasbag compression in a closed loop with the help of a position sensor; this driving method has no hysteresis of aerodynamic systems, and the altitude control is sensitive, making it particularly suitable for stable hovering in complex airflow environments at low altitudes.

[0029] It should be noted that in actual use, pressure sensors can also be installed in the third helium-filled gasbags A602 and B606 respectively. By calculating the pressure difference and gas volume distribution between the two gasbags in real time, the flight control system can reverse-calculate the actual load changes and automatically compensate for altitude drift caused by passenger movement or cargo loading and unloading, achieving "load-adaptive" intelligent flight. This dual-frame connected structure upgrades the ascent and descent control from "gas consumption type" to "gas circulation type," achieving a qualitative leap in response speed, economy, and safety. In addition, by operating the AI-supported control system, the aircraft's horizontal flight can be controlled by adjusting the wind assistance generated by the airfoil sails and the thrust generated by the wind turbines.

[0030] Example 4: A flight control method based on the aforementioned airfoil-sail split-body floating aircraft. Before flight, the number of airbags in the plug-in airbag mechanism is increased or decreased to balance the total weight of the aircraft and its load with the total lift generated by the helium-filled airbags, ensuring the aircraft remains suspended in the air. During takeoff, the expansion and contraction of the airbag volume in the lifting and lowering mechanism is controlled by a pressure plate assembly, altering the aircraft's buoyancy and thus controlling its smooth ascent and descent. During horizontal flight, several wind turbines located at the stern and bow provide propulsion for horizontal flight, and the flight direction is changed by the coordination of the wind turbines and the sail in different directions. The airfoil-sail, controlled by AI technology, can provide stable assistance for horizontal flight under complex low-altitude flow conditions.

[0031] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A split-type airfoil sail-shaped floating aircraft, characterized in that: It includes a ship body (1), a number of sails (2) on the upper part of the ship body (1), a manned cabin (3) on the lower part of the ship body (1); the ship body (1) is equipped with a plug-in airbag mechanism (4), a fixed airbag mechanism (5) and a lifting control airbag mechanism (6), and a number of wind propulsion units (7) on the ship body (1).

2. The airfoil-shaped sail-split floating aircraft according to claim 1, characterized in that: The main body of the ship (1) is provided with a support frame (11) in the middle. The plug-in airbag mechanism (4), the fixed airbag mechanism (5) and the lifting control airbag mechanism (6) are all located in the support frame (11). The main body of the ship (1) is also provided with a parachute compartment (12) for holding emergency ejection parachutes.

3. The airfoil-shaped sail-split floating aircraft according to claim 1 or 2, characterized in that: The plug-in airbag mechanism (4) includes several helium-filled airbag plug-in assemblies (41). The helium-filled airbag plug-in assembly (41) includes a grid frame (401). The grid frame (401) is provided with several airbag slots (402). The first helium-filled airbag (403) is provided in the airbag slots (402).

4. The airfoil-shaped sail-split floating aircraft according to claim 3, characterized in that: The first helium-filled airbag (403) is provided with a fastener (404) for connecting to the grid frame (401).

5. The airfoil-shaped sail-split floating aircraft according to claim 1 or 3, characterized in that: The fixed airbag mechanism (5) includes a fixed frame (501), and a second helium-filled airbag (502) is fixedly installed inside the fixed frame (501).

6. The airfoil-shaped sail-split floating aircraft according to claim 5, characterized in that: The lifting control airbag mechanism (6) includes a box frame A (601) and a box frame B (605). The box frame A (601) is provided with a third helium-filled airbag A (602) and a pressure plate assembly for changing the volume of the third helium-filled airbag A (602). The box frame B (605) is provided with a third helium-filled airbag B (606). The third helium-filled airbag A (602) is connected to the corresponding third helium-filled airbag B (606).

7. The airfoil-shaped sail-split floating aircraft according to claim 6, characterized in that: The third helium-filled bladder A (602) is connected to the corresponding third helium-filled bladder B (606) through a vent pipe (607), and an electromagnetic switch valve is provided on the vent pipe (607).

8. The airfoil-shaped sail-split floating aircraft according to claim 6 or 7, characterized in that: The pressure plate assembly includes a pressure plate (603) and a drive component (604) for moving the pressure plate (603) up and down. One end of the drive component (604) is connected to the inner wall of the box frame (601), and the other end is connected to the pressure plate (603). The drive component (604) is a hydraulic cylinder or an electric push rod.

9. The airfoil-shaped sail-split floating aircraft according to claim 8, characterized in that: The wind propulsion unit (7) is located on both sides of the hull body (1) and / or at the front of the hull body (1); the sail (2) includes the main sail (201) and several auxiliary sails (202).

10. A flight control method, characterized in that: Based on the airfoil-shaped sail split-body floating aircraft as described in claim 9; before flight, by increasing or decreasing the number of airbags in the plug-in airbag mechanism, the total weight of the aircraft and the load is balanced with the total lift generated by the helium-filled airbags, ensuring that the aircraft can be suspended in the air; During takeoff, the expansion and contraction of the airbag volume of the lifting and lowering control airbag mechanism is controlled by the pressure plate assembly, which changes the buoyancy of the aircraft in the air and thus controls the smooth ascent and descent of the aircraft. During horizontal flight, several wind turbines located at the stern provide the propulsion for horizontal flight, while the sails provide assistance for horizontal flight under complex flow conditions; wind turbines located at the bow and stern adjust the flight direction of the aircraft.

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